Advanced Vehicle Control Proceedings of the 13th by Johannes Edelmann, Manfred Plöchl, Peter E. Pfeffer PDF
By Johannes Edelmann, Manfred Plöchl, Peter E. Pfeffer
The AVEC symposium is a number one overseas convention within the fields of auto dynamics and complex motor vehicle keep an eye on, bringing jointly scientists and engineers from academia and automobile undefined. the 1st symposium was once held in 1992 in Yokohama, Japan. due to the fact that then, biennial AVEC symposia were demonstrated the world over and feature significantly contributed to the development of know-how in automobile learn and improvement. In 2016 the thirteenth foreign Symposium on complex car keep watch over (AVEC’16) used to be held in Munich, Germany, from thirteenth to sixteenth of September 2016. The symposium was once hosted by way of the Munich college of technologies.
AVEC’16 places a different concentrate on automated riding, self sustaining riding capabilities and motive force support platforms, built-in regulate of interacting keep an eye on platforms, managed suspension structures, energetic wheel torque distribution, and car country and parameter estimation.
132 papers have been offered on the symposium and are released in those complaints as complete paper contributions. The papers evaluation the most recent study advancements and sensible functions in hugely correct components of car keep an eye on, and should function a reference for researchers and engineers.
Read or Download Advanced Vehicle Control Proceedings of the 13th International Symposium on Advanced Vehicle Control, September 13-16, 2016, Munich, Germany PDF
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Extra info for Advanced Vehicle Control Proceedings of the 13th International Symposium on Advanced Vehicle Control, September 13-16, 2016, Munich, Germany
It is shown in (Cori´ the cost function weighting factor can be tuned so that both ride comfort and road holding indices are notably better than in the passive vehicle case. The analysis has been extended to the case of full vehicle model (Fig. 1a,b with the unsprung mass dynamics included). It has been found out that there is an additional cross-axle FAS control mechanism, which reduces the total (four-quarter) sprung mass/chassis force variation for improved ride comfort. This mechanism counteracts the anti-wheel-hop peak of suspension force on the active axle (the one exposed to the bump) by means of suspension force reduction on the inactive axle.
To guard against drivability issues, the transition between the two torque distribution cases is smoothened with a sigmoid function. The switching torque (Fig. 7) can be obtained offline by considering that the drivetrains of the case study The energy efficient CA strategy implemented on the case study EV was developed based on measurements of the drivetrain power losses obtained on a rolling road facility. The power losses were determined from the difference between the measured electrical power at the inverter and the measured mechanical power at the roller of the test bench so that the results include the losses in the electric motor drive, mechanical transmission, tire rolling resistance and tire slip on the roller.
Thor Volvo Cars, Active Safety and Vehicle Dynamics Functions, Gothenburg, Sweden ABSTRACT: This paper describes how differential braking can be used to turn a vehicle in the context of providing fail-operational control for self-driving vehicles. A vehicle model is developed with differential brake and steering inputs. The model is used to explain the bounds of curvature that differential braking provides and it is then validated with measurements in a test vehicle. Particular focus is paid on wheel suspension effects that significantly influence the obtained curvature.
Advanced Vehicle Control Proceedings of the 13th International Symposium on Advanced Vehicle Control, September 13-16, 2016, Munich, Germany by Johannes Edelmann, Manfred Plöchl, Peter E. Pfeffer