This work deals with utilisation of active steering and propulsion on individual wheels in order to improve a vehicle's energy efficiency during a double lane change manoeuvre at moderate speeds. Through numerical optimisation, solutions have been found for how wheel steering angles and propulsion torques should be used in order to minimise the energy consumed by the vehicle travelling through the manoeuvre. The results show that, for the studied vehicle, the energy consumption due to cornering resistance can be reduced by approximately 10% compared to a standard vehicle configuration. Based on the optimisation study, simplified algorithms to control wheel steering angles and propulsion torques that results in more energy efficient cornering are proposed. These algorithms are evaluated in a simulation study that includes a path tracking driver model. Based on a combined rear axle steering and torque vectoring control an improvement of 6–8% of the energy consumption due to cornering was found. The results indicate that in order to improve energy efficiency for a vehicle driving in a non-safety-critical cornering situation the force distribution should be shifted towards the front wheels.

This paper focuses on the use of camber control and torque vectoring in order to make future vehicles more energy efficient and thereby more environmentally friendly. The energy loss during steady state cornering including rolling resistance loss, aerodynamic loss, longitudinal slip loss and lateral slip loss, is formulated and studied. Camber control, torque vectoring control and a combination of both are compared. From the simulation results, it can be concluded that during steady state cornering, torque vectoring has a very small contribution to energy reduction while camber control can make a significant contribution to energy saving. By combining torque vectoring and camber control during steady state cornering, in theory up to 14% energy saving are found for certain cases.

This paper focuses on the use of camber control and torque vectoring in order to make future vehicles more energy efficient and thereby more environmentally friendly. The energy loss during steady state cornering including rolling resistance loss, aerodynamic loss, longitudinal slip loss and lateral slip loss, is formulated and studied. Camber control, torque vectoring control and a combination of both are compared. From the simulation results, it can be concluded that during steady state cornering, torque vectoring has a very small contribution to energy reduction while camber control can make a significant contribution to energy saving. By combining torque vectoring and camber control during steady state cornering, in theory up to 14% energy saving are found for certain cases.

Actively controlling the camber angle to improve energy efficiency has recently gained interest due to the importance of reducing energy consumption and the driveline electrification trend that makes cost-efficient implementation of actuators possible. To analyse how much energy that can be saved with camber control, the effect of changing the camber angles on the forces and moments of the tyre under different driving conditions should be considered. In this paper, Magic Formula tyre models for combined slip and camber are used for simulation of energy analysis. The components of power loss during cornering are formulated and used to explain the influence that camber angles have on the power loss. For the studied driving paths and the assumed driver model, the simulation results show that active camber control can have considerable influence on power loss during cornering. Different combinations of camber angles are simulated, and a camber control algorithm is proposed and verified in simulation. The results show that the camber controller has very promising application prospects for energy-efficient cornering.

This paper presents state-of-the art within advanced vehicle dynamics of heavy trucks with the perspective of road safety. The most common accidents with heavy trucks involved are truck against passenger cars. Safety critical situations are for example loss of control (such as rollover and lateral stability) and a majority of these occur during speed when cornering. Other critical situations are avoidance manoeuvre and road edge recovery. The dynamic behaviour of heavy trucks have significant differences compared to passenger cars and as a consequence, successful application of vehicle dynamic functions for enhanced safety of trucks might differ from the functions in passenger cars. Here, the differences between vehicle dynamics of heavy trucks and passenger cars are clarified. Advanced vehicle dynamics solutions with the perspective of road safety of trucks are presented, beginning with the topic vehicle stability, followed by the steering system, the braking system and driver assistance systems that differ in some way from that of passenger cars as well.

The growing concerns about the environmental issues caused by vehicles and a strive forbetter fuel economy, urge the legislators to introduce conservative regulations on vehicletesting and homologation procedures. To have accurate evaluations, driving cycles thatcan sufficiently describe the vehicles’ conditions experienced during driving is a prerequisite.In current driving cycles there are still some issues which are disregarded. The aim ofthe presented work is to study the contribution of chassis and vehicle dynamics settings ontyre rolling loss in comparison with the original assumptions made in the NEDC, FTP andHWFET driving cycles. A half-car model including a semi-physical explicit tyre model tosimulate the rolling loss is proposed. For the chosen vehicle and tyre characteristics,depending on the specific chassis settings and considered driving cycle, considerable differenceup to 7% was observed between the energy consumption of the proposed- and conventionalapproach. The current work aims to provide the legislators with a betterinsight into the real effects of chassis and vehicle dynamics during the certification processto further improve the test related procedures required for homologation such as generationof road load curves. I.e., the aim is not to provide a new homologation process, sincethere are also other effects such as road roughness and tyre temperature that need to beconsidered. The results are also of interest for the vehicle manufacturers for further considerationsduring test preparation as well as in the development phase in order to reduce theenvironmental impacts.

This paper describes a semi-physical tyre model that enables studies of rolling loss in combination with vehicle dynamic simulations. The proposed model, named extended brush tyre model (EBM), takes the effects of driving conditions, wheel alignment, and tyre materials into account. Compared to the basic brush tyre model, EBM includes multiple numbers of lines and bristles as well as integrated rubber elements into the bristles. The force and moment characteristics of the model are shown to have a good correlation with the Magic Formula tyre model and experimental data. The numerically estimated rolling resistance coefficients under different conditions are compared to findings in the literature, FE-simulations and experiments. The model can capture some aspects that are not covered by the available literature and experimental observations such as camber effect on rolling loss. EBM can be used as a platform for future studies of rolling loss optimisation using active chassis control.

There are two objectives of this work. First is to develop a detailed mathematical model of a vehicle. The second is to develop a controller which makes the vehicle follow desired dynamic characteristics. Suspension kinematics and compliance characteristics have been obtained from the complex suspension models developed in Adams Car (R). Vehicle roll-pitch interactions and variations of roll and pitch centres with respect to wheel travel are considered. The controller is developed as a combination of force allocation control and active rear wheel steering control. Reference trajectories of vehicle velocity, path geometry and vehicle slip angle are the inputs. The controller transforms these user inputs and generates wheel torques and steering commands. A desired value of yaw rate is maintained by generating a restoring yaw moment from unequal torque distribution, and side slip is substantially reduced by active rear wheel steering controller. Finally simulation results illustrate the suitability of the controller.

In this paper we assess the order of model complexity needed to capture a vehicle behaviour during a transient crosswind event, regarding the interaction of the aerodynamic loads and the vehicle dynamic response. The necessity to perform a full dynamic coupling, including feedback in real-time, instead of a static coupling to capture the vehicle performance both with respect to aerodynamics and the vehicle dynamics is evaluated. The computations are performed for a simplified bus model that is exposed to a transient crosswind. The aerodynamic loads are obtained using Detached Eddy Simulation (DES) with the overset mesh technique coupled to a single-track model for the vehicle dynamics including a driver model with three sets of controller parameters to obtain a realistic scenario. Two degrees of freedom are handled by the vehicle dynamics model; lateral translation and yaw motion. The results show that the full dynamic coupling is needed for large yaw angles of the vehicle, where the static coupling over-predicts the aerodynamic loads and in turn the vehicle motion. © 2016 Elsevier Ltd

This paper presents a fault handling strategy for electric vehicles with four individual-wheel drives, which are based on wheel hub motors. The control strategy to handle the faults is based on the principle of control allocation and is implemented in an experimental vehicle. Experimental tests has been performed with the experimental vehicle and with simulation. The results show that the directional stability of such a vehicle can be improved for the analysed manoeuvre and failure mode, and the tendencies of the experimental results correspond with the simulation results. It has been found that the lateral and yaw motion could be strongly improved.