Evaluating Coordinated Cooperative Control of Three Active Car Systems Using Fuzzy-Logic
Date Issued
2021
Author(s)
Vase Jordanoska
Darko Danev
Vasko Changoski
DOI
10.1088/1757-899X/1190/1/012029
Abstract
Vehicle systems automation is an inevitable process as a result of the growing safety
requirements and the trend of increasing car operation autonomy by reducing driver’s
influence. The paper covers the coordinated control operation of three active systems to assess
the improvement of vehicle response. Direct yaw control through selective wheel braking
(DYC), active front steering control (AFS) and active suspension normal force control (NFC)
are included. The control method is fuzzy logic. The modelling is done in Matlab/Simulink,
where 14-DOF nonlinear full vehicle model and 3-DOF reference model were introduced.
Simulations were done for three manoeuvres: cornering event, single lane change and fishhook
manoeuvre, at a speed of 130 km/h and dry road surface with adhesion coefficient of 0.9 was
assumed. Coordination was done with adjusting scaling factors for each control. Results show
improvements in the transient response behaviour of the vehicle compared with four vehicles:
vehicle without any active system, vehicle with coordinated DYC and AFS, vehicle with
coordinated DYC and NFC and vehicle with coordinated AFS and NFC. The biggest impact
can be seen in results for sideslip angle and roll angle, coordinated cooperative control here
gives lowest values in the transient period during the manoeuvre. Although it gives better
results for the other variables as well. The goal of the coordinated cooperative control is
fulfilled by improving the stability and handling of the vehicle, which helps the driver to
maintain the feeling of manoeuvrability and the sense for the direction of movement of the
vehicle. The system for direct yaw control through selective wheel braking has major impact
but the coordination with the other two systems lowers the braking force per wheel. The
system for active front steering control has lower impact but at lower speeds helps for
maintaining better direction of vehicle movement. Considering these three active systems act
simultaneously during high speeds and critical manoeuvres next step would be to define
sequence of activation depending on the currently measured vehicle behaviour variables.
requirements and the trend of increasing car operation autonomy by reducing driver’s
influence. The paper covers the coordinated control operation of three active systems to assess
the improvement of vehicle response. Direct yaw control through selective wheel braking
(DYC), active front steering control (AFS) and active suspension normal force control (NFC)
are included. The control method is fuzzy logic. The modelling is done in Matlab/Simulink,
where 14-DOF nonlinear full vehicle model and 3-DOF reference model were introduced.
Simulations were done for three manoeuvres: cornering event, single lane change and fishhook
manoeuvre, at a speed of 130 km/h and dry road surface with adhesion coefficient of 0.9 was
assumed. Coordination was done with adjusting scaling factors for each control. Results show
improvements in the transient response behaviour of the vehicle compared with four vehicles:
vehicle without any active system, vehicle with coordinated DYC and AFS, vehicle with
coordinated DYC and NFC and vehicle with coordinated AFS and NFC. The biggest impact
can be seen in results for sideslip angle and roll angle, coordinated cooperative control here
gives lowest values in the transient period during the manoeuvre. Although it gives better
results for the other variables as well. The goal of the coordinated cooperative control is
fulfilled by improving the stability and handling of the vehicle, which helps the driver to
maintain the feeling of manoeuvrability and the sense for the direction of movement of the
vehicle. The system for direct yaw control through selective wheel braking has major impact
but the coordination with the other two systems lowers the braking force per wheel. The
system for active front steering control has lower impact but at lower speeds helps for
maintaining better direction of vehicle movement. Considering these three active systems act
simultaneously during high speeds and critical manoeuvres next step would be to define
sequence of activation depending on the currently measured vehicle behaviour variables.