Global Chassis Control

The Networked Chassis

Sascha Semmler
Dr. Peter Rieth
Technology Change
Basis for Functional Improvement (e.g. Brake System)

networking
Performance

GCC
h assi s Control
Global C
electronics

ic
electronstems
br ake sy

hydraulic
brake systems

1978
Hydraulic Brake System Electronic Brake System
drum brake ABS, EBD, TCS, BA, ESP
disc brake Electro Hydraulic Brake
brake booster
Electro Mechanical Brake
2001
Networked Brake System
"30-m car"
(brake+chassis+tires)
ESP II (brake+steering)

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Overview of Global Chassis Control

Global Chassis Control (GCC) targets, in the case of a given

configuration of electronically controlled chassis-subsystems
(ESP, EPS, EAS, CDC, ARS, ...) under respective
given driving conditions the global optimization of
t active safety
t driving comfort
t driving pleasure/fun

Electronic Stability Program (ESP)

Electric Power Steering (EPS)
Electronic Air Suspension (EAS)
Continuous Damping Control (CDC)
Active Roll Stabilization (ARS)

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Driving Dynamics Control – Coexistence Approach

.
ψ, β - Controller
Driving state Active
recognition Arbitration Steering
of driver request
Driver

.
ψ, β - Controller
Driving state Active
Signal distribution

recognition Arbitration Suspension

of driver request

Vehicle
.
ψ, β - Controller
Driving state Active
recognition Arbitration Brake
of driver request
Environment

.
ψ, β - Controller
Driving state Active
recognition Arbitration
Powertrain
of driver request

Signal distribution

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Driving Dynamics Control – Integrated Approach

Active
Steering
Driver

Active
Signal distribution

Suspension
.

Vehicle
Interpretation ψ, β - Controller
of driver
request
Distribution
of set values Active
Driving state Brake
recognition
Environment

Active
Powertrain

Signal distribution

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 ESP II
ESP with Active Steering Intervention
ESP II – ESP with Active Steering Intervention
HECU Actuation Steering Wheel Basic Functionality (ESP):
Angle Sensor
„ Anti-lock Brake System (ABS)
„ Traction Control System (TCS)
„ Electronic Brake-force Distr. (EBD)
Powertrain
„ Active Yaw Control (AYC)

Enhanced Functionality by
Angle Superposition (ESP II):
„ Yaw Torque Compensation
by braking on µ-split
Variable (braking distance, steering effort)
Dampers
(4x)
„ Active Yaw Control with steering
intervention (optional suspension)
prior to engine and brake intervention
Electric Steer Assisted Steering „ Understeer Intervention
(ESAS)
Wheel Speed
Sensors (4x)
Sensor Cluster „ Comfortable compensation of
load alterations
„ Handling Support
(Lead Steering)

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ESP II – Braking on µ-split
Problem:

high- µ
low-µ

„ Driver must counter-steer by braking on µ-split

„ Compromise between braking distance and vehicle stability
~10%

Solution:
„ Automatic counter-steering independent of the driver
ESP II (active steering)

Vehicle velocity

60
∆ ~ 10%
vVeh [kph]

40
braking dist. braking dist.
20 35,16 m 40,88 m
Start of braking

0
ESP

Steering wheel angle

60
50 δ DRV w/o ESAS
δ DRV with ESAS
40 ∆δ ESAS
30
δ [°]

20
10
0
-10
0 1 2 Time [s] 3 4 5
with ESP II
with ESP

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ESP II – Increased Comfort of ESP through
Combined Brake, Engine and Steering Intervention

Problem:
„ ESP interventions are late and therefore harsh

Solution:
„ Active Yaw Control with combined brake, engine and steering intervention
(optional suspension)

Advantages:
„ Increased stability of the vehicle
„ Reduced steering effort for the driver

180
120
Steering angle [deg]

60
driver
0
ESP II
-60 total
-120

-180

-240
1 1.25 1.5 1.75 2 2.25 2.5 2.75 3 3.25 3.5 3.75 4 4.25 4.5 4.75 5
t [s]

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ESP II – Understeer Intervention

Problem:
„ Driver increases steering wheel angle beyond optimum angle

Solution:
„ Limitation of wheel steering angle

Advantages:
t1 „ Increased stability of the vehicle
„ Reduced steering effort for the driver

t0 t1 t0 t1
Wheel steering angle [°]

15 40

Yaw Rate [°/s]

t0 10
20

5
0

0
-20
-5
0 1 2 3 4 5 0 1 2 3 4 5
Time [s] Time [s]
with ESP II
with ESP

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ESP II – Handling Support

Problem:
„ Loss of control due to slow vehicle response

Solution:
„ Steering intervention based on driver input (lead steering)

Advantages:
„ Increased agility of the vehicle
„ Reduced steering effort for the driver

ESP II
180
steering angle [ ° ]

120

60

-60

-120

-180
0 1 2 3 4 5 6 7 8 9 10 11 12
t [s]
ESP II angle Driver angle Total angle

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 ESP DSR
ESP with Driver Steering Recommendation
ESP with Driver Steering Recommendation (DSR)
HECU Actuation Steering Wheel Basic Functionality (ESP):
Angle Sensor
„ Anti-lock Brake System (ABS)
„ Traction Control System (TCS)
„ Electronic Brake-force Distr. (EBD)
Powertrain
„ Active Yaw Control (AYC)

Enhanced Functionality by
Torque Superposition (DSR):
„ Yaw Torque Compensation
by braking on µ-split surfaces
Variable
Dampers (braking distance, steering effort)
(4x)
„ Active Yaw Control with steering
intervention (optional suspension)
prior to engine and brake intervention
Electric Power Assisted Steering
(EPAS)
Wheel Speed Sensor Cluster
„ Understeer Intervention
Sensors (4x)
„ Comfortable compensation of
load alterations

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ESP with Driver Steering Recommendation
Braking on µ-split
Problem:

high- µ
low-µ

„ Driver must counter-steer by braking on µ-split

„ Compromise between braking distance and vehicle stability

Solution:
„ Steering torque superposition depending on yaw torque
DSR (torque intervention)

Steering wheel angle [°]

30
requested steering angle
measured steering angle
20
Start of braking

10
ESP

0
0 0.5 1 1.5 2 2.5 3 3.5 4
10
Steering torque [Nm]

additional steering torque

5

-5

-10
0 0.5 1 1.5 2 2.5 3 3.5 4

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ESP with Driver Steering Recommendation
Oversteer Intervention

Problem:
„ Slow driver reaction in oversteer situation (counter-steering)

Solution:
„ Steering torque superposition depending on oversteering

Advantages:
„ Increased stability of the vehicle

2
Recomm. Wheel Steering Angle [deg]
1 Measured Wheel Steering Angle [deg]

-1
0 1 2 3 4 5 6 7

2 DSR Torque Request [Nm]

-2

0 1 2 3 4 5 6 7
Time [s]

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