DECLARATION

WeherebydeclarethatnoportionoftheworkreferredtointhisProjectThesishasbeen
submittedinsupportofanapplicationforanotherdegreeorqualificationofthisofanyother
universityorotherinstituteoflearning.Ifanyactofplagiarismfound,wearefullyresponsiblefor
everydisciplinaryactiontakenagainstusdependingupontheseriousnessoftheprovenoffence,
eventhecancellationofourdegree.

COPYRIGHT STATEMENT

Copyright in text of this thesis rests with the student author. Copies (by any process)
eitherinfull,orofextracts,maybemadeonlyinaccordancewithinstructionsgivenby
theauthorandlodgedintheLibraryofNUSTCollegeofE&ME.Detailsmaybeobtained
bytheLibrarian.Thispagemustformpartofanysuchcopiesmade.Furthercopies(by
any process) of copies made in accordance with such instructions may not be made
withoutthepermission(inwriting)oftheauthor.
Theownershipofanyintellectualpropertyrightswhichmaybedescribedinthisthesis
isvestedinNUSTCollegeofE&ME,subjecttoanyprioragreementtothecontrary,and
maynotbemadeavailableforusebythirdpartieswithoutthewrittenpermissionofthe
CollegeofE&ME,whichwillprescribethetermsandconditionsofanysuchagreement.
Further information on the conditions under which disclosures and exploitation may
takeplaceisavailablefromtheLibraryofNUSTCollegeofE&ME,Rawalpindi.

1|P a g e

ACKNOWLEDGEMENTS

We thank Almighty ALLAH the most gracious and beneficent for giving us the courage to carry
out the project specially our parents and teachers for supporting us in every possible manner.
We are especially very much thankful to our project supervisor associate professor Raja
AmerAzim Department-Mechanical engineering for their kind assistance, inspiring, guidance
and supervision. Their trust and confidence in our abilities were very helpful to complete our
project report.
We are also extremely thankful to assistant professor Saifullah Khalid for their persistent support
in solving various problems faced in our project. And our course mates Ali, Sameer, Faisal, Imad
and Usman for their support throughout the project.
We are also very thankful to the Nouman Akram, Mohsin and Habib.

2|P a g e

Abstract
A force acting on wheels (axel or the suspension system) of the vehicles that indicates an
imminent wheel lift-off, and make the vehicle rotate around its center is called as rollover. As the
statistics shows that the rollover of vehicle causes a lot of fatal injuries and damage to some
useful stuff (machinery and other luggage). Our project is to study the existing rollover
technologies and by studying those methods deduce a result about the best possible technique.
For simulation we will make roll plane model on Matlab and on Trucksim use the standard
maneuvers for different results. After this we will simulate the data on the Matlab and Trucksim.
And after this the parametric study will be carried out. And for comparison we will take actual
values by using IMU on HINO 2.5 ton .And the parameters will be decided by the result of
simulations.

3|P a g e

TABLE OF CONTENTS
ACKNOWLEDGMENTS ............................................................................................................... i
ABSTRACT .................................................................................................................................... ii
TABLE OF CONTENTS............................................................................................................... iii
LIST OF FIGURES ...................................................................................................................... vii
LIST OF Abbreviations ............................................................................................................... viii
CHAPTER 1 - INTRODUCTION ...................................................................................................1
1.1 Introduction to Rollover .............................................................................................................1
1.2 Fatalities .....................................................................................................................................1
1.3 Types of rollover ........................................................................................................................1
1.3.1 Tripped Rollover ...............................................................................................................1
1.3.2 Un-tripped Rollovers ........................................................................................................2
1.4Causes of Rollover ......................................................................................................................2
1.4.1 Rollover Characteristics ....................................................................................................2
CHAPTER 2- VEHICLE DYNAMICS...........................................................................................4
2.1 Rollover parameters ...................................................................................................................4
2.1.1 ROLL ANGLE ................................................................................................................4
2.1.2 YAW ANGLE .................................................................................................................4
2.1.3 Lateral Acceleration ........................................................................................................4
2.1.4 Steer Angle ......................................................................................................................4
2.1.5 Angular Orientation (yaw, pitch, roll) .............................................................................6
2.2 Roll Vehicle dynamics ...............................................................................................................6

CHAPTER3-MATHEMATICAL MODEL ..................................................................................10

3.1 BICYCLE MODEL..............................................................................................................10
3.2 Roll plane model ..................................................................................................................13
3.2.1State Space Model: .........................................................................................................15
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3.3 Load Transfer Ratio .................................................................................................................16

CHAPTER4-MANUEVER ...........................................................................................................17
4.1 MANUEVER ..........................................................................................................................17
4.1.1 Slowly increasing steady maneuver ......................................................................................17
4.1.2 J-Turn Maneuver ...................................................................................................................18
4.1.3 Fishhook Maneuver ..............................................................................................................19

CHAPTER5-VERIFICATION OF ROLL PLANE MODEL MATLAB CODE BY

COMPARING WITH TRUCKSIM ..............................................................................................21
5.1 ROLLPLANE MODEL AND RESULTS IN MATLAB ........................................................21
5.1.1 MATLAB CODE ..................................................................................................................21
5.1.2 CRITICAL/THRESHHOLD VALUES FOR MODEL........................................................24
5.1.3 SIMULATION ......................................................................................................................25
5.2 VERIFICATION BY COMPARING TRUCKSIM AND MATLAB RESULTS ..................27
5.2.1 Trucksim Interface ................................................................................................................27
5.2.2 Trucksim results ............................................................................................................27
5.3 COMPARISON OF MATLABs VALUES & TRUCK SIMs VALUES .............................36
5.4 REASONS FOR DEVIATION................................................................................................36

CHAPTER6-2.5 TON HINO TRUCK (MODEL 1984) .............................................................37

6.1 Introduction to chapter .............................................................................................................37
6.2 INERTIAL MEASUREMENT UNIT (IMU) .........................................................................37
6.3 Results comparison of Matlab and IMU ..................................................................................39

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CHAPTER7-PARAMETRIC STUDY OF FISHOOK MANUEVER ..........................................49

CHAPTER8-THRSEHOLD VALUES .........................................................................................67
8.1Threshold values of 2.5 TON Hino 84 .....................................................................................67
8.1.1Analysis on Fish hook maneuver ...........................................................................................67
8.1.2Analysis on J maneuver (or U turns) ..................................................................................69
8.1.3Analysis on SIS maneuver (slowly increasing steer) .........................................................71

CHAPTER9-ROLL OVER DETECTION METHODS/ESTIMATON TECHNIQUES..............73

9.1ESTIMATION FROM SUSPENSION ....................................................................................73

9.2ESTIMATION FROM LATERAL ACCELRATION .............................................................74
9.3Potential energy method ...........................................................................................................75
9.4TIME TO ROLLOVER ............................................................................................................76

CHAPTER10-SENSOR PROPOSED ...........................................................................................77

10.1BACKGROUND ....................................................................................................................77
10.2Labview Design ......................................................................................................................79
10.3 COUNTER MEASURES ......................................................................................................82
CONCLUSIONS............................................................................................................................83
REFFERENCES ............................................................................................................................84

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LIST OF FIGURES
Figureno:1DrivingandHeadingChangeDirections .....................................................................05
Figureno:2VehicleDynamics .........................................................................................................06
Figureno:3BICYCLEmodel ...........................................................................................................11
Figureno:4Rollplanemodel ..........................................................................................................13
Figureno:5Trucksim ......................................................................................................................27
Figureno:6 Trucksim .....................................................................................................................28
Figureno:7 Trucksim .....................................................................................................................29
Figureno:8 Trucksim .....................................................................................................................30
Figureno:9InertialMeasurementUnit .........................................................................................37
Figureno:10 IMU internal structure ..............................................................................................38
Figureno:11 HINO 2.5 Ton ...........................................................................................................39
Figureno:12Suspension system during Maneuver ........................................................................74
Figureno: 13 Lateral Acceleration effect ......................................................................................74
Figureno: 14 Sensor Flow Chart ..................................................................................................78
Figureno:15BlockDiagramofLabView ........................................................................................79
Figureno:16FrontPanelofLabView ............................................................................................80
Figureno:17OutputWindow(a) ...................................................................................................81
Figureno:18Outputwindow(b) ....................................................................................................81

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LIST OF ABREVATIONS

h is height from ground to C.G.

is roll angle.
k spring coefficient.
c damping coefficient.
T is track width.
g is gravitational acceleration.
FR Is Force On RightTire.
FL Is Force On LeftTire.
Delta is small angle
Fyfis lateral force acting on front wheel.
Fyr is lateral force acting on rear wheel.
m is mass.
r is yaw angle.
Lf is distance from vehicle front to center.
Lris distance from vehicle rear to center.

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Iz is moment of inertia about z-axis.

Cafis cornering tire stiffness for front.
Car is cornering tire stiffness for rear.
af is slip angle for front.
ar is slip angle for rear
IMU is Inertial Measurement Unit

Chapter 1 - INTRODUCTION

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1.1 Introduction to Rollover

When a vehicle is moving on a high speed and it comes across a corner or a turn its centrifugal
force will lead it to outside of the corner. And if driver does not decrease the speed a small
change of steer angle input might result into change in the parameters like CG and inertia it
disturbs the vehicle stability and affects vehicle roll response .and if at that moment driver does
not decrease the speed or does try for a shorter turn the vehicle lateral acceleration increases a
critical value and when it crosses the threshold value vehicle loses its stability and at that time
the force on one side of tires become zero and vehicle start rolling around start rolling across the
z-axis.
1.2 Fatalities
As we started familiarizing ourselves with the rollover term we came to some basic results that
during the year 2010 almost 9.1 million vehicles were engaged in accidents and around 2.1%
was rollover cases but around 35% of the road accidents in which lives lost was basically due to
rollover.
And it was a huge motivation for us that if we can do anything to minimize those numbers of
deaths.
1.3 Types of rollover
1. Tripped rollover
2. Un-tripped rollover
1.3.1Tripped Rollover
It happens when vehicles leave the road and move to sideways, while digging into soft soil or
striking a curb or guardrail.
According to NHTSA data show that 95% of rollover in single-vehicle is tripped rollover.
Actually high tripping force applied to the tires cause the vehicle to rollover.

Slippery surface, guardrails, snow banks, or other objects can result into rollover.

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Tripping can also occur in such a way that if vehicle is moving on a high velocity rides
on a guardrail.
It happens on severe slopes in off-road situations.

1.3.2 Un-tripped Rollovers

According to NHTSA data Un-tripped rollovers are less common, occurring less than 5% of the
time, and mostly to top-heavy vehicles.
It happens when heavy vehicles moving on high speeds try to avoid the accidents.
It does not occur on slippery tracks.
1.4 Causes of Rollover
1.4.1 Rollover Characteristics
These are complex accidents and have a high fatality rate. Instead of other accidents it
depends upon driver, environment, and other factors.
As explained below some of them.

VEHICLE TYPE
All types of vehicles can be rollover but NHTSA data shows that vehicles with higher
centers of gravity and narrow shape suffer this more often than the vehicles with lower
centers of gravity, and if involved in a single-vehicle crash this type of vehicles are more
suspected .

SPEED
Fatal rollover crashes almost 40% occurs on high speed and of those are occurs where
speed limit is 55mph or more.

ALCOHOL/DRUGS
Nearly half of all fatal rollover crashes occurs due to alcohol or drugs. Because those
drugs decrease the body reaction time and slow down the coordination between the
body and nervous system.

LOCATION
Rural roads are undivided and without barriers and this is the main reason why more
vehicles crash at those places. Almost of fatal rollovers occur in rural areas where
the posted speed limit is typically 55 mph or higher.

ROUTINE DRIVING

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NHTSA data also suggest that over 90% of the vehicles in fatal, single-vehicle rollover
crashes were involved in routine driving maneuvers (going straight or negotiating a
curve). This further suggests that driver behavior (distraction, inattentiveness, speeding,
and impaired driving) is a major cause of these types of accidents.

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Chapter 2- VEHICLE DYNAMICS

2.1 Rollover parameters

ROLL ANGLE
YAW ANGLE
LATERAL ACCELERATION
STEER ANGLE

2.1.1 ROLL ANGLE

The amount of angle, or leaning of the vehicle around its axis, experiences on rough terrain.
2.1.2 YAW ANGLE
It is the angle between longitudinal axis of vehicle and the line of motion.
2.1.3 Lateral Acceleration
It is the amount of acceleration that acts on body when it moves along a curve or take turn
pushes the vehicle sideways. It is due to the centrifugal F acting on vehicle.
2.1.4 Steer Angle
It is the angle b/w the x-axis of vehicle and the tires at any time. It is the input given by the
driver to turn the vehicle.
Some other angles are also used to describe the geometry of the vehicle dynamics and they are
defined below.

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Driving and Heading Change Directions

Angles below are defined with the reference of this figure1
Absolute Heading Angle
The angle b/w the X-Y plane of the vehicles x-axis and the X-axis of the earth fixed axis .
Sideslip Angle (Attitude Angle)
It is the angle b/w the X-Y plane of the vehicle x-axis and the vehicle velocity vector at some
specified point in the vehicle.
Course Angle (n)
It is the angle b/w the vehicle v vector on the X-Y plane and X-axis of the earth fixed axis
system. It is the sum of attitude and heading (v = 41 + 0)
Vehicle Roll Angle
It is angle b/w vehicle y-axis and ground plane.
Vehicle Pitch Angle
It is angle b/w vehicle x-axis and ground plane.
14|P a g e

2.1.5 Angular Orientation (yaw, pitch, roll)

The orientation of the vehicle axis system (x, y, z) with respect to the earth-fixed axis system (X,
Y, Z) is given by a sequence of three angular rotations. The following sequence of rotations ,
starting from a condition in which the two sets of axis are initially aligned, is defined to be the
standard:
1. Yaw rotation, about the z and Z-axis.
2. Pitch rotation, about the vehicle y-axis.
3. Roll rotation, about the vehicle x-axis.

2.2 ROLL Vehicle dynamics

Vehicle Dynamics
The Vehicle force system is the result of external forces and moments acting on the vehicle from
the ground and environment.
The force system is (F, M) and resultant of forces and moment will be in coordinate frame B:
Resultant of forces
BF = FX

+ FY j

15|P a g e

+ Fzk

Resultant of moments
BM =M x

+ Myj

+ Mzk

Equation of motions
A rolling body has total 4 DOF possible, which are translational in x and y directions, and
rotation about the x and z axes.
The Newton-Euler equations of motion in these possible DOF are:
FX = mv
FY =mv
MZ=IZ

Mx =I X

x mrv
Y

Z=IZ

+mrV

y
X

X=IX

The rigid body equation of motion in the body coordinate frame :

Now by substituting all the vectors and matrices in resultant force and moment equation we will
get desired equation of motions for forces and moments in different directions.

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By replaccing the mattrices we willl get the finaal equations in form of matrices

wo newtons equations are:

a
Below arre the first tw
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Equationn of motion in x and y dirrections

It is a staatic equation and providees compatibiility conditioon, which keeep vehicles on road.
Euler equuations are equation
e
of motion,
m
whicch represent moments.
The 1st annd 3rd Euler equation aree in x and z axis.
a

The secoond Euler equ

uation

It is also a static equaation which provides neccessary pitchh moment which

w
keeps vehicle
v
on thhe
road.

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CHAPTER3-MATHEMATICAL MODEL

To design our Roll Plane Model we used a Bicycle model and Roll plane model.
These models are described below:
We used following assumptions for the models.
9
9
9
9
9
9

Small angle approximation

Neglecting higher order terms
Constant longitudinal velocity required
Sideslip angle is assumed to be small
pitch of the vehicle is ignored
Tires behave linearly

(Because nonlinear tire model involves highly curve fitting of the tire data)
The purpose of constructing a linear model is for the design of controller using the
extensive number of algorithm developed for linear systems. It is more desirable to
linearize the vehicle model in real time to obtain the most accurate representation
of the vehicle behavior. However a fix linear model is used in this model for
evaluation of certain driving scenarios.

3.1 BICYCLE MODEL

It is the simplified model of vehicle with 2 degree of freedoms.

It reduces tires at each axle to single equivalent tires.

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BICYCLE Model

In this model V is constant longitudinal velocity, steer input

Delta is small angle
Fyf is lateral force acting on front wheel.
Fyr is lateral force acting on rear wheel.
m is mass.
r is yaw angle.
Lf is distance from vehicle front to center.
Lr is distance from vehicle rear to center.
Iz is moment of inertia about z-axis.
Caf is cornering tire stiffness for front.
Car is cornering tire stiffness for rear.
af is slip angle for front.
ar is slip angle for rear.

From equation 2
The summation of all forces in lateral direction is equal to
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y= Fyf/m+

Fyr /m - vxr1

The summation of all moments is equal to

r

Fyf* Lf/ Iz - Fyr *Lr/ Iz2

Fyf=-Caf *af

Fyr =-Car *ar

Now substituting values in equation 1 and 2

We get

Y=

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vy +
vy+

r+
r+

..7
..8

3.2 Roll plane model

ROLL PLANE MODEL

Different parameters for roll plane model are defined below:

h is height from ground to C.G.

is roll angle.
k spring coefficient.
c damping coefficient.
T is track width.
g is gravitational acceleration.
FR Is Force On RightTire.
FL Is Force On LeftTire.
Moment equations are

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MX = JXX
X

- ms * h s * V (

+r)

S
Similarly
we
w will get slip angle and roll raate

E
Equation
for SLIP ANGL
LE is:

E
Equation
fo
or ROLL RATE
R
is:

By coupling
B
g the abovee two moddels the finaal state spaace model come out to
b
be:

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3.2.1State Space Model

0
0

0
0
0

1
0
0

0
0
0

0
0
0

0
1

0
0
0

0
0

0
0

0
0

0
0

0
0

0
0

3.3 Load Transfer Ratio

Dynamic LTR characterizes the extent to which a vehicle approaches theRollover condition in a
dynamic steering manoeuver such as in avoiding an obstacle or taking a U-turn.
This measure is expressed in terms of the fractional change in tire loads between leftand
Right-side tires in the manoeuver, thus indicating how close the vehicle came to lifting off all of
its tires on one side, and rolling over.
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It is calculated as follows:
LTR = (FL-FR) /(FL+FR)
FL = Left side tire loads
FR = Right side tire loads
If we know the normal forces on the wheels we can calculate LTR by using this method.
If we know T, m and roll angle we can calculate it by the following formula.
While c and k are coefficients of truck.

Influencing factors:
- Payload, CG height
- No of trailers
- Connection types
- Axle weights
- Trailer wheelbase
- Suspension characteristics
- Track width
- Tire type and size

CHAPTER4-MANUEVER
4.1 MANUEVER
It can be defined as the movement of the vehicle on a predefined pattern to check different
capabilities or threshold values.
A lot of maneuvers are done around the world according to requirements, we will use following:
25|P a g e

 Slowly increasing steady maneuver

J-Turn Maneuver

Fishhook Maneuver

4.1.1 Slowly increasing steady maneuver

In this maneuver data is collected due to slowly increasing steer input. In this speed is
approximately 50mph.
To perform the maneuver ,vehicle move in a straight line than for 20 seconds a constant slow
increasing steer input is applied from 0 to 200 degrees. If before the maximum value the wheel
lift off occurs than the process is repeated on a slow speed and in this way critical value is
determined.

This manuever is repeated six times ,3 times left and 3 times viceversa.For better result.

4.1.2 J-Turn Maneuver

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This is a maneuver used to check the stability of the vehicle by suddenly making a large turn.
During this maneuver vehicle speed range is approximately 35_60mph. In the start vehicle is
driven at a speed bit more than desired entrance speed. Than a steady state lateral acceleration
input of 0.3g is given and this value is used because the steering angle variability associated with
this lateral acceleration is quite low. And steer input is constant over the period of turn.
If two-wheel lift was observed, a downward iteration of vehicle speed was used in 1 mph
increments until such lift was no longer detected.

4.1.3 Fishhook Maneuver

The fishhook maneuver uses steering inputs that approximate the steering a driver acting in panic
might use in an effort to regain lane position after dropping two wheels off the roadway onto the
shoulder. It is also known as a road edge recovery maneuver.

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Some people suggest that the wheels drop from the road is not necessary. This is a standard
vehicle stability test. In the test vehicle at approximately 50 mph is turn left for approximately .3
sec and then to right for slightly more time.

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CHAPTER5-VERIFICATION OF ROLL PLANE MODEL MATLAB

CODE BY COMPARING WITH TRUCKSIM
5.1 ROLLPLANE MODEL AND RESULTS IN MATLAB
5.1.1 MATLAB CODE
function f=ltr1(t,x)
global m g T c kx
o=1365000; % auxiliary parameter = cv+ch
p=70920; % auxiliary parameter = ch*lh-cv*lv
h=1.20; % CG height over ground
c=10000; % suspension damping co efficient
lv=1.95; % longitudinal CG position wrt front axle
jxx=24201; % roll moment of inertia at CG
jxeq=43112.75;
jzz=30917; %yaw moment of inertia at CG
m=14300; % vehicle mass
g=9.81; % gravitational accelration
v=47; % initial longitudinal speed
T=1.75; %track width
cv=242000; % front tyre stiffness co efficient
k=407017.8; % auxiliary parameter = (cv*lv^2)+(ch*lh^2)
kx=457000;
lr=1.54;%
cr=1000000;
f(1)=(-(o*jxeq)*x(1)/(m*jxx*v))+((((p*jxeq)/(jxx*m*v*v))-1)*x(2))((h*c)*x(3)/(jxx*v))+(((h*(m*g*h)-kx)*x(4))/(jxx*v))+(delta(t)*cv*jxeq)/(m*jxx*v);
f(2)= (p*x(1)/(jzz))-(k*x(2)/(jzz*v))+(delta(t)*cv*lv)/(m*jzz*v);
f(3)=(-h*o*x(1)/jxx)+(h*p*x(2)/(jxx*v))-(c*x(3)/jxx)+((((m*g*h)kx)*x(4))/jxx)+(delta(t)*h*cv)/jxx;
f(4)=x(3);
f(5)=x(6);
f(6)=((-((cv)+(cr))*x(6))/(m*v))-((v*x(8))-(((cv*lv)-(cr*lr))*x(8))/(m*v))+(delta(t)*cv/m);
f(7)=x(8);
f(8)=(-((cv*lv)-(cr*lr))*x(6))/(jzz*v)((lv*lv*cv)+(lr*lr*cr))*x(8)/(jzz*v)+(delta(t)*(lv*cv)/(jzz));
29|P a g e

f=f';
end
function delta=delta(t) % steer input
if 0<=t && t<=1
delta=0;
elseif 1<t && t<=1.4
delta=0.5*(t-1);
elseif 1.4<t && t<=1.7
delta=0.2;
elseif 1.7<t && t<=2.4
delta=-0.667*(t-1.7)+0.2;
else 2.4<t
delta=-0.2;
end
end

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CALLING FUNCTION
clear;clc;
global c kx T m g
[t,x]=ode45('ltr1',[0 15],[0 0 0 0 0 0 0 0]);
LTR=-(2/(m*g*T))*(c.*x(:,3)+kx*x(:,4));
figure(1);
subplot(2,2,1)
plot(t,LTR,t,1,'r',t,-1,'r');
grid on;
title('Load Transfer Ratio');
subplot(2,2,2)
plot(t,x(:,8),t,-0.46,'r')
grid on;
title('yaw rate');
subplot(2,2,3)
plot(t,-x(:,6))
grid on;
title('lateral accelration');
subplot(2,2,4)
plot(t,x(:,4),t,0.25,'r',t,0.4,'r',t,-0.25,'r',t,-0.4,'r')
grid on;
title('roll angle');
figure(2);
subplot(2,2,1)
plot(t,x(:,1))
grid on;
title('slip angle');
subplot(2,2,2)
plot(t,x(:,3))
grid on;
title('roll rate');
subplot(2,2,3)
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plot(t,x(:,7),t,0.200,'r')
grid on;
title('yaw angle');
5.1.2 CRITICAL/THRESHHOLD VALUES FOR MODEL

SPEED = 47 KMPH

ROLL ANGLE = 0.253 RADIANS

LOAD TRANSFER RATIO = 0.94371.00

YAW RATE = -0.499 RADIANS

LATERAL ACCELARATION = 4.97m/s2

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5.1.3 SIM
MULATION
N

LTR
L
Y
YAW
RATE
L
LATERAL
ACCELERA
A
ATION
R
ROLL
ANGL
LE

MATLA
AB RESULTS FOR ABO
OVE PARAM
METERS SH
HOWN BEL
LOW:

33|P a g e

SLIP ANGL
LE
R
ROLL
RATE
E
Y
YAW
ANGL
LE

MATLA
AB RESULTS FOR ABO
OVE PARAM
METERS SH
HOWN BEL
LOW:

34|P a g e

RIFICATION
N BY COM
MPARING TRUCKSIM
T
M AND MATLAB RES
SULTS
5.2 VER
By impleementing thee same valuees of results on Trucksim
m and comparing the graphical resuults of
roll anglee, normal forrce, lateral acceleration,
a
yaw rate &yyaw angle we
w verified ouur model.
5.2.1 Truucksim Interfface
This is thhe home pag
ge; here we can
c choose vehicle
v
type and the testt we want too carry out on
o the
vehicle.
Vehicle speed
s
can bee changed annd different paths
p
or roadd profile cann be adopted.
After thiis we run math
m
model and then animate
a
for results in animation
a
foorm and if need
graphicall solution thaan get it by plot.
p

35|P a g e

s
vehiicle we can change its certain paraameters for this purposee this
After sellecting the specific
window leads
l
us to desired
d
winddow.

36|P a g e

37|P a g e

38|P a g e

Trucksim
m results for above mentiioned param
meters are bellow:

5.2.2 Trucksim
T
results

L
LATERAL
ACCELER
RATION

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AL FORCES (LOAD TRANSFER

R RATIO ap
pproaches too 1)
NORMA

40|P a g e

ROLL ANGLE
A

41|P a g e

YAW AN
NGLE

42|P a g e

YAW RA
ATE

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5.3 COMPARISON OF MATLABs VALUES & TRUCK SIMs VALUES

PARAMETERS
ROLL ANGLE
LATERAL ACCELERATION
YAW RATE
YAW ANGLE

MATLAB
0.253 rad
4.97m/s2
0.49 rad
0.2007 rad

TRUCK SIM
0.29 rad
4.90m/s2
0.44 rad
0.19 rad

The values of Load transfer ratio is approaching to1 at 2.79 sec in Matlab.
Meanwhile in Trucksim Normal Forces are becoming zero at 2.75sec{i.e. Load transfer ratio is
becoming 1} means wheel lift off is occurring almost at same time in Trucksim as in Matlab.

5.4 REASONS FOR DEVIATION

1.
2.
3.
4.

Cornering stiffness of tires is pre-defined in Trucksim

Additional inputs such as road profile etc. are also pre-defined in Trucksim
There is some differences in model used in Trucksim as compared with our model
There is difference in solver used in Matlab and Trucksim.

44|P a g e

CHAPTER6-2.5 TON HINO TRUCK (MODEL 1984)

6.1Introduction to chapter
As we constructed over Roll Plane model on Matlab and verified it by comparing with Trucksim
values. After this to get an experimental result for values and to see to which extent our work is
applicable in actual environment we carried out this experiment.
We took Hino truck from MT PARK and carried out the Fishhook and J-turn maneuvers in the
ground and by using IMU get values for Roll angle, Lateral Acceleration for desired steer input.
The values we got was for the whole maneuver and due to the ground conditions and old
technology of damping system in truck we get results which were not a 100% match but we
obtained same trend. And our truck was showing some values for the roll angle even when it was
not moving due to the true vibrations and track conditions also resulting deviated values of the
different parameters.
6.2 INERTIAL MEASUREMENT UNIT (IMU)
It is electronic devices which is used to measures and create reports on a vehiclevelocity, roll
angle, yaw rate and lateral acceleration over desired period of time. It works on a combination of
accelerometers and gyroscopes, sometimes also magnetometers.
Its main work principal is during the maneuver detection of changes in pitch, roll, and yaw.

IMU USED IN EXPERIMENT

45|P a g e

STR
RUCTURE of IMU with labeled parts

L
2.5 ton HINO 1984 MDEL
his is the trucck we used for
fo the experiiment and thhe venue wass ASG grounnd
Th
C
College
of E&
&ME.

46|P a g e

6.3 Results comparison of Matlab and IMU

Code of Fish hook maneuver

function f=ltr1(t,x)
global m g T c kx
o=1365000; % auxiliary para meter = cv+ch
p=70920; % auxiliary parameter = ch*lh-cv*lv

h=1.15; % CG height over ground

c=10000; % suspension damping co efficient
lv=1.95; % longitudinal CG position wrt front axle
jxx=24201; % roll momment of inertia at CG
jxeq=43112.75;
jzz=30917; %yaw momment of inertia at CG
m=13500; % vehicle mass
g=9.81; % gravitational accelration
v=20; % initial longitudinal speed
T=1.75; %track width
cv=242000; % front tyre stiffness co efficient
k=407017.8; % auxiliary parameter = (cv*lv^2)+(ch*lh^2)
kx=457000;%
lr=1.54;%
cr=1000000;
f(1)=(-(o*jxeq)*x(1)/(m*jxx*v))+((((p*jxeq)/(jxx*m*v*v))-1)*x(2))((h*c)*x(3)/(jxx*v))+(((h*(m*g*h)kx)*x(4))/(jxx*v))+(delta(t)*cv*jxeq)/(m*jxx*v);
f(2)= (p*x(1)/(jzz))-(k*x(2)/(jzz*v))+(delta(t)*cv*lv)/(m*jzz*v);
f(3)=(-h*o*x(1)/jxx)+(h*p*x(2)/(jxx*v))-(c*x(3)/jxx)+((((m*g*h)kx)*x(4))/jxx)+(delta(t)*h*cv)/jxx;
f(4)=x(3);
f(5)=x(6);
f(6)=((-((cv)+(cr))*x(6))/(m*v))-((v*x(8))-(((cv*lv)(cr*lr))*x(8))/(m*v))+(delta(t)*cv/m);
f(7)=x(8);
f(8)=(-((cv*lv)-(cr*lr))*x(6))/(jzz*v)((lv*lv*cv)+(lr*lr*cr))*x(8)/(jzz*v)+(delta(t)*(lv*cv)/(jzz));
f=f';
end
47|P a g e

function delta=delta(t) % steer input

if 0<=t && t<=4
delta=0;
elseif 4<t && t<=5.4
delta=-0.23*(t-3);
elseif 5.4<t && t<=7
delta=0.08*(t-5.4)+0.2;
else 7<t
delta=0.3;
end
end

48|P a g e

Lateral Acceleration in Fish hook maneuver

Lateral Acceleration
Time (sec)
0

Values in Matlab
(m/s2)
0

Values in IMU
(m/s2)
-1.3

-1.34

-1.39

-1.18

-0.72

-2.39

-2.416

-3.90

1.12

-0.34

1.5

0.50

Result in Matlab

49|P a g e

Resu
ult in IMU
U

Roll an
ngle in Fish
h hook maaneuver
Roll anggle
Time (sec)
0

Values in Matlab
(degree)
0

Values in IM
V
MU
(ddegree)
-1.9

-22.3

2
2.01

1
1.13

-2.3

-44.5

-5.7

-77.2

4.2

0
0.93

4.5

1
1.84

50|P a g e

Result in Matlab

Result in IMU

51|P a g e

Code of J maneuver
function f=ltr1(t,x)
global m g T c kx
o=1365000; % auxiliary para meter = cv+ch
p=70920; % auxiliary parameter = ch*lh-cv*lv
h=1.25; % CG height over ground
c=10000; % suspension damping co efficient
lv=1.95; % longitudinal CG position wrt front axle
jxx=24201; % roll momment of inertia at CG
jxeq=43112.75;
jzz=30917; %yaw momment of inertia at CG
m=14300; % vehicle mass
g=9.81; % gravitational accelration
v=25; % initial longitudinal speed
T=1.75; %track width
cv=242000; % front tyre stiffness co efficient
k=407017.8; % auxiliary parameter = (cv*lv^2)+(ch*lh^2)
kx=457000;%
lr=1.54;%
cr=1000000;
f(1)=(-(o*jxeq)*x(1)/(m*jxx*v))+((((p*jxeq)/(jxx*m*v*v))-1)*x(2))((h*c)*x(3)/(jxx*v))+(((h*(m*g*h)kx)*x(4))/(jxx*v))+(delta(t)*cv*jxeq)/(m*jxx*v);
f(2)= (p*x(1)/(jzz))-(k*x(2)/(jzz*v))+(delta(t)*cv*lv)/(m*jzz*v);
f(3)=(-h*o*x(1)/jxx)+(h*p*x(2)/(jxx*v))-(c*x(3)/jxx)+((((m*g*h)kx)*x(4))/jxx)+(delta(t)*h*cv)/jxx;
f(4)=x(3);
f(5)=x(6);
f(6)=((-((cv)+(cr))*x(6))/(m*v))-((v*x(8))-(((cv*lv)(cr*lr))*x(8))/(m*v))+(delta(t)*cv/m);
f(7)=x(8);
f(8)=(-((cv*lv)-(cr*lr))*x(6))/(jzz*v)((lv*lv*cv)+(lr*lr*cr))*x(8)/(jzz*v)+(delta(t)*(lv*cv)/(jzz));
f=f';
end
function delta=delta(t) % steer input
if 0<=t && t<=4
52|P a g e

delta=0;
elseif 4<t && t<=10
delta=-0.25;
else 10<=t
delta=0
end
end

53|P a g e

Lateral Acceleration in J maneuver

Lateral Acceleration
Time (sec)
0

Values in Matlab
(m/s2)
0

Values in IMU
(m/s2)
-1.5

-1.3

-1.73

-1.28

-0.18

-2.00

-1.44

-3.70

-1.29

-3.20

-1.29

-3.09

Results in Matlab

54|P a g e

Resultts in IMU

Roll an
ngle in J maneuver
m
r
Roll anggle
Time (sec)
0

Values in Matlab
(degree)
0

Values in IM
V
MU
(ddegree)
-33.22

-22.56

-44.35

-22.10

-1.79

-66.53

-3.40

1
1.20

-5.60

-10.21

-2.01

-44.11

55|P a g e

Resultss in Matlab
b

Results in IMU

56|P a g e

CHAPTER7-PARAMETRIC STUDY OF FISHOOK MANUEVER

Parametric study results for different parameters

1. Change in CGZ

CGZ
VALUES
(m)

ROLL
ANGLE
(rad)

LATERAL
LOAD
YAW
ACCELERATION TRANSFER RATE
(m/s^2)
RATIO
(rad)

YAW
ANGLE
(rad)

ROLL
RATE
(rad)

1.2

-0.253

-4.97

0.95

-0.499

0.2007

-0.723

1.3

-0.2833

-4.97

1.05

-0.499

0.2007

-0.796

1.10

-0.2233

-4.97

0.839

-0.499

0.2007

-0.6472

When CGZ is decreased

When CGZ is increased

Roll angle DECREASES

Roll angle INCREASES
LATERAL
ACCELERATION
NO LATERAL ACCELERATION NO
CHANGE
CHANGE
LTRDECREASES
LTRINCREASES
YAW RATENO CHANGE
YAW RATE NO CHANGE
YAW ANGLENO CHANGE
YAW ANGLE NO CHANGE
ROLL RATE
INCREASES
ROLL RATEDECREASES

RESULTS
9 ROLL ANGLE, LTR and ROLL RATE are more sensitive with C.GZ.

57|P a g e

GE IN CG FR
ROM 1.2 TO
O 1.3
CHANG

58|P a g e

CHANG
GE IN CG FR
ROM 1.2 TO
O 1.1

59|P a g e

2. Change in MASS

MASS
(KG)

ROLL
ANGLE
(rad)

LATERAL
LOAD
YAW
ACCELERATION TRANSFER RATE
(m/s^2)
RATIO
(rad)

YAW
ANGLE
(rad)

ROLL
RATE
(rad)

14300

-0.253

-4.97

0.95

-0.499

0.2007

-0.723

25300

-0.483

-5.713

1.023

-0.468

0.17

-1.01

10300

-0.191

-4.58

0.992

-0.54

0.231

-0.5451

When MASS is decreased

Roll angle DECREASES
LATERAL
ACCELERATION
DECREASES
LTRDECREASES
YAW RATEINCREASES
YAW ANGLEINCREASES
ROLL RATEDECREASES

When MASS is increased

Roll angle INCREASES
LATERAL
ACCELERATION
INCREASES
LTRINCREASES
YAW RATEDECREASES
YAW ANGLEDECREASES
ROLL RATEINCREASES

RESULTS
9 All parameters are more sensitive with MASS.

60|P a g e

GE IN MASS
S 14300 TO 25300
CHANG

61|P a g e

GE IN MASS
S 14300 TO 10300
CHANG

62|P a g e

3. Change in VELOCITY

VELOCITY ROLL
(m/s)
ANGLE
(rad)

LATERAL
LOAD
YAW
ACCELERATION TRANSFER RATE
(m/s^2)
RATIO
(rad)

YAW
ANGLE
(rad)

ROLL
RATE
(rad)

47

-0.253

-4.97

0.95

-0.499

0.2007

-0.723

60

-0.2924

-7.448

1.094

-0.5078

0.193

-0.8325

35

-0.2128

-3.079

0.796

-0.489

0.2096

-0.6069

When Velocity is decreased

Roll angle DECREASES
LATERAL
ACCELERATION
DECREASES
LTRDECREASES
YAW RATEDECREASES
YAW ANGLEINCREASES
ROLL RATEDECREASES

When Velocity is increased

Roll angle INCREASES
LATERAL
ACCELERATION
INCREASES
LTRINCREASES
YAW RATE INCREASES
YAW ANGLEDECREASES
ROLL RATEINCREASES

RESULTS
9 ROLL ANGLE, LATERAL ACCELERATION, LTR and ROLL RATE are more
sensitive with VELOCITY.

63|P a g e

CHANG
GE IN VELO
OCITY FROM
M 47 TO 600

64|P a g e

CHANG
GE IN VELO
OCITY FROM
M 47 TO 35

65|P a g e

66|P a g e

4. Change in track width

TRACK
WIDTH
(m)

ROLL
ANGLE
(rad)

LATERAL
LOAD
YAW
ACCELERATION TRANSFER RATE
(m/s^2)
RATIO
(rad)

YAW
ANGLE
(rad)

ROLL
RATE
(rad)

1.75

-0.253

-4.97

0.95

-0.499

0.2007

-0.723

-0.253

-4.97

0.825

-0.499

0.2007

-0.723

1.50

-0.253

-4.97

1.101

-0.499

0.2007

-0.723

When T.W. is decreased

Roll angle NO CHANGE

LATERAL ACCELERATION
CHANGE
LTR INCREASES
YAW RATE NO CHANGE
YAW ANGLE NO CHANGE
ROLL RATE NO CHANGE

RESULTS
LTR is more sensitive with T.W.

67|P a g e

When T.W. is increased

Roll angle NO CHANGE

NO LATERAL ACCELERATION NO
CHANGE
LTR DECREASES
YAW RATE NO CHANGE
YAW ANGLE NO CHANGE
ROLL RATE NO CHANGE

i track widtth FROM 1.775 TO 2

Change in

68|P a g e

i track widtth FROM 1.775 TO 1.50

Change in

69|P a g e

5. Change in steer input

STEER
INPUT
(rad)

ROLL
ANGLE
(rad)

LATERAL
LOAD
YAW
ACCELERATION TRANSFER RATE
(m/s^2)
RATIO
(rad)

YAW
ANGLE
(rad)

ROLL
RATE
(rad)

0.2

-0.253

-4.97

0.95

-0.499

0.2007

-0.723

0.3

-0.3632

-6.638

1.354

-0.6046

0.301

-0.9664

0.1

-0.1212

-2.233

0.452

-0.2023

0.1003

-0.3239

When S.I. is decreased

Roll angle DECREASES
LATERAL
ACCELERATION
DECREASES
LTR DECREASES
YAW RATE DECREASES
YAW ANGLE DECREASES
ROLL RATE DECREASES

When S.I. is increased

Roll angle INCREASES
LATERAL
ACCELERATION
INCREASES
LTR INCREASES
YAW RATE INCREASES
YAW ANGLE INCREASES
ROLL RATE INCREASES

RESULTS
9 ROLL ANGLE, LATERAL ACCELERATION, LTR, YAW ANGLE, YAW RATE and
ROLL RATE are more sensitive with STEER INPUT..

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GE IN STEER
R INPUT FR
ROM 0.2 TO
O 0.3
CHANG

71|P a g e

GE IN STEER
R INPUT FR
ROM 0.2 TO
O 0.1
CHANG

72|P a g e

MATLAB
B RESULTS (GRAPHS)
FOR CR
RITICAL VA
ALUES

73|P a g e

74|P a g e

CHAPTER8-THRSEHOLD VALUES
8.1Threshold values ofHino 84
8.1.1Analysis on Fish hook maneuver
While moving on track like fish hook in which we have to make abrupt change in steer after
giving a small steer input we have following threshold values as per graphs obtained on Matlab
as shown below

75|P a g e

From the graph we have obtained following thresh hold values

Parameters

Roll angle

Threshold
values

-0.2525 rad
=-15.01

Load
Transfer
Ratio
1.00

Lateral
Acceleration

Yaw angle

Roll rate

Yaw rate

-3.38 m/s2

0.28 rad
=15.96

-0.7 rad
=-39

-0.56 rad
=-31.92

These are thresh hold values once achieved our vehicle will no more stableAnd all these values
are achieved on speed of 33 m/s .So we can say that,
THRESH HOLD SPEED FOR HINO 2.5 TON IN FISH HOOK MANEUVER IS 33 Km/h

76|P a g e

8.1.2Analysis on J maneuver (or U turns)

In our testing we have assumed normal U turns or we can say that turns like having shape of J
which could be achieved in input steer of about 0.2 radians=12 almost as most of normal
tracks in Pakistan are..
So by applying these maneuvers on Matlab in our truck particularly HINO 84 model we have
find following thresh hold values achieved in following speed.

77|P a g e

As from the results we can see that up to 4 seconds our vehicle was moving on straight road in
that span all values namely Lateral acceleration, Yaw rate and angle, Roll rate and angle and load
transfer ratio is zero but the moment when we input steer angle of 0.2 radians lateral acceleration
shoots to 5.2m/s2and then settles at 4.16m/s2 and in mean time roll angle and load transfer touches
dangerous limits

Parameters

Roll angle

Threshold
values

0.2446 rad
=14.91

Load
Transfer
Ratio
-0.9786

Lateral
Acceleration

Yaw angle

Roll rate

Yaw rate

4.16 m/s2

0.24 rad
=16.1

0.403 rad
=-23.1

0.31 rad
=-18.2

These are thresh hold values once achieved our vehicle will no more stableAnd all these values
are achieved on speed of 43 m/s .So we can say that,
THRESH HOLD SPEED FOR HINO 2.5 TON IN J MANEUVER IS 43 Km/h
78|P a g e

8.1.3Analysis on SIS maneuver (slowly increasing steer)

In this type of maneuvering we slowly increase our steer input to achieve our maneuver such
type of steer input causes big curvature L turns (90 degrees deviation)
So by applying these maneuvers on Matlab in our truck particularly HINO 84 model we have
find following thresh hold values achieved in following speed.

79|P a g e

As from the results we can see that up to 3 seconds our vehicle was moving on straight road in
that span all values namely Lateral acceleration, Yaw rate and angle, Roll rate and angle and load
transfer ratio is zero but the moment when we input steer angle of 0.275 radians lateral
acceleration shoots from 0 m/s2to 8.47 m/s2 in span of 5 seconds and in mean time roll angle and load
transfer touches dangerous limits which can cause serious damage
Parameters

Roll angle

Threshold
values

0.2514 rad
=15

Load
Transfer
Ratio
-0.9955

Lateral
Acceleration

Yaw angle

Roll rate

Yaw rate

8.47 m/s2

0.9874 rad

-0.607 rad
=-34.6

-0.4868 rad
=--28.4

These are thresh hold values once achieved our vehicle will no more stableAnd all these values
are achieved on speed of 58 m/s .So we can say that,
THRESH HOLD SPEED FOR HINO 2.5 TON IN SIS MANEUVER IS 58 Km/h

80|P a g e

CH
HAPTER9
9-ROLL OVER
O
DET
TECTION
N METHO
ODS/ESTIIMATON
TEC
CHNIQUE
ES

ESTIM
MATION FR
ROM LATE
ERAL ACCE
ELRATION.
ESTIM
MATION VIA
V INTEGE
ERATED ME
EASURED ROLL
R
RAT
TE.
ESTIM
MATION FR
ROM SUSPENSION RE
ELATIVE POSITION
P
S
SENSORS.

9.1ESTIMATION FROM
F
SUS
SPENSION
Many coontrolled su
uspensions are
a equippedd with susppension relattive-positionn sensors, which
w
measure suspension deflections
d
(
(relative
possitions of thee wheels withh respect to the body) att each
corner. During
D
corneering on a smooth
s
roadd, the suspennsion is com
mpressed onn the outsidee and
extendedd on the insid
de of vehiclee. The roll angle can be estimated frrom the folloowing expreession
based on the geometrry of the rolll motion:

Wherezz denotes measured

m
susppension defflection at eaach corner (LF,
(
RF, LR
R and RR) at
a the
wheel loccation with extension
e
beeing positivee, and tW is track width. Even on a perfectly sm
mooth
road, thee estimate fro
om equationn determiness the roll anggle of the boody with resspect to the plane
p
defined by
b the centeers of wheells and does not take thhe axle rolll" due to tirre deflectionn into
account. Thus the estimate
e
neeeds to be coorrected by estimating the axle roll
r
from laateral
accelerattion. In the laatter case, thhe estimated roll angle iss:

Where M is vehicle mass, h the height of center of gravity, and k, is the roll stiffness
s
resuulting
from tiree stiffness. In
n practice, thhe term Mh//k, can be trreated as a constant.
c
Thee estimate of
o roll
rate can then
t
be obtained by diffeerentiating thhe roll anglee.

81|P a g e

Suuspension system during Maneuver

Since thee sensors meeasure only the
t relative motions of body
b
with reespect to thee wheels, annd the
wheel veertical motio
ons are unknnown, this method
m
of estimation
e
crreates probleems when wheel
w
motions are significaant. If a vehicle passes thhrough a ditcch or a bumpp during straaight drivingg than
there are chances of roll
r over butt here the rellative motion of the boddy with respeect to wheelss will
be insignnificant whicch cant be acccurately esttimated.

9.2ESTIMATION FROM
F
LAT
TERAL ACCELRATIO
ON

Lateral Acceleration
A
effect
82|P a g e

The body
b
roll mo
otion with reespect to the road is caussed by the innertial force due to lateraal
accelerattion, Msay, which
w
producces the mom
ment MS*aym
m*hroll, aboutt the roll axis. For signifficant
roll anngle , a com
mponent of grravity force,, Mgsin , allso contributtes to the rolll moment. The
T
symbol M, denotess "sprung" vehicle mass and hroll, is the
t height off the body ceenter of gravvity
above rolll axis. The eqquation of boody roll mottion is:

Here Ixx11 is the mom

ment of ineertia of vehiicle body with
w
respect to the roll axis, croll, is
i the
combinedd roll damping of suspeension and tires,
t
and kroll
he combinedd roll stiffneess of
r , and is th
suspensioon and tires.
The laterral acceleratiion used in equation
e
is thhe measuredd lateral acceeleration, aym
m, which includes
the effectt of the grav
vity component, gsin . Contributingg to the roll moment forr the vehicle. The
gravity component
c
in
ncludes the effect
e
of bannk angle of the
t road in addition
a
to thhe effect of body
roll anglee relative to the road. Thhe roll anglee, . can be found by inttegrating equuation. How
wever,
during most
m handling
g maneuverss the first tw
wo terms are usually smaall and can be neglected. This
yields thee simplified roll angle esstimate as:

9.3Poten
ntial energy method
The apprroach used is
i inspired by
b Dahlberg,, and is baseed on energyy considerations. The crritical
situation before rollo
over is whenn the P.E. reeaches a locaal maximum
m, typically a saddle-poinnt. In
this situaation a smalll perturbatioon can make the vehicle rollover. Thhis is the bassis of Dahlbbergs
measure. Dahlbergss measure is
i the loweest local maaximum poiint of the potential
p
ennergy.
Howeverr, before thiss unstable position
p
is reeached, the vehicle
v
will drive with only two wheels
w
touching the ground, and the otheer two wheeels will be in the air.
During the
t drive on
n two wheels, the vehiccles handlinng characterristics can be assumed to
t be
completeely different compared too driving witth all wheelss on the grouund. The drivver will probbably
lose conttrol of the vehicle.
v
Therrefore, in thiis work the critical situation will be when twoo tires
lift off thhe ground. Iff wheel lift-ooff can be preevented, then rollover iss also prevennted.
It is assum
med that thee load transfeer at the fronnt axle and reear axle is uniformly disstributed.
m
on one axel either it is rear or frontal bothh ends will faace same am
mount of preessure
Which mean
due to weight
w
acting
g on it .Wheen one side of
o wheels arre lift off juust a momennt before preessure
acting onn axel on th
he side oppoosite to whicch wheel is lifted off wiill experiencce zero forcee. By
consideriing force diffference betw
ween two ennds of axils we
w can have better and accurate
a
deteection
of vehicle rollover.

83|P a g e

If we place pressure sensors on right and left side of axel and by setting in such a way that up to
a limit if difference between right and left side decreases from certain limit sensor give us input
which can be conveyed to driver we can detect rollover and according to requirement driver can
take counter measures.
9.4 TIME TO ROLLOVER
Dis advantage of the existing algorithm is that they use information to determine the rollover
threat at current time. which gives driver no time to react. A method which assess rollover threat
into the future, could give us a better perspective.For this purpose time to rollover is used which
is basically the early prediction of rollover.
by early prediction driver has enough time to react. the minimum time required for human to
take reaction is approximately 0.75 seconds. but in normal cases time to rollover is kept 3
seconds.
To achieve early prediction a roll model is integrated with initial conditions and time t is
incremented and starts from T=T+3. So the model keep on calculating the future values and
rollover is predicted 3 seconds earlier.

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CHAPTER10-SENSOR PROPOSED

10.1BACKGROUND
As a matter of fact these techniques can be used for estimation. But the problem we face is that
none of the technique can fully satisfy all rollover scenarios alone. Some are good at turns and
some are good during bumps.
But for sensor we need something which can give us a best result in all scenarios so we took roll
angle and the lateral acceleration as our main parameters for the sensor design.by study we come
to know that various designs for the sensors purposed uses various parameters ,normally
combination of two or more parameters are used. Such as
Roll rate and lateral acceleration.
Yaw rate and lateral acceleration
Yaw rate and roll angle
Roll angle and lateral acceleration
Among all the above combinations roll angle and lateral acceleration combination is most
significant and is mostly used.

Below is the flowchart for the sensor design.

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START

T=0sec

INPUTS,&ay

Lateral
AccelerationFilter

RollangleFilter

If>c

YES

YES

Ifay>ayc

PROCESS
NO

NO

ALARM

T=T+1

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10.2 LAB
BVIEW DE
ESIGN
We impleemented ourr sensor desiign on the Laabview desiggn. We usedd lateral acceeleration andd roll
rate as thhe inputs for the sensor.

Block Diaagram of Labbview

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Frront Panel

Operational Window (N
NO THREH
HOLD IS AC
CHIVED)

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Outtput window
w

Operational Win
ndow(THRE
ESHOLD FO
OR LATERA
AL ACCELE
ERATION IS ACHIVED
D)

Operationa
al Window (THRESHO
(
OLD FOR ROLL
R
ANG
GLE IS ACH
HIVED)
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10.3 COUNTER MEASURES

There are certain measures we can take to avoid the rollover.
Some of them are listed below:
9 Counter Steering
9 By Applying Brakes
9 By Reducing Speed at turns

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CONCLUSION

We proposed the design of the sensor and made its interface on the Labview. We design the
sensor on the basis of results from the Matlab coupled model values, Trucksim Results and IMU
results. There are a lot of sensors are available in the market according to requirements of the
user like DELPHI sensors are available but at the movement they are too expensive and if we do
some more work on this model there are great possibilities that we can Manufacture it locally
and cheaply. This will be helpful in reducing the numbers of rollover incidents and in turn the
precious lives will be saved.
If we see worldwide there are countries which are taking steps to avoid rollover crashes and they
are making laws for that like in U.S.A. NHTSA proposes federal rule requiring electronic
stability control systems on large commercial trucks and buses.
So its time that we also start moving in those directions. And it will help us in reducing no of
crashes and in turn lives, luggage and vehicles will be saved.

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REFRENCES

http://www.artc.org.tw/english/02_research/02_01detail.aspx?pdid=41
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http://www.nhtsa.gov/CIREN
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www.offroadadventures.com/articles/view/id/385

http://www.answers.com/topic/angle-of-yaw#ixzz1uXKYgZqH
ResearchonHeavyTruckRolloverPreventionBasedonLMIRobustController
CollegeofMechanicalandElectronicEngineering
HebeiUniversityofEngineering,Handan,China

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