Professional Documents
Culture Documents
Control of AWD System For Vehicle Performance and
Control of AWD System For Vehicle Performance and
Abstract. AWD (All-Wheel Drive) system transfers drive force to all wheels so that it can help vehicle escape low
mu surface or climb hill more conveniently. Recently, AWD system for on road vehicle has become popular to
improve vehicle driving performance. However, there has not been enough research of applying AWD system for
vehicle stability especially for lateral movement. Compared with ESC (Electronic Stability Control), AWD system
does not cause any inconveniences to the driver because it controls vehicle only by distributing front and rear drive
torque, without using brake. By allowing slipping/locking of wet clutch inside the transfer case, AWD system can
distribute different amount of torque between front and rear axle. This paper introduces modelling of AWD system
and suggests the control of AWD system based on peak slip ratio and slip angle at which tyre saturates. Carsim based
vehicle simulation results of AWD controller is presented.
© The Authors, published by EDP Sciences. This is an open access article distributed under the terms of the Creative Commons Attribution
License 4.0 (http://creativecommons.org/licenses/by/4.0/).
MATEC Web of Conferences 56, 06004 (2016 ) DOI: 10.1051/ matecconf/2016560 6004
ICCAE 2016
2
MATEC Web of Conferences 56, 06004 (2016 ) DOI: 10.1051/ matecconf/2016560 6004
ICCAE 2016
3 Controller design
air density, Cd is the drag coefficient, vy is the lateral
velocity, rٻis the yaw rate and θ is hill angle. ax
1
m
Fxf cos f Fyf sin f Fxr
Lateral dynamics is: ( ٻ26)
1
air Cd Avx2 mg sin
v y
m
1
Fxf sin f Fyf cos f Fyr vx r ( ٻ19) 2
Where Fyrٻis the rear lateral axle force.
Yaw dynamics is:
ay
1
m
Fxf sin f Fyf cos f Fyr ٻ (27)
The above states and measurements are expressed as
r
1
Iz
l f Fxf sin f Fyf cos f lr Fyr ( ٻ20)
nonlinear function f x t , u t and h x t , u t as
Where Iz is the vehicle yaw moment of inertia, lf is follows:
the distance from the center of mass to the front axle and x t f x t , u t w t ٻ (28)
lr is the distance from the center of mass to the rear axle.
Another dynamics which force terms are related is y t h x t , u t v t ٻ (29)
wheel dynamics which is expressed as follows: Estimated states are usually denoted as ˆ . Then, the
Td Tb Re Fx,i Re Fr ٻ
1 algorithms of discrete time extended kalman filter can be
(21)
Iw expressed as follows [10]:
tk
Where ω is the wheel angular velocity, Iw is the xˆ k xˆ k 1 f x ! , u ! d! ٻ (30)
wheel inertia, Td is the wheel drive torque, Tb is the wheel tk 1
brake torque. In this paper, Td is assumed to be known Pk Pk 1
and does not consider braking situation. Re is the wheel
ٻ
F ! P ! P ! F
tk (31)
effective radius, Fr is the tire rolling resistance. Fx,i is the T
! LLT d!
each tire longitudinal force whose subscript i includes fl tk 1
(front left), fr (front right), rl (rear left), rr (rear right) 1
K k Pk HTk Hk Pk HTk R k ٻ (32)
which is written throughout the paper.
xˆ k xˆ k K k y k h xˆ k , u t ٻ (33)
Pk I K k Hk Pk ٻ (34)
3
MATEC Web of Conferences 56, 06004 (2016 ) DOI: 10.1051/ matecconf/2016560 6004
ICCAE 2016
Where F and H are the linearization of equation (29) on various driving simulation. Vehicle driveline is based
and (30) around xˆ k at each time step. P is the error on front ship rear wheel drive (FR) type.
covariance and L is the sensor noise disturbance matrix.
Wheel slip ratio and side slip angle are obtained from
the estimated states. Longitudinal slip ratio at each wheel
in acceleration is given by:
R vˆ
"i e i x ٻ (35)
Re i
Also side slip angle of front axle and rear axle which
will be used in the AWD logic development are:
lf r
f # f ٻ (36)
vˆx Figure 3. Transfer case simulink model coupled with carsim.
lr
r # r ٻ (37)
vˆx 4.1 Accelerating in split mu situation
Where β is side slip angle which is defined as vy / vx.
For the validation of longitudinal driving
performance of AWD system, straight line with split mu
3.2 AWD driving logic development simulation was conducted. Left wheel is driven on the
low mu with friction coefficient of 0.2 and right wheel is
Certainly, AWD driving condition can be decided driven on the high mu with friction coefficient of 0.85.
based on saturation point of tyre longitudinal and While driving split mu with 30km/h, rapid full
cornering stiffness. AWD system has a tendency to acceleration was conducted between 8-14 seconds to
stabilize the vehicle both of longitudinal and lateral simulate the situation of high slip ratio. Based on the slip
movements. There many approaches to develop vehicle calculation logic and trigger condition which was
control logic based on tyre stiffness. However, there has mentioned in section 3.2 and 3.3, AWD system was
not been saturation point detection logic considering activated. To exclude the influence of gear shifting, only
vehicle weight shifting and slip simultaneously. To solve 1st and 2nd gear shifting was allowed.
this problem tyre lateral force function of two variables
about vertical force and slip angle is presented here.
Longitudinal velocity [m/s]
Fy C y ,1
1 z
C y ,2
2 ٻ (39) 10 10
Fz ,n
5 5
wrl(rwd) Tr
calculated by differentiating equation (39) and (40).
Slip ratio
1000
0.5
C 500
"sat x,1 ٻ (40)
2Cx,2 0
0
0 5 10 15 20 0 5 10 15 20
C y ,1 Time [s] Time [s]
sat ٻ (c) (d)
$Fz (41)
2C y ,2
1 Figure 4. Simulation results of accelerating in split mu situation .
F
z ,n
(a) Comparison of longitudinal velocity between real
Above saturation point is used in this paper to value and estimated value (b) Comparison of longitudinal
determine the engagement of wet clutch. velocity between awd and rwd (c) Comparison of slip
ratio between awd and rwd (d) front and rear shaft torque
4 Simulation response in awd
To validadte the AWD system driving simulation by Figure 4(a) shows the results of estimated awd
impementing developed transfer case plant model, carsim longitudinal velocity. Although there appeared
software was used. As shown in figure 2, simulink based discrepancy between real value and estimated value, it
transfer case model was coupled in carsim. Except for can be used for slip ratio calculation. And figure 4(b)
transfer case part carsim internal model was used. shows the results of longitudinal velocity between awd
Simulation coupled with commercial sofware not only and rwd. Certainly, awd showed a better performance to
can verify the versatility of developed model but also escape the split mu road. Slip ratio reduction in awd
help to easiliy grasp of change of vehicle state depending compared to rwd can be verified in figure 4(c). Figure 4(d)
shows the torque response of awd by the control logic.
4
MATEC Web of Conferences 56, 06004 (2016 ) DOI: 10.1051/ matecconf/2016560 6004
ICCAE 2016
4.2 Accelerating in steady state cornering this paper. Thus it should be furthur studied for practical
situation application. Also, real time tyre stiffness and mu
estimation based logic will improve the awd control logic
for various driving scenario.
For the validation of lateral stability of AWD
system, 500 feet radius circle lane simulation was
conducted. While driving high mu of friction coefficient Acknowledgement
with 90km/h, rapid full acceleration was conducted
between 15-25 seconds to simulate the situation of over- This work was supported by the National Research
steering. Then, AWD system was activated based on Foundation of Korea(NRF) grant funded by the Korea
same process which was mentioned in section 4.1. government(MSIP) (No. 2010-0028680).
Maximum transmission gear was set to 5th.
This research was supported by the MSIP(Ministry of
0.1 2 Science, ICT and Future Planning), Korea, under the C-
0
ITRC(Convergence Information Technology Research
Yaw rate [rad/s]
Side slip angle
1
-0.1
-0.2 0
Center) (IITP-2015-H8601-15-1005) supervised by the
-0.3 IITP(Institute for Information & communications
-1
-0.4 beta(awd) r(awd) Technology Promotion)
beta(rwd) r(rwd)
-0.5 -2
0 10 20 30 0 10 20 30
Time [s] Time [s]
(a) (b)
References
Side slip angle difference [rad]
0.2 1000
Tf
800
0.1 Tr
1. Agusmian Partogi Ompusunggu, Paul Sas, Hendrik Van
Torque [Nm]
600
0
400
Brussel, “Modeling and simulation of the engagement
-0.1 200 dynamics of a wet clutch system subjected to
af-ar(awd)
af-ar(rwd) 0 degradation: An application to condition monitoring
-0.2
0 10 20 30 0 10 20 30 and prognostics”, Mechatronics (2013)
Time [s] Time [s]
(c) (d) 2. Vincent Lampaert, Farid Al-Bender, Jan Swevers, “A
Figure 5. Simulation results of accelerating in steady state Generalized Maxwell-Slip Friction Model appropriate for
cornering. (a) Comparison of side slip angle between awd Control Purposes”, IEEE Physics and Control
and rwd (b) Comparison of yaw rate between awd and Proceedings. International Conference (2003)
rwd (c) Comparison of front and rear slip difference 3. Jiwon J. Oh, Seibum B. Choi, Jinsung Kim, “Driveline
between awd and rwd (d) front and rear shaft torque modeling and estimation of individual clutch torque during
response in awd gear shifts for dual clutch transmission”, Mechatronics
(2014)
Figure 5(a) and 5(b) shows the results of side slip angle 4. Hiromu HASHIMOTO, Sanae WADA and Yoshiaki
and yaw rate, which are principal indices of lateral MURAYAMA, “An Influence of Centrifugal Force on the
stability, between awd and rwd. Certainly, rwd showed Performance of Thermo-hydrodynamic Turbulent Thrust
high side slip angle and yaw rate when tyre saturates. Bearings”, Bulletin of JSME, 27, No. 228 (1984)
Figure 5(c) shows the results of front and rear axle side 5. Yiqing Yuan, Eysion A. Liu, James Hill, Qian Zou, “An
slip angle difference. Actually, awd showed slight side Improved Hydrodynamic Model for Open Wet
slip angle difference, which means vehicle moves similar Transmission Clutches”, ASME Journal of Fluids
to neutral steer. However, rwd showed an over-steering Engineering (2007)
response when tyre force saturates. Figure 5(d) shows the 6. Youhei Takagi, Yasunori Okano, Masatoshi Miyayaga
torque response of awd by the control logic. It is and Nobuyuki Katayama, “Numerical and Physical
noteworthy that small amount of torque distribution Experiments on Drag Torque in a Wet Clutch”, Japanese
prevented over-steering response. Society of Tribologists, pp. 242-248 (2012)
7. Laura R. Ray, “Nonlinear state and tire force estimation
for advanced vehicle control”, IEEE TRANSACTIONS
5 Conclusion ON CONTROL SYSTEMS TECHNOLOGY, 3, NO.1
(1995)
AWD control logic development for vehicle stability 8. Mooryong Choi, Jiwon J. Oh and Seibum Choi,
was conducted in this paper. For controller validation, "Linearized Recursive Least Square Methods for Real-
transfer case modeling method was introduced and time Identification of Tire-Road Friction Coefficient",
reliable simulation environment was built first, by IEEE TRANSACTIONS ON VEHICULAR
implementing simulink transfer case as an external model TECHNOLOGY, 8, (2013)
in carsim software. Noticable reuslt of simulation is that
upper level controller based on tyre force function of
wheel slip ratio and slip angle helped tyre not to fall into
saturation region, without intervention of ESC system. In
addition, small amount of torque transfer in subdrive
shaft stabilize the vehicle lateral movement efficiently.
However, explanation of some principal vehicle states
estimator is omitted by assuming they are measurable in