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SAE TECHNICAL
PAPER SERIES 950303

A Study on the Effects of the

Active Yaw Moment Control

Yoshihiro lkushima and Kaoru Sawase

Mitsubishi Motors Corp.

Reprinted from: New Developments in Vehicle

Dynamics, Simulation, and Suspension Systems
(SP-1074)

International Congress and Exposition

Detroit, Michigan
February 27 - March 2, 1995
400 Commonwealth Drive, Warrendale, PA 15096-0001 U.S.A. Tel: (412)776-4841 Fax:(412)776-5760
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ISSN 0148-7191
Copyright 1995 Society of Automotive Engineers, Inc.
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A Study on the Effects of the
Active Yaw Moment Control
ABSTRACT
This paper presents a new torque distribution
system-"Right/Left Torque Control System", aimed
at improving a vehicle's cornering properties by
using yaw moment control. The torque transfer
mechanisms of this system have been analyzed.
Also, a yaw moment control algorithm using yaw rate
feedback control has been designed. Next, vehicle
cornering properties were evaluated using numerical
simulation developed from data taken from an actual
vehicle. As a result, improvements were achieved in
the maneuverability and stability of a vehicle during
cornering.
INTRODUCTION
Recently, new technologies to improve vehicle
dynamics using high speed electronics have been
developed. Among such new technologies,
especially concerning drive trains, a mechanism and
its control system is proposed that appropriately
divides the driving torque to each wheel. This
mechanism is intended to improve the dynamic
handling performance of avehicle by optimizing the
proportioning of the slip ratio as well as of the side
slip angle among its four wheels. This enables
utilization of the traction force at each wheel in a
balanced and efficient way. Typical of such systems
already on the market are the electronically
controlled torque split 4WD system that varies the
torque on the front axle and that on the rear axle [1].
An electronic controlled Limited Slip Differential
system(LSD), designed to control the torque on
each of the right and left wheels, is also on the
1
950303
Yoshihiro lkushima and Kaoru Sawase
Mitsubishi Motors Corp.
market [2].
The first step in this research is to develop a new
system to enable control of the driving/braking
forces of the right and left wheels, individually. This
system, which controls the yaw moment around the
center of gravity, is intended to achieve a dramatic
improvement in the dynamic performance of a
vehicle during cornering [3] [4].
In this paper, we first demonstrate that an
improvement can be achieved in cornering
performance by duly controlling the yaw moment of a
vehicle by regulating the difference in torque
between its right and left wheels. Then, a brief
description is given of a number of mechanisms that
have been proposed to date for the purpose of
controlling a vehicle's yaw moment by distributing
torque to the right and left wheels in an appropriate
manner. A summary assessment of the respective
performance of these mechanisms is given.
Furthermore, a new differential mechanism capable
of providing improved performance with yaw
moment control is presented.
IMPROVEMENT OF CORNERING PERFORMANCE
BYYAW MOMENT CONTROL
In reference to Fig.1-(a), the controllable yaw
moment of avehicle is expressed by equation (1 ):
where ΔT indicates the difference in torque
between the right and left wheels.
Fig. 1 -(b) shows a two-wheel model cornering
with a radius(R). This model has two degrees of
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freedom: the displacement of the center of gravity in
the lateral direction and the variance of the yaw
angle. In setting up the model, it was assumed that:
1 The vehicle speed is constant in the forward
direction.
2 The tire characteristics are linear.
3 The driving and braking forces on the
vehicle are at steady state conditions.
steering angle(δf) can be expressed in terms of
the cornering radius(R) and the side slip angles of
the front and rear wheels (ßf,ßr) as follows:
By introducing the stability factor(K), often used to
express the steering characteristics of avehicle, into
equation (2) and (3), and rearranging equation (4),
we have:

The steering angle ratio(&#x003B4/δfo), an index with

which to evaluate the cornering characteristic of a
vehicle, can be expressed as follows:

where δfo is the required geometrical steering

angle of a front wheel when turning a given corner
at an extremely low speed.
Fig. 2 is the graphical representation of equation
(6) showing the relationship between the square of
vehicle speed and the steering angle ratio. In this
figure it can be seen that the steering characteristic
of the yaw moment controlled vehicle, expressed in
terms of its stability factor(K), can be modified by
controlling the yaw moment generated while turning
acorner under steady conditions.

It is further assumed that the yaw moment(M)

arising from the difference in torque between the
right and left wheels can be controlled. The
equilibrium of forces acting on the center of gravity
of the vehicle and the moments around it can be
represented by the following two equations:

When the vehicle is turning a corner at speed(V)

under steady state conditions, the front wheel

2
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RIGHT/LEFT TORQUE CONTROL MECHANISM
TORQUE DISTRIBUTION MECHANISMS - Fig.3
gives three typical mechanisms and the respective
schematic diagrams and characteristics. These have
been proposed to actively control the distribution of
torque to the right and left wheels of a vehicle. A
common feature among these is that the torque to
one wheel and that to the other are actively
controlled by regulating either the driving force or
braking force.
It can be seen that each torque distribution
mechanism has performance limitations in controlling
yaw moment, and that a relatively large energy loss is
incurred while in operation. Thus, it is desirable for a
new type of mechanism that improves performance
3
with minimal energy loss.
RIGHT/LEFT TORQUE CONTROL MECHANISM
- Fig. 4 shows the new mechanism which provides
improved performance over the older systems by
imparting different torques to the right and left
wheels. It consists of a conventional differential
gearing and a torque transmission mechanism
comprised of a continuously variable trans
mission(CVT) and a torque transfer shaft. The CVT
element A is directly connected with the right wheel
axle, and the CVT element B is connected to the left
wheel axle, by means of the shaft and gearing
system( gear ratio =1:1 ). The compressive force on
the CVT element A and on the CVT element B can
be controlled individually by means of a hydraulic
system.
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When yaw moment control is not required, the
mechanism is in a state as shown in Fig.5(a). As the
same compressive force is applied onto CVT
elements A and B, with the right and left wheels
rotating freely and the CVT belt not slipping, the
input torque(Tin) is distributed to the right and left
wheels equally. The CVT is working at a velocity
ratio(ρ) as determined by the difference in rotating
speed between the right and left wheels as the
vehicle is cornering.
When a clockwise yaw moment is required, the
mechanism will change states to that shown in
Fig.5(b). As the compressive force on CVT element
A is increased, a force is generated to raise the gear
velocity ratio(ρ), raising the torsion in the torque
4
transfer shaft. Torque is then transferred from the
right wheel axle to the left wheel axle. For the
torque( ΔT) transferred through the CVT to the left
wheel axle, the resultant torque on the right wheel
axle(TR) becomes:
On the other hand, for the torque(ΔT) imparted to
the left wheel axle, the resultant torque on the left
wheel axle (TL) becomes:
Thus the torque on the left axle becomes larger than
on the right axle, thereby generating a clockwise yaw
moment on the vehicle.
When the condition is reversed and a counter
clockwise yaw moment is required, the mechanism
will change state to that shown in Fig.5(c). As the
compressive force is increased on CVT element B, a
force is generated to reduce the gear velocity
ratio(ρ), giving rise to atorsion in the torque transfer
shaft. Torque is then transferred from the left wheel
axle to the right wheel axle. For the torque(ΔT)
transferred through the CVT to the right axle, the
resulting torque on the right axle(TR) becomes.
On the other hand, for the torque(ΔT) absorbed
from the left axle, the resulting torque on left axle
(TL) becomes:
Thus the torque on the right axle becomes larger
than on the left axle, thereby, generating a counter
clockwise yaw moment on the vehicle.
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This new mechanism will be capable of
controlling the yaw moment on a vehicle by
controlling the difference in torque between right
and left wheels as required, with a minimum of
energy loss.
NUMERICAL SIMULATION
SIMULATION MODEL - Fig.6-(a) shows the
simulation model used in this study. The block
diagram of the control system is shown in Fig. 6-(b).
The model represents a 4WD vehicle that has six
degrees of freedom (vertical, longitudinal, lateral
displacements and pitching, rolling, yawing motions)
at the center of gravity and the right/left torque
control mechanism incorporated into the rear
differential.
To control yaw moment, the system makes use
of yaw rate feed back. This will be explained in terms
of the 1 Reference yaw rate and 2 Yaw rate feed
back controller.
1 Reference yaw rate - The control system
calculates a reference yaw rate according to the
5
following formula by using such sensor information
as the vehicle speed and steering angle:
2 Yaw rate feed back controller - This controller
compares the vehicle's actual yaw rate with the
reference yaw rate. Then, by applying a proportional
and integral control(PI-control) to the difference in
these rates, the magnitude(M*) of the yaw moment
to be controlled by the torque transfer mechanism is
determined. The controller also determines the
direction(CW/CCW) to which the yaw moment
should be applied depending on whether the
difference between the actual yaw rate and the
reference yaw rate is positive or negative.
SIMULATION RESULTS & DISCUSSION
(1) CORNERING PERFORMANCE DURING
SLOW ACCELERATION - To observe steering
characteristics, asimulation study was conducted by
simulating a situation in which the vehicle's front
wheels were given a steer angle so that vehicle
traced a circle with a radius of 5OmR while keeping a
longitudinal acceleration of 0.1(m/s2). Variations with
time in steering ratio, side slip angle at the center of
gravity, and yaw rate, with yaw moment control and
without yaw moment control, were determined, and
the results compared.
It can be seen in Fig. 7 that, as the lateral
acceleration exceeds approximately 5.5(m/s2), a
point from where the steering characteristic
becomes noticeably nonlinear, an additional yaw
moment due to the torque transferred by the
mechanism starts to acton the vehicle in a direction
that assists its turning motion. Consequently, the
vehicle with yaw moment control exhibits less
pronounced nonlinear steering characteristics in the
high lateral acceleration range, behaving to a certain
extent as if it were running with low lateral
acceleration. Furthermore, with yaw moment control,
the vehicle's critical lateral acceleration while turning
showed an increase of about 0.5(m/s2). This can be
explained as follows: With yaw moment control the
vehicle acquires a larger slip angle at its center of
gravity proportional to the additional yaw moment
induced by such control, and consequently a larger
slip angle at the rear wheels. This results in an
increase in the lateral force at the rear wheels and a
decrease in lateral force for the front wheels. Thus
proper balance is achieved between the lateral force
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(2) CORNERING PERFORMANCE
ACCELERATING - Simulation studies
conducted by simulating a situation in which the
vehicle's steering angle was fixed so that it drove in a
circle with a radius of 30mR with constant velocity. It
was then suddenly accelerated to observe the
change in yaw rate upon such acceleration.
Fig. 8 shows typical results indicating the vehicle
WHILE trajectory, variations in longitudinal acceleration,
were lateral acceleration, yaw moment, and yaw rate. This
was observed during the first five seconds after the
vehicle, turning the circle in steady state under a
lateral acceleration of 4.0(m/sz), was subjected to a
longitudinal acceleration of 2.5(m/s2). Yaw momenl
control was seen to be effective in suppressing the
under steer characteristics of the vehicle.
6
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In order to assess the maneuverability of the

vehicle, variations in its speed and yaw rate over the
first second after it was accelerated were determined
with the lateral acceleration kept constant at its initial
value. These results are shown in Fig. 9,
In the case of the vehicle with no yaw moment
control subjected to a relatively small initial lateral
acceleration, the yaw rate is seen to linearly increase
with speed along the base circle. With an increase in
lateral acceleration, however, the yaw rate of the
accelerated vehicle decreases, resulting in poor
maneuverability. The vehicle equipped with yaw
moment control, however, is capable of suppressing
the under steer characteristic it would otherwise
exhibit when accelerated, even when it is subjected
to a high lateral acceleration, as its yaw rate
undergoes no substantial decrease upon
acceleration.

(3) CORNERING PERFORMANCE WHILE after it was subjected to a deceleration.

DECELERATING - Simulation studies
conducted by simulating a situation in which the
vehicle turning around a circle having a radius of
5OmR under steady conditions. It was then
suddenly decelerated with its steer angle fixed to
observe the change in its yaw rate. Variations in
trajectory, longitudinal acceleration, lateral
acceleration, yaw moment and yaw rate were
determined for the vehicle over the first five seconds
were Fig. 10 shows typical results as obtained when
the vehicle turning the circle under a lateral
acceleration of 6.5(m/s2) was given a longitudinal
acceleration of -2.5(m/s2). It can be seen that the
yaw moment control is quite effective in suppressing
the tuck-in characteristic of the vehicle by inducing
an additional yaw moment in the counter-clockwise
direction after the vehicle is decelerated.

7
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Similar to the studies to evaluate vehicle

performance upon acceleration while cornering,
variations in speed and yaw rate were determined
for the vehicle over the first second after it was
decelerated. This was done by keeping the lateral
acceleration constant at its initial value. These results
are shown in Fig.11.
When the vehicle traveling around the circle at a
constant speed under a relatively small lateral
acceleration is decelerated with no yaw moment
control, its yaw rate increases linearly with speed. As
the lateral acceleration increases, however, so does
the yaw rate upon deceleration, resulting in reduced
stability. With yaw moment control, on the other
hand, the yaw rate shows no noticeable increase
even when the lateral acceleration is at a
substantially high level, making it possible for the
vehicle to reduce the tuck-in tendency it would
otherwise exhibit upon being decelerated.

(4) LANE CHANGE PERFORMANCE - Effect of
yaw moment control on the maneuverability/stability
of the vehicle was evaluated by observing how the
yaw rate responded to the steering action taken by
the driver while changing lanes. Fig. 12(a) shows the
course followed by the vehicle in changing lanes
during a simulation researches.
Fig. 12(b) was worked out to observe the
relationship between the vehicle's front steer angle
and its yaw rate. In addition, variations with time were
determined for the steer angle as well as a number of
other physical quantities representing the running
state of the vehicle.

8
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The results are shown in Fig. 12(b). It can be REFERENCES

seen that with no yaw moment control the vehicle's
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however, the vehicle's maneuverability was System for Improving Cornering Performance,"
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moment acting in the direction countering such time Unit(EMCD)," SAE Paper No.931023, 1993.
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(1)From the results of the analysis conducted AVEC92, 1992.
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regulated by controlling the yaw moment.
(2)A brief description was given of the
characteristics of the differential torque distribution
mechanics that have been proposed to date along
with an analysis of their limitations. A new torque
difference control mechanism incorporating a
number of improvements was then presented that is
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controlling vehicle yaw moment by controlling the
difference in torque between right and left wheel.
(3)From the results of a series of simulation
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System", it was found that by applying the proposed
yaw moment control using a yaw rate feedback
system, a radical improvement in a vehicle's
cornering performance, including a higher critical
value for lateral acceleration and better steering
characteristics as well as improved
maneuverability/stability while cornering, can be
achieved.