By Johannes Edelmann, Manfred Plöchl, Peter E. Pfeffer
The AVEC symposium is a number one foreign convention within the fields of auto dynamics and complicated car keep an eye on, bringing jointly scientists and engineers from academia and automobile undefined. the 1st symposium used to be held in 1992 in Yokohama, Japan. considering the fact that then, biennial AVEC symposia were verified across the world and feature significantly contributed to the growth of know-how in car examine and improvement. In 2016 the thirteenth foreign Symposium on complex motor vehicle regulate (AVEC’16) used to be held in Munich, Germany, from thirteenth to sixteenth of September 2016. The symposium was once hosted through the Munich collage of technologies.
AVEC’16 places a unique concentrate on computerized using, self sufficient riding features and driving force support structures, built-in keep an eye on of interacting keep watch over platforms, managed suspension platforms, lively wheel torque distribution, and automobile country and parameter estimation.
132 papers have been provided on the symposium and are released in those lawsuits as complete paper contributions. The papers evaluate the newest examine advancements and useful purposes in hugely proper parts of car regulate, and should function a reference for researchers and engineers.
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Extra info for Advanced Vehicle Control Proceedings of the 13th International Symposium on Advanced Vehicle Control, September 13-16, 2016, Munich, Germany
There are however physical lower limits on how large curvature that could be achieved compared with steering. This means that tyres will be saturated for smaller curvatures than for steering. A consequence is a strong dependence of vehicle parameters such as friction coefficient, which will limit the curvature and hence how fast curves can be entered. Compared with steering, differential braking could not provide as large lateral acceleration for lower speed. The scrub radius will influence the obtained curvature significantly for lower speeds, and hence the wheel suspension must be considered during the design of the vehicle.
However, very few studies exist which analyze the individual wheel torque control integrated with vehicle efficiency considerations. This paper focuses on this aspect and discusses the possibilities and benefits of integrated, energy efficient torque vectoring control. Experiments with a four-wheel-drive electric vehicle show that considerable energy savings can be achieved by considering drivetrain and tire power losses through energy efficient torque vectoring control. 1 INTRODUCTION Typically, by generating different traction/braking forces on the left and right hand sides of a vehicle, a torque-vectoring (TV) controller induces a yaw moment that directly influences the vehicle handling qualities.
This behavior can primarily be ascribed to the relatively low drive torque required during the NEDC compared to the motor torque available on the case study EV, so that τd,L/R < τd,SW is often true and the SA mode is close to being the most efficient torque distribution. This observation is confirmed by the greater energy savings achieved relative to the ED mode, and by the reversed trend for the EUDC with 8% slope, which requires a greater drive torque. In other words, 20 Figure 9. a) The experimentally measured understeer characteristics with different reference yaw moment settings.