Automotive control systems

Today, there exists a number of standards designed to assist packaging engineers with implementing suitable laboratory testing regimes for road transport. However, these standards generally focus on translational vibrations and do not include other motions that may affect survival rates during transport (e.g. pitch and roll). The standards also do not account for the significant variations in vibration (root mean square) levels that are clearly evident during transport. Further, the analysis and interpretation of vibration frequency spectra typically ignore the possible presence of harmonics or shocks. Most standards also advocate some form of time-compression to reduce testing duration by artificially amplifying the simulated vibrations. Each of these individual approaches combine to render the simulated vibrations currently in use unrepresentative of what occurs during transport, thereby making it difficult to optimise packaging systems. This article focuses on road transport shocks and vibrations and highlights the shortcomings of proposing and making changes to test methods based on limited data obtained from specific transport scenarios. It argues that only once all the evidence, taking into account a broader set of scenarios from multiple studies, has been collected and the correct scientific analysis applied, should changes to test protocols be proposed and implemented. The paper includes specific recommendations for further evidence collection and analysis for each of the main issues associated with road transport vibrations namely: spectral shape; rms levels and test duration; non-vibratory events such as shocks and multi-axis vibrations.

Developing ECUs (Electronic Control Units) has been integral to advancing embedded systems in the aerospace and automotive industries[8]. Over the past decade, the industry has made significant efforts to improve the efficiency and accuracy of ECU validation using simulation technologies such as Model-in-the-Loop (MIL) and Software-in-the-Loop (SIL). These techniques enable early validation of ECU software and control algorithms, ensuring that embedded systems meet functional and performance requirements before integration with hardware. This paper examines the evolution of ECU validation techniques, mainly focusing on how simulation-based testing has evolved over the last decade and how some of these methodologies can be effectively applied to In-Flight Entertainment (IFE) systems. IFE providers can use simulation tools to test communication protocols and system integration to reduce validation time, increase software quality, and ensure seamless interaction between ECUs and cabin management systems. The paper also discusses how ecu simulators can be effectively used in the design and integration phase by suggesting an approach and talking about theoretical results it can achieve.

The Sport Utility Vehicle (SUV) has become one of the popular vehicles to be chosen, since it was first introduced. However, the higher Centre of Gravity (C.G) and the bigger sizing at the side area have led to the stability and the handling issues that degrade the vehicle’s performances, especially during the confrontation with external disturbances. This paper presents an analysis of an optimal control that enhances the handling and stability of the SUV. The Direct Yaw Control (DYC) method was used to control the vehicle’s accuracy and robustness towards environmental parameters during the critical manoeuvre. The Linear Quadratic Regulator (LQR) and Linear Quadratic Integral (LQI) were compared to obtain the optimal performances during the control of the vehicle’s handling and stability. With the interference of an external disturbance during the critical manoeuvre, the results indicate that the LQI produce significant improvement in the vehicle’s handling and stability control.

The paper presents results of investigative studies involving non-linear pitch/bounce and roll half car models in order to assess the performance of flxed gain controllers within a low bandwidth active suspension conflguration. The vehicle is subjected to acceleration, braking and cornering manoeuvres. The results highlight the compromise that exists between the body acceleration and strut deflection loops and it is concluded that an element of adaptivity within the scheme could be used to advantage.

In this work, high order sliding mode techniques are used to control an Anti-lock Brake System (ABS) which is assisted with an active suspension. The main objective is to modify the slip rate of a vehicle and ensure a shorter stopping distance in the braking process. The control system is designed in independent way for the ABS and the suspension subsystem. For the ABS subsystem a second order sliding mode controller is used. On the other hand, for the active suspension subsystem the supertwisting algorithm combined with regular form and linear geometric techniques is proposed. The use of sliding mode controllers allows that both closedloop subsystems are robust against a class of external perturbations and system uncertainties, furthermore the chattering effect is reduced and higher tracking accuracy is obtained. The effectiveness of the proposed control strategy is confirmed via simulations.

This work focuses on the design of an artificial intelligence (AI)-assisted Digital Terrain System (DTS) for an advanced jet trainer. The DTS employs an advanced terrain server, a digital elevation map, and an efficient line-of-sight algorithm. The system utilizes a tuned search algorithm and three filter designs, including adaptive filters and a point mass filter, to adaptively trade-off between navigation accuracy and operating efficiency. Search algorithms such as TERCOM are known to be very compute intensive, running it continuously would require specialized or dedicated hardware on board. The AI model has the ability to independently switch between the search algorithm and bank of filters preserving navigation accuracy, while enabling real-time onboard implementation. Monte Carlo simulations shows that the proposed DTS can enable the low flying advanced jet trainer to perform terrain aided navigation without imposing new system requirements.

This paper describes the application of model-checking based veri cation tools to speci cation models of automotive control units. It rstly discusses the current state of a tool set which copes with discrete controllers described in Statemate, and then reports on proposed extensions currently under development to deal with hybrid ones which involve continuous values, too. First results based on an extension of abstraction techniques to verify such units are reported.

In this paper, a new LPV control approach for semi-active automotive suspension equippedwith aMagneto- Rheological (MR) damper is presented. The interest of the approach is (1) to embed the model of semi-active suspension in a linear system design and (2) to allow limiting the damper force so that the controlled semi-active suspension works within its admissible region. First, a semi-active suspension model of an MR damper is reformulated in the LPV framework, which provides an LPV model for the vertical car behaviour. Then, by using the H1 control approach for polytopic systems, an LPV controller is synthesized to improve the passenger comfort while keeping the road-holding performances. The performances of the LPV controller are analyzed, based on simulations using the embedded nonlinear model of the MR damper

We present an industrial case study in automotive control of significant complexity: the new common rail fuel injection system for Diesel engines, currently under production by Magneti Marelli Powertrain. In this system, a flow-rate valve, introduced before the High Pressure (HP) pump, regulates the fuel flow that supplies the common rail according to the engine operating point. The standard approach followed in automotive control is to use a mean-value model for the plant and to develop a controller based on this model. In this particular case, this approach does not provide a satisfactory solution as the discrete-continuous interactions in the fuel injection system, due to the slow time-varying frequency of the HP pump cycles and the fast sampling frequency of sensing and actuation, play a fundamental role. We present a design approach based on a hybrid model of the Magneti Marelli Powertrain common-rail fuel-injection system for four-cylinder multi-jet engines and a hybrid approach to the design of a rail pressure controller. The hybrid controller is compared with a classical mean-value based approach to automotive control design whereby the quality of the hybrid solution is demonstrated.

The thesis work aims to develop a driver model suitable for test of vehicle dynamics functions where an overlay torque through Electric Power Assisted Steering (EPAS) is applied on the steering wheel. The scope of the thesis work has been to develop a driver model which can mimic the steering behaviour of skilled drivers as well as unskilled drivers. By using different parameter sets for the driver model, it is possible to differentiate between skilled and unskilled drivers steering through the path and thereby assess the benefit of a vehicle dynamic function. The driver model presented in the thesis consist of Preview Controller, Neuromuscular System (NMS) and Arm Dynamics. The Preview Controller is designed based on the concept of Linear Quadratic Regulator (LQR) and a second order filter is considered as NMS model and Arm Dynamics. In order to identify driver model parameters, a handling test with a real world car and drivers with a variety of driving experience was performed. By post processing the measured data with numeric optimization, driver model parameters for each driver category were found. The driver model, including a family of different parameter sets, has been used to investigate the effectiveness of an Evasive Manoeuvre steering Assist function (EMA). By performing computer simulations with the driver model and a vehicle model, tests have been made with and without the function, and in turn a benefit measure comprising of a margin to avoid colliding with a threat has been found.The hypothesis was that the function benefit of the EMA function for unskilled drivers should be higher than for the skilled ones. The result obtained from the thesis work shows that EMA function helps the unskilled drivers.

The thesis work aims to develop a driver model suitable for test of vehicle dynamics functions where an overlay torque through Electric Power Assisted Steering (EPAS) is applied on the steering wheel. The scope of the thesis work has been to develop a driver model which can mimic the steering behaviour of skilled drivers as well as unskilled drivers. By using different parameter sets for the driver model, it is possible to differentiate between skilled and unskilled drivers steering through the path and thereby assess the benefit of a vehicle dynamic function. The driver model presented in the thesis consist of Preview Controller, Neuromuscular System (NMS) and Arm Dynamics. The Preview Controller is designed based on the concept of Linear Quadratic Regulator (LQR) and a second order filter is considered as NMS model and Arm Dynamics. In order to identify driver model parameters, a handling test with a real world car and drivers with a variety of driving experience was performed. By post processing the measured data with numeric optimization, driver model parameters for each driver category were found. The driver model, including a family of different parameter sets, has been used to investigate the effectiveness of an Evasive Manoeuvre steering Assist function (EMA). By performing computer simulations with the driver model and a vehicle model, tests have been made with and without the function, and in turn a benefit measure comprising of a margin to avoid colliding with a threat has been found.The hypothesis was that the function benefit of the EMA function for unskilled drivers should be higher than for the skilled ones. The result obtained from the thesis work shows that EMA function helps the unskilled drivers.

The application dealt with in this paper is the active attenuation of broadband noise (produced by the tire/road contact) in a car cabin, using only a feedback control scheme (1-DOF (one degree of freedom)). The objective of the proposed control methodology is to evaluate achievable performances according to the frequency bandwidth in which attenuation is desired. This is investigated numerically, by seeking a multi-input multi-output (MIMO) active noise control solution that reaches the best attenuation level, under explicit robustness constraints. The paper aims to i) formalize the underlying optimization problem including performance and robustness indicators as well as industrial constraints, ii) perform an effective MIMO identification, and iii) provide an a priori control structure and then proceed to direct optimization of some meaningful parameters using a well-suited nonsmooth optimization solver. Finally, the simulation and experimental results obtained following the proposed methodology are shown and discussed.

This paper presents computer control under time varying sampling period and delay and its application to automotive control. In the automotive industry context, the controller has indeed to meet the required performance, but also to offer pertinent tuning parameters and finally to fit in limited computing resources. The proposed approach is described in two stages: First, variable sampling of linear continuous model will be considered. At second, a controller design method based on a time varying observer predictor structure is presented. This method is applied to powertrain control, in order to damp driveline oscillations. The resulting predictive controller is efficient and easy to tune directly on vehicle, without redesign, as attested by experimental results on a test car with a SI engine.

An extension of the LuGre dynamic friction model from longitudinal motion to longitudinal/lateral mo- tion is developed. Applying this model to the mo- tion of a tire we derive a model for tire-road contact forces and moments. A comparison of the steady- state behaviour of the dynamic model with existing static tire friction models is also presented. This comparison allows one to determine the values of the parameters for the new model. Introducing a set of mean states we reduce the order of the system and derive a model in lumped form which is useful for control purposes.

This paper describes the application of model-checking based veri cation tools to speci cation models of automotive control units. It rstly discusses the current state of a tool set which copes with discrete controllers described in Statemate, and then reports on proposed extensions currently under development to deal with hybrid ones which involve continuous values, too. First results based on an extension of abstraction techniques to verify such units are reported.

Despite the enormous benefit that has accrued to society from control technology and the continued vitality of control science as a research field, there is broad consensus that the practitioners of control and the academic research community are insufficiently engaged with each other. We explore this concern with reference to the oft-cited theory/practice gap but also from an industry perspective. The core of this article is comprised of ten "messages," targeting primarily researchers interested in the practical impact of their work, that we hope shed insight on industry. Results from surveys and other data are cited to underpin the points. Some educational synergies between industry and academia are also noted. To highlight the continuing relevance of control science to industry, several recent examples of successful, deployed advanced control solutions are presented. The authors of this article are members of the IFAC Industry Committee, formally established in 2017 with objectives that include (per the updated IFAC Constitution) "increasing industry participation in and impact from IFAC activities."

This work proposes a nonlinear output feedback control law for active braking control systems. The control law guarantees bounded control action and can cope also with input constraints. Moreover, the closed-loop system properties are such that the control algorithm allows to detect-without the need of a friction estimator-if the closed-loop system is operating in the unstable region of the friction curve, thereby allowing to enhance both braking performance and safety. The design is performed via Lyapunov-based methods and its effectiveness is assessed via simulations on a multibody vehicle simulator.

This work proposes a nonlinear output feedback control law for active braking control systems. The control law guarantees bounded control action and can cope also with input constraints. Moreover, the closed-loop system properties are such that the control algorithm allows to detect-without the need of a friction estimator-if the closed-loop system is operating in the unstable region of the friction curve, thereby allowing to enhance both braking performance and safety. The design is performed via Lyapunov-based methods and its effectiveness is assessed via simulations on a multibody vehicle simulator.

Cyber-physical systems (CPS), such as automotive systems, are very difficult to design due to the tight interactions between the physical dynamics, computational dynamics and communication networks. In addition, the evaluation of these systems at the early design stages is very crucial and challenging. Model-based design (MBD) approaches have been applied in order to manage the complexities due interactions. In this paper, we present a case study to demonstrate the systematic design, analysis and evaluation of an integrated automotive control system. The system is composed of two independently designed controllers, a lane keeping controller and an adaptive cruise controller, which interact as a result of the integration. The integrated system is deployed on a hardware-in-the-loop simulator for evaluation under realistic scenarios. We present experimental results that demonstrate the effectiveness of the approach.

The sideslip angle is used to control a vehicle for safety, however, it is hard to estimate the sideslip angle. In many researches, the estimator needs many unattainable variables, such as yaw inertia or cornering stiffness, to estimate the sideslip angle. This paper proposes the observer uses geometrically derived equations. The estimator needs a compensation value to estimate the sideslip angle instead of unattainable variables. The compensation value compensates the error from the imperfections of the formulas and nonlinearity motion at high speed. Estimator tunes its compensation value automatically, and uses the least squares method for estimating the compensation value and to apply to a real vehicle. Estimator is developed by LabVIEW, and gets the simulation result through CarSim. The algorithm of finding a proper compensation value is simply using the sensor data that are already mounted on vehicles, such as yaw rate, longitudinal speed, and lateral acceleration. The real vehicle test was conducted to verify the proposed algorithm. From the results, the algorithm can estimate the sideslip angle without unattainable variables.

The sideslip angle is used to control a vehicle for safety, however, it is hard to estimate the sideslip angle. In many researches, the estimator needs many unattainable variables, such as yaw inertia or cornering stiffness, to estimate the sideslip angle. This paper proposes the observer uses geometrically derived equations. The estimator needs a compensation value to estimate the sideslip angle instead of unattainable variables. The compensation value compensates the error from the imperfections of the formulas and nonlinearity motion at high speed. Estimator tunes its compensation value automatically, and uses the least squares method for estimating the compensation value and to apply to a real vehicle. Estimator is developed by LabVIEW, and gets the simulation result through CarSim. The algorithm of finding a proper compensation value is simply using the sensor data that are already mounted on vehicles, such as yaw rate, longitudinal speed, and lateral acceleration. The real vehicle test was conducted to verify the proposed algorithm. From the results, the algorithm can estimate the sideslip angle without unattainable variables.

A multi-channel multi-objective synthesis framework, involving generalized LZ (GLz), H2, and generalized H2 (GH2) control with minimum damping-factor pole placement, is formulated and applied to a decoupled vehicle suspension system. It is demonstrated that improved vehicle ride comfort and decreased suspension travel are achieved while guaranteeing robust stability.

Slip angle is the difference between the direction a vehicle is travelling and the longitudinal plane of the vehicle body. Knowing vehicle sideslip angle accurately is critical for active safety systems such as Electronic Stability Program (ESP). Vehicle sideslip angle can be measured using optical speed sensors, inertial sensors and/or dual-antenna GPS receivers. These systems are expensive and their use is limited for many users. The goal of this paper is to analyze the possibility to estimate the vehicle sideslip angle, in real-time, by using two low-cost single-antenna GPS receivers.

The paper proposes the implementation of a robust cruise control system which is able to ensure the fuel-efficient travel of the vehicle with a look-ahead control algorithm. The H ∞-based feedforward-feedback control method guarantees robustness against varying vehicle mass, longitudinal disturbances and the consideration of actuator dynamics. The advantage of the method is the application of a small number of vehicle parameters. Therefore, a method for various passenger cars without significant modifications is needed. The proposed cruise control and the look-ahead method are implemented in a software-in-the-loop (SIL) environment using DSpace Autobox, which cooperates with the high-fidelity CarSim software through CAN communication.

This paper introduces the concept of active buckling control and how it can be applied to vehicle body structures to improve safety. Active buckling control is achieved through the use of actively controlled materials, whereby the mechanical properties of a structure can be altered. The need for active buckling control is prompted by compatibility issues arising when vehicles of dissimilar mass collide. Effectively, the active buckling control system can stiffen the more vulnerable vehicle, as a result, sharing the collision energy more appropriately and improving the safety of the occupants. A model of a nonlinear force versus deformation characteristic is used within a simulation study to demonstrate the active buckling control concept; thereby reducing the undesirable energy distribution so that the collision energy is absorbed more appropriately.

A control algorithm is developed for active/semi-active suspensions which can provide more comfort and better handling simultaneously. A weighting parameter is tuned online which is derived from two components-slow and fast adaptation to assign weights to comfort and handling. After establishing through simulations that the proposed adaptive control algorithm can demonstrate a performance better than some controllers in prior-art, it is implemented on an actual vehicle (Cadillac STS) which is equipped with MR dampers and several sensors. The vehicle is tested on smooth and rough roads and over speed bumps.

The optimal control design of the ground-vehicle active suspension system is presented. The active suspension system is to improve the vehicle ride comfort by isolating vibrations induced by the road profile and vehicle velocity. The vehicle suspension system is approached by a quarter car model. Dynamic equations of the system are derived by applying Newton’s second law. The control law of the active suspension system is designed using linear quadratic regulator (LQR) method. Performance evaluation is done by benchmarking the active suspension system to a passive suspension system. Both suspension systems are simulated in computer. The simulation results show that the active suspension system significantly improves the vehicle ride comfort of the passive suspension system by reducing 50.37% RMS of vertical displacement, 45.29% RMS of vertical velocity, and 1.77% RMS of vertical acceleration.

In the last decades, researches on speed control of electric motors have been very important in industrial systems. On the other hand, the development of power electronics and semiconductor technologies has expanded the scope of the AC and DC machines. However, the separately excited DC motor is widely used in the field of variable speed applications due to its simplicity to control. In this paper, we present the control of a separately excited DC motor using an analogue PI controller, a backstepping method and an adaptive backstepping control techniques. Simulations are performed in MATLAB Simulink software, and improved results of adaptive backstepping controller have been obtained overall system performance compared to conventional PI and backstepping.

Often a perfectly functioning software system is misused causing undesirable and expensive consequences. The quest of this work is to prepare a priori the system for eventual extensions that-while not directly relevant to the system purpose-enable overcoming the consequences of its misuse. This is attained by means of domain knowledge to model the system misuse, beyond the original system model. In particular, if the behaviors of such a system have been modeled by statechart diagrams, these diagrams can be reengineered to suitably extend them, in order to correct the misbehavior consequences.

Vehicles rely on the efficiency of dampers to dissipate energy from the motion of vehicle body and wheels, maintaining the vehicle more stable, and improving the contact between tires and the road surface. To achieve an effective monitoring of dampers (or shock absorbers), two different methodologies, capable of assessing, under vehicle normal operation, the condition of the automotive dampers are presented. The proposed methodologies are based in acceleration, temperature and pressure sensing to determine the shock absorber condition, and are therefore suitable for future implementation in low cost fabrication technologies. The results shown that it is possible to have an effective monitoring device, installed in the damper body, capable of continuously determining shock absorber status, and therefore enabling real time diagnosis. Such a diagnosis system can reduce the number of vehicles riding with defective suspension systems and increase the overall vehicle safety.

The design of embedded controllers is about developing control algorithms and their implementation satisfying tight constraints on performance and cost. To reduce design time and implementation cost, we propose a methodology based on the principles of platform-based design. The design process is decomposed into a sequence of steps that involve different levels of abstraction (platforms) related by a refinement relation. The design method is exemplified by applying it to the design of an automotive engine controller.

This article involves the design of a novel path tracking control technique for the self-driving car. Fixed settling time sliding mode control (FSTSMC) with barrier Lyapunov function is implemented to deal with the non-linear lateral dynamics and to ensure stable standard double-lane-change (DLC) maneuver of self-driving cars in the presence of unknown lateral tire forces and parametric uncertainties. A two-time scale-based approach is employed to deal with the slow and fast dynamics of the car separately. The proposed control scheme efficacy is investigated using simulations based on CarSim and Simulink. The simulation results validate the path-tracking ability of the proposed controller for self-driving cars while accomplishing the stable double-lane-change maneuver at various forward speeds. INDEX TERMS Autonomous vehicles, barrier function, CarSim, double-lane-change (DLC), fixed settling time sliding mode control (FSTSMC), lateral dynamics, self-driving car.

The paper considers the H2 control problem of an input (or output) timedelayed system. The solution is given in the state space framework, using a predictor/observer state-feedback parameterization. Its connection to the delay-free H2 controller is direct. The Dead Time 2 H control is applied to solve a cruise control problem, in which the delay is caused by the intake manifold. Simulations results show that the controller performs satisfactorily.

In order to obtain resource efficient implementations of control loops on embedded platforms, recently there has been a renewed interest in studying stability and various other quality-of-control (QoC) metrics in the presence of control message drops. Towards this, different methods have been proposed to quantify the impact of message drops on stability and control performance. In this paper we will survey these techniques and clarify the relationship between them. Given a drop pattern that satisfies stability and specified QoC constraints, it is important to check whether an implementation platform satisfies this pattern. In other words, whether the control loop in question may be implemented on this platform. Given an architecture, we will also show how certain notions of expressing drop patterns are easier to verify compared to others.

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This article may be used for research, teaching, and private study purposes. Any substantial or systematic reproduction, redistribution, reselling, loan, sub-licensing, systematic supply, or distribution in any form to anyone is expressly forbidden. The publisher does not give any warranty express or implied or make any representation that the contents will be complete or accurate or up to date. The accuracy of any instructions, formulae, and drug doses should be independently verified with primary sources. The publisher shall not be liable for any loss, actions, claims, proceedings, demand, or costs or damages whatsoever or howsoever caused arising directly or indirectly in connection with or arising out of the use of this material.

There is growing interest in fully electric vehicles in the automotive industry as it becomes increasingly more difficult to meet new and upcoming emission regulations based on internal combustion engines. As a result, some auto makers are already introducing a variety of fully electric vehicles into the commercial market while other automotive companies are building and evaluating research prototypes. Fully electric vehicles do not have an internal combustion engine. Hence, drive torque change for a traction control system and for a yaw stability control system has to be through the electric motor used for traction. The regenerative braking capability of fully electric vehicles has to be taken into account in designing braking controllers like ABS and yaw stability control through differential braking. Fully electric vehicles are usually lighter vehicles with different dynamic characteristics than that of their predecessors using internal combustion engines. As such, their yaw stability control systems have to be redesigned and tested. This paper reports the initial results of ongoing work on yaw stability controller design for a fully electric vehicle. Two different implementations on a research prototype fully electric light commercial vehicle are considered. The first implementation uses the production yaw stability control system in the internal combustion engine powered conventional vehicle. The drive torque change commands from the production ECU are read, modified and sent to the electric motor driver in trying to mimic the conventional vehicle. The differential braking commands are the same as in the conventional vehicle. In the second implementation, a generic yaw stability control system that calculates and issues its own drive torque change commands and differential braking commands is designed and implemented. Offline simulations on a validated model and a hardware-in-the-loop simulation system are used in designing the yaw stability control system. The developed control system will be tested on the prototype vehicle after lab testing and development.

This paper considers the problem of collision avoidance for road vehicles, operating at the limits of friction. A two-level modelling and control methodology is proposed, with the upper level using a friction-limited particle model for motion planning, and the lower level using a nonlinear 3DOF model for optimal control allocation. Motion planning adopts a two-phase approach: the first phase is to avoid the obstacle, the second is to recover lane keeping with minimal additional lateral deviation. This methodology differs from the more standard approach of path-planning/path-following, as there is no explicit path reference used; the control reference is a target acceleration vector which simultaneously induces changes in direction and speed. The lower level control distributes vehicle targets to the brake and steer actuators via a new and efficient method, the Modified Hamiltonian Algorithm (MHA). MHA balances CG acceleration targets with yaw moment tracking to preserve lateral stability. A nonlinear 7DOF two-track vehicle model confirms the overall validity of this novel methodology for collision avoidance.

This paper describes a physical model of an industrial pneumatic actuator used to control variable nozzle turbocharger (VNT). Friction force, that causes hysteresis, is identified using Dahl friction model. Model is tested and compared with experimental results, provided by Honeywell Turbo Technologies (HTT), at different engine conditions. Aerodynamic force acting on the turbocharger is modeled and identified as a function of pressure ratio across turbine and vane angle of the VNT. Comparison between simulation results and experimental results shows the effectiveness of the proposed model.

In this paper, we have developed a detailed mathematical model of a pneumatic actuator for a Variable Geometry Turbocharger (VGT) equipped with an Electro-pneumatic Pressure Converter (EPC). This model may require complex calculations for control purpose; therefore the dynamics of the EPC have been neglected and replaced by a static gain. These models incorporate friction and aerodynamic force related effects by using adaptive LuGre model. To compensate for parametric uncertainties, two single-input single-output nonlinear position control laws are designed using the second order sliding mode (SMC) and backstepping control. A comparative study with experiments shows the effectiveness of the proposed controllers.

For a class of system with nonlinear hysteresis, this paper presents an adaptive hybrid controller based on the hybrid backstepping-sliding mode, and describes the controller analytically by the LuGre model. Both backstepping and the sliding mode techniques are based on the Lyapunov theory. Drawing on this common point, the authors developed a new controller combining the two control techniques with a recursive design. The design aims to achieve two effects: assuring the stability of the closed loop system, and improving the continuous performance of the tracking position trajectory. The performance of the proposed hybrid controller was verified by implementing the identified Piezo model. The results show that our controller can track the system output desirably with the reference trajectory.

This paper presents a control of active suspension for quarter car model with two degree of freedom by using H method. Absolute velocity of car body is measured for feedback. The system parameter variations are treated with multiplicative uncertainty model. Simulation results show that the H controller provides good trade-off between ride quality, suspension packaging and road holding constraints. The experiment with a front wheel suspension system was done to verify the simulation results.

A mechanism is a mechanical system that uses certain joints to create relative movement between stiff linkages. Rolling, sliding, pin, hinge, liquid, and other joints are often used. Because of their nonlinear frictional behaviour, these joints make it challenging to regulate micro-and nanopositioning in mechanisms with great accuracy. Disadvantages like backlash and friction in the mechanism need to be addressed in order to achieve a high degree of resolution and accuracy. Flexible parts like flexural beams and hinges are used in place of these mechanical connections, providing advantages like smooth and frictionless displacement. A single DOF flexural stage, sometimes referred to as a parasitic error, is made using simple building materials like flexural hinges and beams. This stage offers little resistance to motion in the desired direction and maximum resistance in the orthogonal. The Double Flexural Mechanism (DFM), a type of beam building element, produces analytically zero parasitic error displacement with undetectable rotation of the displacement stage. This research covers experimental verification, system characterization, the design and development of DFM, as well as its mechatronic link to the dSPACE DS1104 Controller. Through static and dynamic studies, many performance characteristics like as stiffness, natural frequency, and damping factor are experimentally determined. Additionally, a cutting-edge position algorithm is created and used to the mechanism, which removes the need for expensive sensors and produces precision of 30 microns at 6.1 mm/s.

One-antenna GPS systems present no possibility for the direct determination of vehicle slip angle. This is an easy task for dual antenna systems; however, many users have this kind of apparatus. In this paper, a method of estimation of this parameter, which is important for the estimation of vehicle stability and road-holding ability factors, is proposed (e.g. TB factor calculated on the basis of data from input test [9]). The method is based on two parameters measured by a one-antenna GPS system; these are the heading angle created from the Doppler channel coming directly from the GPS engine, and the yaw rate measured by an IMU device integrated and cooperating with the GPS engine. The sideslip angle which was calculated according to the proposed method is compared with an equivalent angle calculated on the basis of data from a non-slip measurement of velocity components for selected point of vehicle acquired using. The presented method is illustrated with examples from real road tests. In the author's opinion, the sideslip angle calculated with the application of measurement data obtained from a one-antenna GPS device could be used in practice. From comparison with another upper mentioned method that the differences between average values of sideslip angles obtained from both considered methods is not greater than 8%.

One-antenna GPS systems present no possibility for the direct determination of vehicle slip angle. This is an easy task for dual antenna systems; however, many users have this kind of apparatus. In this paper, a method of estimation of this parameter, which is important for the estimation of vehicle steerability factors, is proposed (e.g. TB factor calculated on the basis of data from input test [8]). The method is based on two parameters measured by a one-antenna GPS system; these are the heading angle created from the Doppler channel coming directly from the GPS engine, and the yaw rate measured by an IMU device integrated and cooperating with the GPS engine. The sideslip angle which was calculated according to the proposed method is compared with an equivalent angle calculated on the basis of data from a non-slip measurement of velocity components for selected point of vehicle acquired using. The presented method is illustrated with examples from real tests. In the author’s opini...