By Steffen Müller, Bernd Elend (auth.), Gereon Meyer, Jürgen Valldorf (eds.)
Fundamental ameliorations are impending for the auto at the present time: propulsion applied sciences are going to shift from combustion engines to electrical vehicles; automobiles and roads will quickly be as secure and handy as by no means ahead of; and site visitors will stream more and more effective. a lot of those developments are because of cutting edge info and communique applied sciences, controls and shrewdpermanent platforms, either within the automobile and at its interfaces with the structures for strength provide, mobility and information communication.
The papers released during this ebook are chosen from the submissions to the fifteenth foreign discussion board on complex Microsystems for car functions (AMAA 2011) “Smart structures for electrical, secure and Networked Mobility”. They conceal parts, architectures and clever structures allowing the next functionalities: electrical using, secure autos and roads, and hooked up vehicles.
Additional details is obtainable at www.amaa.de
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Extra resources for Advanced Microsystems for Automotive Applications 2011: Smart Systems for Electric, Safe and Networked Mobility
Vossoughi, G. R. and Goodarzi, A. “Dynamic modelling and analysis of a four motorized wheels electric vehicle”, Vehicle System Dynamics, Vol. 35, No. 3, pp. 163-194, 2001. , “Future Vehicle Driven by Electricity and Control- Research on FourWheel-Motored ‘UOT Electric March II’”, IEEE Trans. Ind. Electronics, Vol. 51, 954-962, 2004. , “Automotive control systems for engine, driveline and vehicle”, Springer-Verlag, 2nd Edition, Berlin, 2005. Rajamani, R. “Vehicle dynamics and control”, Springer-Verlag, 2006.
The test consists in increasing the speed of the vehicle through the curve and measuring the evolution of the steering wheel angle. In order to obtain more information also the independent speed of the motors has been registered. The test objective is to determine the influence of electric motor control on handling, as well as to determine if it is possible to improve the vehicle active safety. Fig. 3. Representation of the steering wheel angle versus speed for the three configurations in the CRC test Two main results have been obtained.
This means that a constant radius test can not be carried out because it is not possible to maintain a constant radius trajectory without a controller continuously modifying the steering wheel angle. In real tests, the driver performs the function of the equivalent controller in simulations. In contrast, an equivalent constant steering cornering (CSC) test has been simulated obtaining analogous results for the three configurations in study. The test is based on an incrementation of the vehicle's speed through the described trajectory and measuring the evolution of the longitudinal velocity and lateral acceleration.