Advanced Chassis Control For Vehicle Handling

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Advanced Chassis Control Systems for Vehicle Handling

and Active Safety
a
YOSHIMI FURUKAWA & MASATO ABE
a
Honda R&D Co., Ltd. , 4630 Shimo-takanezawa, Haga-cyo, Haga-gun Tochigi-ken, 321-33,
Japan
Published online: 27 Jul 2007.
To cite this article: YOSHIMI FURUKAWA & MASATO ABE (1997) Advanced Chassis Control Systems for Vehicle Handling
and Active Safety, Vehicle System Dynamics: International Journal of Vehicle Mechanics and Mobility, 28:2-3, 59-86, DOI:
10.1080/00423119708969350
To link to this article: http://dx.doi.org/10.1080/00423119708969350
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Vehicle System Dynamics, 28 (1997). pp. 59-86 0042-3 1 14/97/2802-595 12.00
O Swets & Zeitlinger
Advanced Chassis Control Systems for Vehicle

Handling and Active Safety
YOSHIMI FURUKAWA and MASATO ABE '

Downloaded by [University of Illinois Chicago] at 01:50 16 November 2014
SUMMARY
In this paper chassis controls for vehicle handling and active safety have been reviewed. In particular,
we have observed (he effectiveness and limit of 4WS and DYC. It is pointed out that DYC is more
effective in vehicle motion with larger side-slip and/or higher lateral acceleration and taking the
nonlinearity of tire and vehicle dynamics into consideration is essential for introducing the control law
for the chassis controls and their integration/coordination. We wish to emphasize that there is a need
to further propose control laws based on deeper observation and understanding on the tire and vehicle
dynamics.
1 . INTRODUCTION
The vehicle chassis control is in general to control vehicle lateral, vertical and
longitudinal motions in order to improve handling performance, ride comfort and
traction/braking performance. These controls have basically been depending on
steering control, suspension control and traction/braking controls respectively.
Our main interest here is the study on the chassis control for improving the vehicle
handling performance and active safety. Recently controlling the suspension and
traction/braking in combination with the steering control as well is considered to
be a promising technique to improve the handling performance and active safety.
The control technique of those chassis controls is expected to have a possibility of
compensating the drawback of the steering control especially in the range of near
the steering corltrol limit. The effect of chassis control can be further increased by
the integration and coordination of those controls basing upon a deeper observa-
tion and study of vehicle dynamics and tire characteristics.
2. OVER-VIEW OF CHASSIS CONTROL
An overview of the chassis control is shown in Fig. 1 [I]. The most common
chassis controll for the improvement of handling performance is four wheel
I Honda R&D Co., Ltd. 4630 Shimo-takanezawa, Haga-cyo, Haga-gun Tochigi-ken 321-33, Japan
' Author for correspondence: Department of Mechanical System Engineering. Kanapawa lnslitute of
Technology, 10?.0 Shimoogino, A~sugi-shi243-02, Japan. Tel.: 0462 41 121 I . Fax: 0462 42 6806.
E-mail: abe@mse.kanagawa-it.ac.jp
Y. FURUKAWA AND M. ABE
Objective Cllassis Corltrol Tire Force Vehicle Motion

steering (4WS) which is already adopted in some of the production cars in.the
market. Front wheel active steer in combination with rear wheel steer should also
be considered. The 4WS control depends on tire lateral force which is proportional
to the steer angle, a control command, in a range where the lateral acceleration is
small. In this range, the control law can rather easily be introduced by using two
degree of freedom linear vehicle model. However, in higher lateral acceleration,
the lateral force is not necessary proportional to the steer angle due to its
saturation property to slip angle. The lateral force also becomes strongly depen-
dent on tire vertical load and longitudinal force as well, so that the control law
becomes rather sensitive to the vehicle motion and its environmental conditions.
Recently 4WS with highly sophisticated control system which is expected to
compensate these drawbacks is drawing attention among chassis control engineers.
With a front wheel active steering, though it is not meant to improve the cross
coupling of both steering responses of the yaw and lateral motions, additional
steering control on the front wheel is proposed for the drivers to make steering
maneuver easier. There is also a system proposed in which state variables of
vehicle motion are fed back to the steering reaction torque for the easier steering
maneuver. T o analyze the control characteristics of a closed loop system com-
posed of driver and vehicle will be an important means for the design of active
control of the front wheel steer and steering torque.
There is a nonlinear relationship between tire lateral force and vertical load. By
using this phenomenon, vehicle lateral motion can be controlled by controlling the
distribution of active roll moment between front and rear active suspensions. Since
the total sum of left and right lateral forces becomes smaller as the transverse load
ADVANCED CHASSIS CONTROL SYSTEMS 61
.transfer by the roll moment becomes greater due to the non-linearity of tire lateral
force against its vertical load, the balance of lateral forces between the front and
rear wheels during vehicle cornering maneuver can be controlled by controlling
the longitudinal distribution of the roll moment. Therefore this is almost like an
on-line tuning of roll stiffness of the front and rear suspensions.
There are basically two methods to control the vehicle lateral motion by using
the tire longitudinal force. One is an indirect method. Since the longitudinal force
acting on tire reduces the lateral force, the balance between lateral forces of the
front and rear wheels can be varied by changing the distribution rate of longitudi-
nal force acting on the front and rear wheels. This method is used to control the
vehicle lateral motion as much as possible and the system is actually adopted by
some of controlled 4WD vehicles.

Another approach is a direct method. If the traction force and braking force are
properly distributed to the right and left wheels, yaw moment in accordance with
the forces distributed will be obtained and thus the vehicle lateral motion can be
accurately corttrolled. Although the use of viscous coupling differential is an
example of a passive approach, a direct yaw moment control (DYC) controlling
vehicle motior~by a yaw moment which is actively generated by the intentional
distribution of the tire longitudinal forces is becoming one of the most promising
chassis control. One of the major advantages of this control method is that the tire
longitudinal force has no feed-back from the vehicle motion as long as it is within
the limit of the tire capacity due to the vertical load as is shown in the Fig. I.
Therefore, a precise yaw moment required to control the vehicle lateral motion can
be developed and the vehicle motion can become more robust to the changing of
vehicle running conditions and its environment.
Figure 1 indicates that any chassis control aiming at improving vehicle handling
performance nlust rely on the tire lateral force and that the tire longitudinal force
can also be used for the chassis control. These two forces are relying upon the
vertical load and have an interdependency relationship. This relationship makes
the vehicle dynamic characteristics very complex and a deeper observation and
study is required for more effective chassis control. Meanwhile, we can also make
the use of inkrdependency relationship for a better chassis control.
There are Anti-lock Brake System (ABS) and Traction Control System (TCS)
as a system to directly control the longitudinal force acting on tires. Although
there is a thought of placing DYC as an extension of these control systems, DYC
and TCS/AB.S are considered to be of basically different types of chassis control
technology. TCS and ABS control the longitudinal force acting independently on
each wheel, prevent wheel lock-ups and vehicle spin during the vehicle traction
and braking and maintain the tire capability to generate lateral force while keeping
the longitudin.al acceleration or deceleration. As a result, even though it may
contribute to stabilizing the vehicle lateral motion, it does not actively control the
vehicle overall motion. On the other hand, DYC controls the longitudinal force of
each tire in relationship with the vehicle motion which in turn controls the lateral
motion of the vehicle to stabilize its behavior.
62 Y. FURUKAWA AND M. ABE
3. STEERING CONTROL
3.1. Feed-Forward Type 4WS
The control algorithm for the steering control to obtain some vehicle steering
response can be easily introduced theoretically under running conditions in which
vehicle dynamics can be described by a linear model and the theoretical effect of
control algorithm is rather simply understandable. For this reason, many re-
searchers have made proposals on various control algorithms for 4WS and front
wheel active steering [2].
Originally the researchers paid more attention to 4WS because the front and
rear steering input could in some degree set the vehicle lateral and yaw responses
independently by avoiding a coupling of this two degrees of freedom of vehicle
motion. A series of research reports basing on this point of view has been
published by Sano et al. since 1979 [3-61 and consequently the effect of the
feed-forward type 4WS has become apparent. It has been confirmed that by
steering the rear wheel of the feed-forward type 4WS in the same direction as that
of the front wheel, the phase lag of the lateral acceleration can be reduced by
keeping the vehicle yaw rate response unchanged. As a result, the control
performance of a driver-vehicle system can be improved, as shown in Fig. 2.
Thanks to this research report, there have been many researches on the control
algorithm of 4WS started. Shibahata et al. have proposed a control method in
which there is a delay in the rear wheel steer response against the front wheel as a
control method of 4WS for not only controlling the lateral acceleration but also
reducing the phase lag by yaw rate at the same time [7]. With this method, the
phase lag of a lower frequency area of yaw rate and lateral acceleration will be
reduced but there is less effectiveness in reducing the phase lag of the lateral
acceleration at a higher frequency area of 0.7- 1.0 Hz which is a typical character-
istics of the feed-forward type 4WS.
In the basic vehicle steering response, there are two different degrees of
freedom, one is the yaw rate r which is the rotational movement on a horizontal
-1 0 0.3 0.5 0.6
Fig. 2. Driver-vehicle performance in lane change test [4].

plane and anotl~eris the body side-slip angle P. Then the vehicle lateral accelera-
tion j; can be expressed as follows:
With 2WS, as the vehicle speed increases, the phase lag of the lateral acceleration
increases in comparison with the yaw rate response. This is because there is a
decrease in lead time constant of body side-slip angle P. The primary reason is
that steady state gain of the body side-slip angle decreases with the increase of the
vehicle speed and it will become negative value at a higher speed. From this point
of view, there is a control method proposed aiming at having the steady state value
of the side-slip angle as close as to zero [6]. Theoretically speaking, it is possible
to make the steady state value of the side-slip angle to zero at any vehicle speed
by steering the rear wheel proportionally to that of the front wheel. From the two
degree of freetiom vehicle model, a control law in which the rear wheel steering
ratio to the front can be changed in relation to the vehicle speed leads to a
following equalion:
where k: steer ratio of rear wheel to front; 1,: distance between C.G.and front
axle; 1,: distance between C.G. and rear axle; E,: cornering compliance of front
tire; and E,: cornering compliance of rear tire.
Takiguchi et a]. obtained the front and rear steer angle ratio on a condition that
phases in the frequency area from 0.5 to 1.0 HZ of the yaw rate and lateral
acceleration are almost the same [8]. From the above equation (1). we can see that
this condition is in equivalent to making the body side-slip angle to almost zero.
Since in Equation 2, the ratio of rear steer angle to front is obtained under the
condition that the body side-slip angle at steady state condition is zero, the body
side-slip angle at a transient state will not completely become zero under this
control law. Takeuchi et al. expanded the application of the Equation 2 to the
transient state and theoretically led that in order to constantly maintain the body
side-slip angle at zero, the rear wheel steer angle should be controlled in dynamic
relationship with the front steer angle [9].
Furthermon:, Fukunaga et al. reported that by actively steering the front and
rear wheels in relation to the steering wheel angle input, both of the yaw rate and
the lateral acceleration responses in relation to the steering input can be set at zero
phase lag [lo]. When the control law of the rear wheel in the report is viewed as a
relative control law of the front wheel, then the control law proposed by Takeuchi
is in completely agreement with that of Fukunaga.
3.2. Feed-Back Type 4WS

Feed-back type 4WS was initially proposed by Okada et al. [l I]. They proposed a
method to control the rear wheel steer angle by feeding back the side-slip angle of
Loqiludiml parition l m l
o o z o a m ~ m
- Whole r h e d 11certn.q
- ------L---'--
Lon.qitud#nal porilionlml
Longitudinal p o s ~ l ~ m l m l
(01 When the external force I b l When the externol force

acl in front of N.S.F! octs beh~ndN.S.F!
Fig. 3. Trajectory of yaw rate feed-back 4WS vehicle to external disturbance [12].
rear tire in which they showed by using a mathematical model that the feed-back
type AWS i9 comparison with 2WS gives us less vehicle side-slip angle and that
there is an improvement in steering response and vehicle stability.
For a feed-back type 4WS, Sato et al. proposed a control algorithm for making
the body side-slip angle near to zero [12]. This control algorithm is shown in an
equation below. The feed-forward part controls the rear wheels into opposite
direction to the front approximately in 1 to 1 ratio. It controls consequently to have
the running tracks of the front and rear wheels to be identical in low speed. The
rear wheels are additionally controlled by a feed-back of yaw rate in order to
compensate the body side-slip angle caused by the increase of vehicle speed.
Therefore, the system to control the rear wheel steer angle by feed-back of the
vehicle state variable is effective for controlling the external disturbance as shown
in Fig. 3.
3.3. Application of Sophisticated Control Theory

Since the response of the vehicle yaw rate and lateral acceleration in relation to the
front and rear wheel steer input is easy to describe theoretically, it is now
attracting as a likely research theme for applying various control theories to
introducing 4WS control law. There are many studies reported in order to improve
the control accuracy by adopting sophisticated control theories.
Itoh et al. proposed a model following control by feed-forward compensation
only, from a point of view that there will be a stability problem in a case where the
feed-back compensation may make a significant changes on vehicle dynamics and
that the interference problem between driver's steering operation and the control
system is not yet clearly defined [13]. They introduced D defined as a linear
combination of yaw rate and lateral acceleration and, they configured the control
system of the wheel steer angle which makes D * to follow the desired reference
model. They confirmed the effect of the control strategy with both mathematical
model and an experimental vehicle. As a result they were able to have the desired
yaw rate or the lateral acceleration response and also to improve the stability
during the free control operation.
Nagai et al. proposed a control law in which both front and rear wheels are
controlled by a combination of feed-back compensation and feed-forward one and
the steering response of the body side-slip angle and yaw rate is to follow virtual
vehicle response [14]. They performed a theoretical analysis of a closed loop

system which includes human factor, and compared the control system configura-
tion of feed-forward compensation only with another configuration with the
additional feed-back compensation. They reported that when the feed-back com-
pensation is added, the vehicle can autonomously respond to the external distur-
bance created by such as side wind, thus the feed-back compensation improves the
straight line stability.
Higuchi et al. introduced a rear wheel control law to make the body side-slip
angle minimum with application of an optimum control theory to 4WS by
combining the feed-back compensation and feed-forward one [15]. Harada made
an analysis of closed loop system using a driver model and theoretically tried to
evaluate the improvement of vehicle dynamic performance with 4WS by applying
the optimum control theory [16].
In these researches, the 4WS control systems were designed on the assumption
that the vehicle response is to follow the known linear dynamic equation.
However, it is very possible that the intended control performance may not be
obtained since the vehicle dynamic parameters will be subject to change from the
nominal value due to such changes as loading and road surface conditions. Also
under cornering condition where vehicle lateral acceleration is high, tire character-
istics enters into a nonlinear region and thus the linear control theory may not
become applica'ble under such a circumstance. In a view of these variable dynamic
parameters, the researchers are now trylng to further study the control law
considering such theories as adaptive control and robust control.
Yuhara et al. proposed a design technique for front active steering system [I71
and 4WS [18] vvith the adaptive control theory using a pole-zero assignment type
self-tuning controller. They proposed a control law in which the front and rear
wheels are actively steered in order to obtain a reference model yaw rate response
by identifying the vehicle response characteristics in real time and confirmed their
method by test runs with an experimental vehicle. Wang also proposed a front
wheel active steer control design technique using the pole assignment type
self-tuning controller [ 191.
Kanai et al. proposed a control law lntendetl for yaw rate, acceleration and D'
to follow some intentional response by applying a model following type adaptive
66 Y.FURUKAWA AND M. ABE
control system to 4WS [20]. In these adaptive control system, it is necessary to

have a process for identifying a real time vehicle response parameters but there is
a problem that where steering input from the driver is very small, the accuracy of
the identification will be deteriorated. Also the theoretical treatment in order to
build a stable control system for designing adaptive control system is complicated
and thus it has a disadvantage as it is rather difficult for the researchers to design a
control system.
Basing on this view, there are many studies being conducted on technique to
design robust control system assuming from the beginning that there will be
changes in the parameters, instead of trying strictly to identify the errors in the
vehicle dynamic parameters. Horiuchi et al. made 4WS control configuration of
two degree of freedom control system basing on Hm control theory [21]. They
designed a control system intended to have the lateral acceleration and yaw rate
response independently and also to improve the system robustness against the
changes of vehicle dynamics and external disturbances. They reported that with
computer simulation and by testing an experimental vehicle, they were able to
obtain the lateral acceleration and yaw rate response which they have sought, as
shown in Fig. 4.
Hirano et al. proposed an application of a robust control to an integrated control
for 4WS and 4WD. This theory is an adaptation of Hz control theory [22] and
synthesis [23,24] in relation to the changes in cornering stiffness caused by the tire
nonlinear characteristics.
Ro et al. reported that they have obtained a good robust performance by
adopting a sliding mode control for 4WS [25]. Kaminaga proposed a method of
sliding mode control using, called intelligent sliding surface, to improve the
critical cornering property when the tire side-slip angle becomes large while
maintaining 4WS vehicle stable by restricting the tire side-slip [26]. Along with
the development of robust control theory, there is now an increased number of
alternatives for the control methods available for 4WS. There are also a number of
.30 : : :: : : : : :::::: . .,..,,

........................
.. .. .. .. .. ... ... ....................... ... ... . . . . . . . .
.................
5 0 ...i...j. . .+,i.iF. . . ..;..~tLj~~
. . . . . . . ..... . .+.;. :;j;;
.......... .. ... ...
measured.....2 . i j i j i
-reference model iili
-P 45
0
: ; :;;;;: : : :::::: : : ::;:::
...............
..... .....
-1 80
0.01 0.1 1 10 0.01 0.1 1 10
Frequency [Hz] Frequency [Hz]
(a) Lalcral Accclerarion (b) Yaw Rare
Fig. 4. Result of two degree of freedorn/HZ controller synthesis [21].

ADVANCED CHASSIS CONTROL SYSTEMS
4 j Linea;yociel
62 -+High Friction Roads

4
Identification
by
Leas Squares
Fig. 5. Block diagcm of the estimator using Least Squares [30].
reports on appli.cations of control methods which have a learning effect such as

neutral network, etc. [27].

Although these robust control system is useful when the changes in the tire
cornering power is not significant, it is conceivable that it may face a running
condition in which robust control theory can not be sufficient to absorb conditions
encountered when the tire cornering power is extremely reduced. Especially when
the tire force required exceeds the maximum frictional force and the cornering
power indicates a negative value, it is conceivable then that the control system will
aggravate the instability.'
As a 4WS control method which considers the tire nonlinear characteristics, the
authors propose,d a system that varies the front and rear steering ratio in response
to the driver's sl.eering angle input [28]. This system is to improve the deterioration
of yaw rate gain which is due to the fact that the tire equivalent cornering powers
will be reduced as the lateral acceleration becomes larger by conforming the rear
steering ratio to the front smaller as the steering angle becomes larger. Recently,
there is a technique being studied to use information obtained by estimating the
coefficient of friction between tire and road surface for 4WS control. Plochl et al.
proposed a 4WS control method for adapting to k-split condition using adaptive
observer [29].
Wakamatsu et al. estimated the coefficient of friction between tire and road
surface by the least square and proposed a 4WS control method of yaw rate
feed-back by an internal model control structure with two degree of freedom [30].
The estimation technique of the friction coefficient illustrated by the block
diagram in Fig. 5 is to use the least square estimation of the actual yaw rate ratio
to the yaw rate calculated by a linear model, depending on the fact that yaw rate
Fig. 6. Time response of yaw rate on roads of different p. and ratio of them to linear model yaw rate
1301.
Simulation results of time responws S~mulationresults o f time responses
Fig. 7. Simulation results o f 4WS with IJ. estimator 1301.

step response is changed by the friction coefficient of road surface as shown in

Fig. 6. It has been reported that they obtained a good yaw rate and body side-slip
response of the vehicle with this control method as shown in Fig. 7. Tagawa et al.
proposed a technique to control the front wheel active steering system with a
robust model matching by taking the maximum friction force into consideration
1311.
As we have tliscussed above, the study relating to the 4WS control method is
now approaching to a stage to overcome the nonlinear characteristics of tires by
fully applying tlne most advanced control theories. As the authors reported [32],
however, the control effect can not be expected much if we were to forcibly use
time (sec)
Response to 90(deg) single sine wave steer input

V = l OOkrn/h without braking on wet road
Fig. 8. Comparison of 4WS and DYC on wet road [59].
the active steering control even under running conditions where we can not expect
to have an increase of the lateral force. Figure 8 shows the performance compari-
son between 4WS and DYC and it indicates that DYC control has a higher
effectiveness than 4WS under a condition where the tire lateral force is approach-
ing to near saturation state as the tire side-slip angle becomes larger especially on
such a low friction road as wet road surface. In the next chapter, we will discuss
about DYC.
4. DYC
At the International Conference on Advanced Vehicle Control, AVEC'92, held in

1992, there was a session focusing on Yaw Movement Control and a number of
technical papers [33-371 presented on controlling the vehicle motion by yaw
moment generated as a result of the difference in tire longitudinal forces between
the right and left. We believe that it was the first time to have such a number of
papers on DYC presented at any one session.
Especially in a paper [36] presented by Shibahata, he proposed a method called
"P-Method" and discussed how the yaw moment generated by the lateral force of
vehicle front and rear wheels changes in response to the vehicle side-slip angle.
Figure 9 illustrates an example of the phenomenon. One of the curved lines in this
figure describes a relationship of yaw moment generated by tire lateral force
against the vehicle side-slip angle when the difference in the side-slip angles
between the front and rear wheels is constant. The difference of the side-slip
angles between the front and rear wheels can be determined by the front wheel
steer angle and yaw rate. From this curved line, it is found that when the side-slip
angle is small, the yaw moment is proportional to the side-slip angle; that is, yaw
moment to reduce the vehicle side-slip is generated but the yaw moment will be
Fig. 9. Yaw nlolncnt gctwr;~tcdhy ~ r t :I;llc~alforce against vehicle side-slip angle [36].
saturated and starts to decrease at a certain point. This is caused by such a

characteristics rbat the rear tire lateral force will be saturated due to the increase of
the side-slip angle, though the front tires naturally have a similar characteristics.
Because of this. characteristics, it is easily understandable that a vehicle might get
into an unstable motion, called "spin motion", when the vehicle is in a large
side-slip motion.
Shibahata further indicated that the yaw moment generated by imbalance of the
tire lateral force caused by the vehicle longitudinal acceleration or braking while
the vehicle is in a steady circular turning is expressed as h,W X, YG (h,: the
height of the center of gravity; W: vehicle weight; X,: the longitudinal accelera-
tion; and Y,: the lateral acceleration) if the tire lateral force is proportional to its
vertical load. I-[e also proposed a distributional control method to cancel the yaw
moment by another yaw moment gained by transversally distributing the longitudi-
nal force to the right and left wheels proportionally to the vertical load during the
acceleration or braking in a turn. Figure 10 describes Shibahata's idea in a diagram
for easier understanding. It is found that by distributing the tire longitudinal force
during the accr:leration or braking to the right and left wheels, the yaw moment
imbalance generated by the tire lateral force can be canceled. In Fig. 11, the effect
of the transversal distribution control of the longitudinal force proportional to the
vertical load i:; illustrated. It is found in this figure that this method is more
effective than that of zero slde-slip 4WS for the stability of vehicle motion.
Inagaki et al. also showed the effect of the transversal distribution control
proportional to the vertical load [33]. However, they also pointed out that
ultimately the lransversal distribution control proportional to the yaw rate is more
effective. Figure 12 shows the effect of the transversal distribution control of
Fig. 10. Comprehensive d i a g r ; ~for

~ ~cfl'cct
~ of load proportional longitudinal forcc split control.
time (scc)
r ,-V=lOOkrn/h with -0.2(G)braking on wet road
. ,
time (scc)
Fig. I I. Effect of load proportional brake force split control.
braking force by yaw rate model following control with a yaw. rate feed-back
reported by Matsumoto et al. [34].
Almost all the control laws of DYC presented at the Yaw Moment Control
session during AVEC '92 are the yaw rate model following control with detecting
yaw rate as a vehicle state variable. That is to say, up to this stage, a control law in
which the vehicle side-slip angle is detected and used to control it has not been
considered as a study subject. Shibahata had also pointed out that the decrease of
-60 limb Ian4
Simulation results lor Simulation results for

gradual braking during a lane change gradual braking during a lane change
(Ordinary brake system wiih ABS) (Braking force distribution control)
-60 limb (see)
-15
Simulation results for Simulation results for

hard braking during a lane change hard braking during a lane change
(Ordinary brake system wiih ABS) (Braking force distribution control)
Fig. 12. Effect of yaw rate feed-back model following DYC [34].
restoring yaw imoment as the side-slip angle increases is the basic cause of the
vehicle spin and that adding yaw moment will recover the vehicle stability but did
not mention of using directly detected side-slip angle for a control information at
this stage. This, is because, in reality sensing the side-slip angle is rather difficult
and the idea of controlling the side-slip angle to zero is more suitable for 4WS and
has already been applied to some of the production vehicles.
Nevertheless the study on DYC which is to use the tire longitudinal force for
controlling the vehicle lateral motion are being undertaken not only for passengei
vehicles but also for the vehicle stability of large trucks and trailers. Nakazawa et
al. are currently studying to stabilize the vehicle motions of large trucks by
distributing its brake force in accordance with vertical load of right and left wheels
[38]. Fancher et al. used the brake force control to stabilize the motions of full
trailer [39] and Lugner et al. applied it to control the passenger car and trailer [40].
It was AVEC '96 when a number of research papers on DYC were reported
after AVEC '92 and there were also some papers presented at SAE at around same
time. At these conferences, DYC of distributing the brake force to the right and
left wheels reasonably rather than the traction force, was the subject of discussion
and theoretical and experimental studies on this type of DYC were presented.
Van Zanteri et al. reported by citing Shibahata's paper [36] that since the
instability of vehicle motion at its limit is caused by the decrease of restoring yaw
moment at a large side-slip angle, it is necessary to control the side-slip along with
the control of ;yaw motion for maintaining the stability and thus they introduced a.
control law for controlling the right and left brake forces [41,42]. Naturally it will
be necessary to sense the side-slip angle in addition to the yaw rate for the control.
250' - - - - Wlthout drivlng-stabilitycontrol

j
W i t h drlvlngatability control 1
f 1w. I ., I
\
to..
....'
\
5 0'.
'-
w
-60'.
-400' .
I
'IS I 3 .,I .
0 l 1 3 4 , s
Time
Fig. 13. Effect of the driving-stability control [43].
Alberti et al. also proposed a control strategy for the controlling of side-slip rate
in addition to the yaw rate [43]. That is to say, if the product of side-slip angle and
the side-slip rate is negative, there will be no need for the control but if it is
positive, then a yaw moment generated by the brake forces will be needed to
control the vehicle motion until it becomes negative. Therefore it is to control the
side-slip rate to make the absolute value of side-slip to be constantly smaller. The
effect of this control is shown in Fig. 13.
Inagaki further analyzed the stability of vehicle motion by phase-plane of
side-slip angle and successfully proposed a control law of vehicle motion depend-
ing on yaw moment by brake force so that the state of vehicle motion will be
within a following condition [44,45]:
The effect of thle control is shown in Fig. 14. At AVEC '96, there were also a
number of papers reported on DYC studies [a-491.
As Shibahata had pointed out, instability of vehicle motion is known to be
caused by the tiecrease of restoring yaw moment as the vehicle side-slip angle
becomes larger. Therefore it is required that the control law of DYC is not only to
control the vehicle yaw motion but also to control the vehicle side-slip by the yaw
moment in accordance with the vehicle side-slip motion. That is to say that it will
be inevitably necessary to detect the side-slip angle P of the vehicle body.
We have a following relation:
Therefore it is most common approach to obtain P by pseudo-integration of

Equation 5 though this will cause a significant integration error. A linear observer
could be considered but what is needed here is that it should be within the linear
range regardless of the side-slip angle at nonlinear range. Since the side-slip angle
within the nonlinear range is closely related to the friction coefficient p. between
tire and road surface, it will be necessary to simultaneously detects or estimates p
value if you wish to find out precise side-slip angle in indirect method unless
direct measurement is taken. Basing on this point of view, there are a number of
studies reported recently on the estimation of P and p. and the sensing and
estimation of the tire lateral force. Especially at the technical session Sensors and
Actuators of AVEC '94, there were a number of papers presented on this topic
[50-541. Nevertheless, it is an important research subject in the field of chassis
control and it is the area needed further research and development [55-581.
Most generic method to use the tire longitudinal force to control vehicle lateral
motion is DYC using the moment of longitudinal force acting on the right and left
wheels in reverse direction. Theoretically speaking, as long as the vehicle motion
is considered in a form of two degree of freedom vehicle plane model, a same
control is possible by DYC as is possible by 4WS, and the control law for DYC
can be introduced by the same way as that for 4WS. Even though it is certain that
4WS and DYC will give us a same response, DYC is not necessary suitable for the
side-slip zero control. If the vehicle side-slip is made zero by the moment of the
longitudinal force, the side-slip angle of rear wheels become smaller and the
lateral force ca,n not sufficiently be generated. In this case, the front wheels must
take care the lateral force to be balanced with the centrifugal force. Therefore, it
will cause imbalance in the duty forces between the front and rear wheels which
result in lowering the limitation of the vehicle motion [32,59].
In comparison with 4WS, DYC is suitable for the yaw rate model following
control. Figure 15 shows the same yaw rate response obtained for DYC and 4WS.
However it car1 be seen on the time history of equivalent cornering power of the
front and rear wheels that DYC requires less severe work-load on the rear tires.
The advantage of DYC is proved by the vehicle response to more severe steering
-
P
r!
i?
1
0,
-
=r
c
5
", 8 : slming mgle
g FXC:CO~L~O~
bnking force $, & & O;z : Vehicle Side Slip angle
- p : vehicle side slip angle Vclcci~y[radlrecl
-T
j - 0 -
Ll!Xy3& m1L :L
.
- 9 I
front wheel
time (see)
DYC 1
//" 1
I
"
5's ! =wheel
7 g j'
:.
I
B 80.0 . . .
1 .O
,
2.0 3.0 4.0 5.0
U U
.-
0.0 1.O 2.0 3.0 4.0 5.0
time (sec)
Response to 60(deg) single sine wave steer input
V=lOOkm/h without braking on dry road
Fig. IS. Comparison of 4WS and DYC [S9].
have some mairgin to produce the longitudinal force even though the tire lateral
force against the side-slip is in a near saturation range.
Thus the effect of DYC compared with that of 4WS is more notable in the
nonlinear range: close to its limit. As long as the motion control is depended on the
tire lateral force only like 4WS, there is a limit, because of the saturation
characteristics, to the motion control with a large side-slip and lateral force. We
can see that DYC has higher ability and is more effective even in such a near
saturation region.
Y.FURUKAWA AND M. ABE
Longltudlnal Acceleration
-0.45-0.3qGI
lnltlal Vehlcle SpeedlOOkmlh
Slngle Slne Wave Steerlng lnpul
Wlthout Control
-.
QI
30
m
-
P
0 "
Z
2
>-30
Sldesllp Angle [deg]
Fig. 16. Robustness of the vehicle response with chassis control against longitudinal acceleration.
Shimada et al. proved this characteristics by using the P-Method [60]. The
figure 17 compares how much an improvement can be made by tire longitudinal
forces, that is DYC and the rear wheel steer, that is 4WS, on the deterioration of
yaw moment characteristics caused by the acceleration and deceleration. As a
result, it is apparent that DYC is more effective and covers a wider range of the
side-slip angle.
Motoyama illustrated the effectiveness of DYC by using the moment method
proposed by Milliken in the past; that is, the relationship of yaw moment
generated by tires against the lateral acceleration [61]. Figure 18 shows the result
of the measurement of yaw moment generated against the vehicle lateral accelera-
tion for vehicles equipped with DYC and with 4WS using a flat belt type test
machine. You can see that the vehicle with DYC had maintained its control up to
higher lateral acceleration range.
It is understandable from the discussion above that the control law for DYC
should be introduced on the assumption of nonlinearity of tire and vehicle
dynamics. However, it is not so simple to make a conclusion because there is no
reason to say that the nonlinear control law for DYC is definitely defined and
there is also no sufficient number of studies have been conducted on this issue.
Recently, there are some research works seen on application of adaptive
control, H-infinity control and y-synthesis when designing control systems based
on nonlinear characteristics. Fuzzy control and neutral-network theory are also
applicable for that purpose. In general, these recent control theories and technolo-
gies are becoming very effective means for the controller designs. However, if we
were to apply these theories to the vehicle motion control, it will be necessary to
give further observation and study of the vehicle dynamics considering the
nonlinear relat~onshipamong the tire lateral force, its longitudinal force and the
vertical load as well as the saturation property of the lateral force.
Acceleration characteristics ( X G = + .96m/s')

~ Deceleration characteristics (XG=-1 .96mls2)
Effects of transverse driving and braking force distribution control

6
E
z
Y, 4
-
z
g 2
?i
32- 0
0)
C
.-
-
L' -2
..-
n
m
-4
Acceieratlon characteristics ( X G = + ~.96m/s')Deceleration characteristics (Xc=-l .96m/s2)
Effects of rear wheel steering angle control
Acceleration characteristics( X G = + .96mls2)

~ Deceleration characteristics (XG=-- 1 .96m/s2)
Fig. 17. Comparison of effects of chassis controls [60].
, (a)Without Control
Fig. 18. Comparison of effects of chassis controls [61].
It is known that vehicle dynamic stability while the vehicle is making a circular
turning accompanied by a' large side-slip angle is determined by gradients of the
lateral forces of the front and rear tires at the equilibrium point; that is, by the
equivalent cornering power. And it could be analytically explained that instability
of this motion is caused by the decrease of the equivalent cornering power of the
rear wheels due to the saturation characteristics of the lateral force against the
side-slip angle.
The above mentioned fact explains more precisely the intuitive understanding
of Shibahata in [36] that the restoring yaw moment generated by the front and rear
tires against the vehicle side-slip angle decreases and deteriorates the vehicle
---__
----
fi a
.-
LO .. 3
LO
4 8 10
-1 4 6 II 10
0 2 6 0 2
Time [s] Time [sl
,*-
6 2 4
Time [sl Time [sl
:2 0I - - [ ' ; - . ' - \
-
r-
.-e
C -I
0 lo
Time [sl Time [s]
Solid : with control
Dashed : wilhour conrrol
Doled : reference value of yaw velocity
Fig. 19. Effect of DYC with H-infinity control [62]
stability in a region where the side-slip angle is significantly large. The equivalent
cornering power varies in accordance with the side-slip angle and vertical load. If
the value of the equivalent cornering power of front and rear wheels interrupt the
stability condition, the equilibrium point becomes unstable.
Ono, with understanding of the above, proposed a method for designing a
control law of DYC with H-infinity control to stabilize the motion by allowing
such a variation of the equivalent cornering power, even within the range of the
limitation where the vehicle equilibrium point is unstable 1621. The effect of such a
control for improving the vehicle performance is shown in Fig. 19.
Authors have proposed DYC of sliding control as a nonlinear control [47]. The
vehicle motion is described by the following equation:
mv(p + r) = Y, + Y,. (6)

For an example, considering cooperation with the zero side-slip 4WS, the sliding
surface will be:
and as a sliding condition, the following equation is introduced:
V=120km/h with -0.4(G) braking on dry down hill road

.-
C
g:.--=
-c s.h3r:
.0-d r
2
time (sec)
6=gc
0'
U 0
zg 2
4 %.o 1.0 2.0 3.0 4.0
---/+? 4
0 /t7 ire Force Monitorina D Y C ~" 91' -
Fig. 20. Effect of DYC with sliding control 1471.

Developing these equations, it is possible to obtain the yaw moment M z which

satisfies these equations as a control law for DYC. It is easy to understand that tire
lateral force information is necessary for determining the control.
In order to k:now the tire lateral force of a vehicle in motion, there is a way to
directly detect the force itself. As we have already described, there is a number of
practical metho'ds being proposed. If we have a deeper understanding and neces-
sary knowledge about the tire lateral force, it will be possible to design an
appropriate on-board-tire-model by which the lateral force respond to the side-slip
angle can be calculated. If side-slip angles of both front and rear tires are given,
we will be able to estimate the tire lateral force by using this tire model and thus it
will be possible to use that information for the control. Of course in order to know
the tire lateral force, the body side-slip angle must be detected or estimated. And
in order to make a model accurately enough to calculate the tire lateral force
which is to cover the nonlinear range, the friction coefficient p must be somehow
detected or estimated. An example of stabilizing the vehicle motion by sliding
control propost:d on the assumption of these approaches is shown in Fig. 20.
Lugner has also reported the application of the sliding mode control to DYC [40].
There is a possibility to find a way to obtain a better chassis control by having
deeper understanding of the characteristics of the tire and vehicle dynamics and by
simply introducing those knowledge and information to the control law. This
approach may inake tuning work easier if it were actually applied.
As it is mentioned earlier, the advantage of DYC compared with 4WS is that
the yaw moment required by the control law can be directly produced without
being affected by the vehicle motion. Therefore, the yaw moment produced by
DYC will be more accurate. In contrast, 4WS does not give direct command on
the lateral force but on the steering angle. Therefore the lateral force generated by
4WS control has less accuracy and will be more susceptible to the vehicle motion
because the tire: lateral force has a nonlinear relationship to the side-slip angle and
vertical load. 0.n the other hand, DYC can not directly control the side-slip motion
since it can nol: use any lateral force for the control. For these reasons, it will be
possible to realize more effective chassis control by coordinated control of 4WS
and DYC to compensate the drawback of each other. An effectiveness of this
coordinated control is shown in Fig. 20.
5. CONCLUSION
In this paper, we have observed and discussed the chassis control for vehicle
handling and active safety. We have introduced the fact that many researches have
bee11 conductecl on the steering control after a number of reports were made on a
basic feed-forward type 4WS and there also are a number of challenging re-
searches being recently conducted to overcome the nonlinear kinematic character-
istics of tire by applying sophisticated control theory. Regardless of how much the
advanced control theories were used, we pointed out that there is a wall of vehicle
dynamics and control which at this stage is difficult to make a break through.
We believe that DYC is one of the approaches to complement the limit of 4WS
control. We have emphasized that DYC is more effective on the vehicle motion
control in nonlinear range of vehicle dynamics and tire characteristics, and the
control law for DYC should be introduced on the assumption of this nonlinearity.
Further more we point out here that the integration/coordination control of 4WS
and DYC should be a promising control to bring us higher limit performance of
vehicle handling and a reasonable control law for the integration/coordination to
compensate for the draw-back of each other is expected to be proposed.
In this respect, we also emphasize that it will be necessary to further review the
control laws basing on a deeper observation on vehicle dynamics and tire. We
believe that in the area of this study, the treatment of nonlinear characteristics will
be the most important issue, and the estimation or the measurement of vehicle
side-slip angle and friction coefficient between tire and road surface accurately
enough for the intended control is becoming one of the key technologies for the
chassis controls. From a view point of control theory, it would be called as a
nonlinear adaptive observer.
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Advanced Chassis Control Systems for Vehicle

YOSHIMI FURUKAWA and MASATO ABE '

2. OVER-VIEW OF CHASSIS CONTROL

Objective Cllassis Corltrol Tire Force Vehicle Motion

some of controlled 4WD vehicles.

-1 0 0.3 0.5 0.6

Fig. 2. Driver-vehicle performance in lane change test [4].

3.2. Feed-Back Type 4WS

(01 When the external force I b l When the externol force

3.3. Application of Sophisticated Control Theory

vehicle response [14]. They performed a theoretical analysis of a closed loop

control system to 4WS [20]. In these adaptive control system, it is necessary to

.30 : : :: : : : : :::::: . .,..,,

(a) Lalcral Accclerarion (b) Yaw Rare

Fig. 4. Result of two degree of freedorn/HZ controller synthesis [21].

62 -+High Friction Roads

Fig. 5. Block diagcm of the estimator using Least Squares [30].

reports on appli.cations of control methods which have a learning effect such as

neutral network, etc. [27].

Simulation results of time responws S~mulationresults o f time responses

Fig. 7. Simulation results o f 4WS with IJ. estimator 1301.

step response is changed by the friction coefficient of road surface as shown in

Response to 90(deg) single sine wave steer input

At the International Conference on Advanced Vehicle Control, AVEC'92, held in

saturated and starts to decrease at a certain point. This is caused by such a

Fig. 10. Comprehensive d i a g r ; ~for

r ,-V=lOOkrn/h with -0.2(G)braking on wet road

-60 limb Ian4

Simulation results lor Simulation results for

-60 limb (see)

Simulation results for Simulation results for

250' - - - - Wlthout drivlng-stabilitycontrol

Therefore it is most common approach to obtain P by pseudo-integration of

Acceleration characteristics ( X G = + .96m/s')

Effects of transverse driving and braking force distribution control

Acceieratlon characteristics ( X G = + ~.96m/s')Deceleration characteristics (Xc=-l .96m/s2)

Effects of rear wheel steering angle control

Acceleration characteristics( X G = + .96mls2)

Fig. 18. Comparison of effects of chassis controls [61].

mv(p + r) = Y, + Y,. (6)

and as a sliding condition, the following equation is introduced:

V=120km/h with -0.4(G) braking on dry down hill road

Fig. 20. Effect of DYC with sliding control 1471.

Developing these equations, it is possible to obtain the yaw moment M z which

of AVEC94, Tsukuba, 1994.

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