By Johannes Edelmann, Manfred Plöchl, Peter E. Pfeffer
The AVEC symposium is a number one foreign convention within the fields of auto dynamics and complicated motor vehicle regulate, bringing jointly scientists and engineers from academia and automobile undefined. the 1st symposium used to be held in 1992 in Yokohama, Japan. on the grounds that then, biennial AVEC symposia were verified across the world and feature significantly contributed to the development of expertise in automobile learn and improvement. In 2016 the thirteenth overseas Symposium on complicated car keep an eye on (AVEC’16) was once held in Munich, Germany, from thirteenth to sixteenth of September 2016. The symposium used to be hosted by means of the Munich college of technologies.
AVEC’16 places a different concentrate on automated using, independent riding capabilities and driving force support structures, built-in keep an eye on of interacting keep an eye on structures, managed suspension structures, lively wheel torque distribution, and automobile kingdom and parameter estimation.
132 papers have been provided on the symposium and are released in those court cases as complete paper contributions. The papers overview the newest learn advancements and functional functions in hugely appropriate components of car regulate, and will function a reference for researchers and engineers.
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Extra resources for Advanced Vehicle Control Proceedings of the 13th International Symposium on Advanced Vehicle Control, September 13-16, 2016, Munich, Germany
5). Conversely, the controller could be used to create a drift mode to improve the fun-to-drive aspect. For the experimental tests, the developed vehicle controllers were implemented on a dSPACE AutoBox system (VCU in Fig. 2) and the signals were transmitted through CAN. , 2015a). , 2012) and, thus, the creation of fundamentally different driving modes. For example, a model-based design procedure is used in De Novellis et al. 3 Energy-efficiency improvement Owing to the actuation redundancy of EVs with multiple motors, TV control can be used to minimize the 18 Figure 6.
This is because in the considered control task a strong USC action is required, including the preview action during the initial period when the vehicle moves straight (see δf = δ1 = δ2 in the AFS case in Fig. 4). The fact that the FAS cannot generate lateral tire force in the absence of tire sideslip angle explains its inferiority compared to 13 Figure 5. Optimization results for emphasized discrete bump-type road disturbance. 3 s (see x1 ), the FAS abruptly reverses its action (Fa < 0) to prevent the strong sprung mass (free) fall that would affect the ride comfort.
Relationships between ego vehicle and arbitrary point on ego vehicle trajectory. The circular-arc-distance from the current position of ego vehicle to the arbitrary point is indicated as Equation 5: where, v0_ego (t) = current longitudinal velocity of ego vehicle; ax_ego = predicted longitudinal acceleration of ego vehicle; and tpred = prediction time from current time. By eliminating D using Equation 4 and 5, longitudinal acceleration to reach the point (xpred , ypred ) at predicted time tpred is expressed in Equation 6: Motion prediction of ego vehicle Assuming that velocity and the acceleration of ego vehicle can be acquired, and the position and the velocity of surrounding objects can be acquired by environment perception sensors.