Rear Motor Control for a 4WD Hybrid Electric Vehicle Stability

Donghyun Kim, Sungho Hwang and Hyunsoo Kim Recently, vehicle safety enhancement systems known as electronic stability program(ESP), vehicle dynamic control(VDC), etc. which adopt the brake based methods have become very popular and applications of these systems have been expanded. When a car encounters unexpected road condition such as split-,t road, the tire slip angles, and consequently, the vehicle slip angle may increase rapidly, which causes the car to reach its physical limit of adhesion between the tires and the road. Since most drivers have few experiences in operating the car under this situation, they might loose controllability of the vehicle eventually. The brake based vehicle safety enhancement system controls the vehicle behavior to be predictable using the active control of the individual wheel brake so that the driver could reestablish the controls of the vehicle. As the brake based technologies, vehicle safety enhancement systems such as the offset yaw moment generation using the brake force control of the each wheel[3], and the wheel slip control based on the estimated friction coefficient between the tire and the road[4, 5, 6] have been investigated.
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Abstract- Vehicle stability control for a 4WD hybrid electric vehicle is investigated using the rear motor driving/regenerative braking control and electro-hydraulic brake(EHB) control. A fuzzy rule based control algorithm is proposed, which generates the direct yaw moment to compensate the errors of the sideslip angle and yaw rate. Performance of the vehicle stability control algorithm is evaluated using ADAMS/Car and MATLAB Simulink co-simulation. The co-simulation program consists of 3 parts (I)ADAMS/Car model, (2)MATLAB Simulink model and (3)Interface model. It is found from the simulation results that the direct yaw moment generated by the rear motor control is able to provide the improved stability compared with the vehicle performance without any control. It is found that better performance can be achieved by applying the rear motor plus EHB control.

Index Terms-4WD, Hybrid electric vehicle, Regenerative braking, Vehicle stability control
1. INTRODUCTION Hybridization of 4 wheel drive(4WD) vehicle is able to

Brake position

- Lateral acc. sensor

-

4 wheel speed sensor

Yaw rate sensor

First, additional mechanical device such as transfer case and propeller shaft that are required to transfer the engine power to the wheels can be eliminated by adopting separate motors at the front and the rear wheels. Second, an improvement of fuel economy can be achieved by recuperation energy due to the regenerative braking. Finally, improved vehicle stability can be obtained by adequate control ofthe motor drive torque and the regenerative braking torque[l]. Generally, the vehicle stability in 4WD vehicles has been pursued by torque split based technology and brake based technology. The brake based methods are essentially brake maneuver strategies using the active control of the individual wheel brake. By comparison, the torque split based technologies realize stability by varying the traction torque split through powertrain to create an offset yaw moment[2].
D. Kim is with Sungkyunkwan University, Suwon, Korea(e-mail:

Hprovide many advantages.

Fig. 1. 4WD HEV powertrain structure

sugiya@unitel.co.kr).

S. Hwang is an assistant professor in School of Mechanical Engineering at Sungkyunkwan University, Suwon, Korea(e-mail: hsh@me.skku.ac.kr). H. Kim is a professor in School of Mechanical Engineering at Sungkyunkwan University, Suwon, Korea(corresponding author, e-mail: hskimrme.skku.ac.kr).

In the 4WD hybrid electric vehicle adopting separate front and rear motor, the vehicle stability enhancement algorithm using the rear motor control has some advantages such as faster response, braking energy recuperation, etc. However, since the left and right wheels are controlled by the same driving/ regenerative torque from one motor, stability enhancement

0-7803-9435-6/05/$20.00 02005 IEEE.

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only by the rear motor control has a limitation in satisfying the required offset yaw moment. Therefore, to obtain the demanded offset yaw moment, a brake force distribution at each wheel is required. In this paper, a vehicle stability control logic using the rear motor and electro-hydraulic brake(EHB) is proposed for a 4WD hybrid electric vehicle. A fuzzy control algorithm is suggested to compensate the error of the sideslip angle and the yaw rate by generating the direct yaw moment. Performance of the vehicle stability control algorithm is evaluated using ADAMS/Car and MATLAB Simulink co-simulation.
11. VEHICLE MODELING

of the 4WD hybrid electric vehicle, a detail vehicle model is required. In this study, a vehicle model using ADAMS/Car is developed. Figure 3 shows the 4WD hybrid electric vehicle model using ADAMS/Car program. In the ADAMS/Car vehicle model, longitudinal velocity, lateral velocity, yaw rate, roll angle, pitch angle, sideslip angle, longitudinal and lateral displacements are calculated. The ADAMS/Car model in Fig. 3 provides reliable dynamic behavior of the vehicle since the dynamic characteristics of the tire, steering system and suspension system are included.

Figure I shows 4WD hybrid electric vehicle powertrain structure used in this study. The 4WD HEV is driven by the engine, front and rear motor. The front axle is driven by the engine and the front motor while the rear axle is driven by the separate rear motor. As a transmission, continuously variable transmission(CVT) is used. Motor control unit controls the motor driving and regenerative braking. Brake control unit controls the electro-hydraulic brake(EHB) module. When the brake pedal is applied, the regenerative braking of the front and rear motor and mechanical braking of the EHB module is carried out.
A. MA TLAB Simulink Powertrain Model Figure 2 shows the MATLAB Simulink powertrain model for a 4WD hybrid electric vehicle investigated in this study. Dynamic modeling of the engine, motor, battery, clutch, CVT and controller are performed with the MATLAB Simulink on modular base.
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Fig. 3. ADAMS/Car vehicle.

C. Interface Model The interface model is required to interchange the calculated data between the MATLAB Simulink model and the ADAMS/Car model. In Fig. 4, the interface model is shown. In the interface model, the front and rear drive axle torque and the friction brake torque that are calculated from the MATLAB Simulink model are transmitted to the ADAMS/Car model whilst the vehicle velocity, sideslip angle, and yaw rate, wheel slip angle, etc. are transferred from the ADAMS/Car model to the MATLAB Simulink model.
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B. ADAMS/Car Model In high speed cornering or emergency braking, the tire slip and lateral force which determine the vehicle dynamic behavior are greatly affected by the tire nonlinear characteristic, steering system and the suspension system. Therefore, a vehicle model which is able to describe the dynamic characteristics of these systems is required. In addition, in order to represent the independent driving characteristics of the front and rear wheel

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B. Desired Value Estimator The error e which is obtained from the equation (3) is transformed into the steering angle 65 by considering the control gain PID as in the equation (4). From the steering angle 6, the desired yaw rate Yd and the sideslip angle f6d can be obtained as follows

Fig. 5. Co-simulation structure for ADAMS/Car and MATLAB Simulink simulation

1I. VEHICLE STABILITY ENHANCEMENT

When the vehicle travels around the sharp corner or the driver maneuvers the steering wheel excessively, the rear tire slip angle may exceed limit value, which results in the reduced rear lateral forces. This causes the vehicle side slip angle and yaw rate to increase. So, the grip is lost and consequently the steerability becomes out of control. Therefore, to ensure the vehicle stability, appropriate vehicle safety enhancement system should be provided to assist the driver to recover the controllability of the vehicle. In this study, a control algorithm using the regenerative braking with EHB is proposed.
A. Driver Model

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where rd is the desired yaw rate, /3d is the desired sideslip angle, A, is the steering stability factor, Cf is the front tire estimated /\positionn cornering stiffness, C, is the rear tire cornering stiffness. A driver model is used to trace the desired path for the closed-loop C. Fuzzy Control Algorithm For the vehicle stability control, a fuzzy control algorithm is used by considering of the tire nonlinear characteristics in Yd ) (Xd .' X, y) desired ,current cornering[7,8,9]. The inputs of the fuzzy controller are the position , position errors of the vehicle side slip angle and yaw rate. The error is defined as the difference between the desired value from the desired vehicle model and the actual value from the actual Fig. 6. Steering by the driver model vehicle model. Using these inputs, the fuzzy controller generates the direct yaw moment that is required to compensate A driver model is used to trace the desired path for the the errors. closed-loop simulation. Figure 6 shows a schematic diagram of In Fig. 7 and Fig. 8, a block diagram and a flow chart for the the driver model. vehicle stability control are shown. For the desired The driver model manipulates the steering angle 5 to displacement xd and Yd , the driver model manipulates the compensate the error between the estimated position and the steering angle 6. The actual sideslip angle g and yaw rate y desired position. The estimated position x and y' can be are measured and compared with the desired sideslip angle /3d calculated from the following equations and yaw rate Yd which are calculated from the desired value L (1) estimator in the equations (5)-(6). The errors e. and ey are x =x+(VPcos(o-Vysin(o)used as the inputs of the fuzzy controller. The fuzzy controller L (2) calculates the direct yaw moment M to compensate the errors. y*=y+(VPsin,p+Vycosp)The direct yaw moment M is used as the system control input. (3) In generating the required direct yaw moment M, the following e= V(x,-x*)+(yd-y) control strategy is proposed to maximize the recuperation

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energy and fast response: M is generated by the rear motor driving/regenerative braking control, in priority, and if the direct yaw moment by the rear motor control is not sufficient enough, the M is compensated by the EHB force at the front and rear wheel.

If the direct yaw moment by the regenerative braking is not large enough to control pg and y, the EHB module begins to come into action together with the regenerative braking. In case of the understeer(Fig. 9b), the rear motor is controlled to provide the tractive force, which generates the direct yaw moment to assist the vehicle cornering motion. When the tractive force is applied at the rear wheel, the lateral force at the rear tire decreases. Since the lateral force at the front tire remains unchanged, the decreased lateral force at the rear tire generates the yaw moment in the direction to reduce the understeer.
<J: regenerative braking
<>: EHB braking <1: motor driving

Fig. 7. Block diagram of vehicle stability control

Desired path

Steering driver model

Desired

(a) oversteer control

(b) understeer control

Fig. 9. Yaw moment generation with oversteer and understeer

IV SIMULATIONRESULTS

4WD hybrid electric vehicle performance simulations are carried out for J-turn and single lane change. In Table 1, the vehicle parameter used in the simulations are shown.
Rear motor control Rear motor 4 EHB control

TABLE I
VEHICLE SPECIFICATION

Fig. 8. Flow chart of vehicle stability control

Vehicle Data
Vehicle Mass Drag Coefficient Ambient Air Density Gravitational Constant Vehicle Frontal Area 1618 kg 0.346 (unitless) 1.23 kg/rn3 9.80665 m/s2 1.964 m2

Figure 9 shows how the yaw moment is generated by the rear motor and EHB module with respect to the yaw rate error. When the yaw rate error e, becomes negative, the vehicle shows oversteer characteristic and vice versa. For the oversteer case(Fig. 9a), the rear motor is controlled to carry out the regenerative braking to generate the direct yaw moment. When the regenerative braking is executed at the rear wheel, the longitudinal force applied at the tire decreases, which results in the decreased slip in the longitudinal direction. This causes the increased lateral force at the tire according to the tire model. Since the lateral force at the front tire remain almost constant, the increased lateral force at the rear tire generates the yaw moment in the opposite direction, which operates to reduce the sideslip angle and yaw rate.

Engine Volume Engine Inertia

Rotational Inertia Maximum Speed Rated Power Maximum Torque Total Power Total Number of Cell

Engine Data

Motor Data Rear Motor Front Motor 0.0126 kgm2 0.0413 kgm2 8000 rpm 6000 rpm 20kW 12kW 80 Nm 80 Nm Battery Data 23 kW, 6.5Ah 30 module! pack

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Fig.. 11. Simulation results for single lane change

A. J-turn Simulation In Fig. 10, simulation results for J-turn[10] are shown. In the simulation, the steering angle input is applied with 56 degrees as shown in Fig. 1O(a) at 80km/h constant velocity. In Fig. 10, simulation results of the yaw rate(b), yaw rate error(c), sideslip angle(d) and vehicle trajectory(e) are shown. In the vehicle dynamic control, the target yaw rate is calculated from the desired model. It is seen from Fig. 10 that the actual yaw rate without any control (No control) increases rapidly right after the steering input is applied, which causes a spin of the vehicle(e) in the counterclockwise direction. In case of the rear motor control(Motor only), the sideslip angle, yaw rate and vehicle trajectory follow the targets showing some errors. The vehicle attitude shows some spin, but it is noted that the amount of spin is reduced a lot compared to that of the No control. From Fig. 10, it is found that the vehicle stability can be improved only by the rear motor control. In order to achieve better performance, it is required to apply the EHB at the right side of the wheels. Simulation results using the EHB are shown in Fig. 10. In the simulation, the rear motor control is applied with the EHB and the braking force by the EHB module is applied only for the right side wheels to generate the required direct yaw moment. As shown in Fig. 10, the sideslip angle and yaw rate for the rear motor control with EHB(Motor+EHB) follow the control targets showing reduced errors compared to those by the case of Motor only. Correspondingly, the vehicle trajectory(e) follows the target trajectory closely while the vehicle attitude is maintained without spin. When the yaw rate error(c) becomes positive, the motor generates the tractive force to reduce understeer. When the yaw rate error becomes negative, the motor carries out the regenerative braking to reduce oversteer. As shown in Fig. 10(f), dynamic behavior of the vehicle for each case can be monitored by ADAMS/Car animation tool.

B. Single Lane Change Simulation Figure 11 shows the simulation results for the single lane change. In the simulation, a sine-wave steering input(a) is applied at 80km/h constant velocity. In Fig. 1 (b)-(e), yaw rate(b), yaw rate error(c), sideslip angle(d) and vehicle trajectory(e) are shown. The sideslip angle and yaw rate for No control come out of the target value. The sideslip angle and yaw rate for Motor only show improved response, but still have some errors in following the target value. It is noted that the vehicle stability control with Motor+EHB follows the target value most closely. As shown in Fig. 11 (c), the yaw rate error shows positive or negative value, which means that the vehicle experiences the understeer or oversteer motion. Corresponding to the yaw rate error, the rear motor generates the tractive force or regenerative braking force respectively. The dynamic behavior of the vehicle for single lane change can be monitored by ADAMS/Car animation tool as shown in Fig. (f). From Fig. 10-Fig. 11, it is found that the vehicle stability control logic suggested in this study demonstrates a satisfactory performance. Compared to the EHB only braking, the motor driving/regenerative braking plus EHB is able to provide improvement of the fuel economy due to the regenerative braking energy in addition to the vehicle stability control.
V. CONCLUSION

Vehicle stability control for a 4WD hybrid electric vehicle is investigated using the rear motor control and electro-hydraulic brake(EHB) control. A fuzzy rule based control algorithm is proposed, which generates the direct yaw moment to compensate the errors of the sideslip angle and yaw rate between the outputs of the desired value estimator and the actual vehicle model. Performance of the vehicle stability control algorithm is evaluated using ADAMS/Car and MATLAB Simulink co-simulation. The co-simulation program

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consists of 3 parts (1) ADAMS/Car model, (2) MATLAB Simulink model and (3) Interface model. ADAMS/Car model calculates the actual vehicle behavior such as yaw rate, sideslip angle, lateral acceleration and vehicle velocity by considering the tire nonlinearity, suspension characteristics and steering system. MATLAB Simulink model calculates the axle torque by the rear motor and the EHB force at each wheel from the powertrain model and the control logic. Interface model exchanges the control values between the ADAMS/Car model and MATLAB Simulink model. It is found from the simulation results that the direct yaw moment generated by the rear motor control is able to provide the improved stability compared with the vehicle performance without any control. It is found that better performance can be achieved by applying the rear motor plus EHB control. It is expected that the vehicle stability control suggested in this study is able to offer an additional improvement of the fuel economy owing to the regenerative braking energy as well as the improved vehicle stability.
ACKNOWLEDGMENT

The authors are grateful for the support provided by a grant from the Brain Korea project in 2005.
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