Pub Date : 2024-09-06DOI: 10.1177/09544070241272772
Hongbo Wang, Siyi Zheng, Shihan Xu
Yaw stability is very important for commercial traction vehicles, the yaw stability control of traction vehicle based on nonsingular fast terminal sliding mode is studied in this paper. Firstly, the sliding mode control with high robustness is selected for the yaw moment controller, and the traditional sliding mode, fast terminal sliding mode, and nonsingular fast terminal sliding mode (NFTSM) are derived. The rear axle side deflection angle is monitored, and the traditional yaw stability control strategy is improved. When computing actuator response value, the calculation of the target slip rate and the target engine torque are added on the basis of the traditional calculation of the target braking pressure, and the variable parameter PID method is introduced in the torque calculation part to improve the effect of torque control. A simulation and a real vehicle test are carried out, and the results show that the effect of the developed nonsingular fast terminal sliding mode controller is significantly better than the fast terminal sliding mode method and has strong vehicle directional stability.
{"title":"Yaw stability control of tractor vehicle based on nonsingular fast terminal sliding mode","authors":"Hongbo Wang, Siyi Zheng, Shihan Xu","doi":"10.1177/09544070241272772","DOIUrl":"https://doi.org/10.1177/09544070241272772","url":null,"abstract":"Yaw stability is very important for commercial traction vehicles, the yaw stability control of traction vehicle based on nonsingular fast terminal sliding mode is studied in this paper. Firstly, the sliding mode control with high robustness is selected for the yaw moment controller, and the traditional sliding mode, fast terminal sliding mode, and nonsingular fast terminal sliding mode (NFTSM) are derived. The rear axle side deflection angle is monitored, and the traditional yaw stability control strategy is improved. When computing actuator response value, the calculation of the target slip rate and the target engine torque are added on the basis of the traditional calculation of the target braking pressure, and the variable parameter PID method is introduced in the torque calculation part to improve the effect of torque control. A simulation and a real vehicle test are carried out, and the results show that the effect of the developed nonsingular fast terminal sliding mode controller is significantly better than the fast terminal sliding mode method and has strong vehicle directional stability.","PeriodicalId":54568,"journal":{"name":"Proceedings of the Institution of Mechanical Engineers Part D-Journal of Automobile Engineering","volume":null,"pages":null},"PeriodicalIF":1.7,"publicationDate":"2024-09-06","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142205277","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-09-04DOI: 10.1177/09544070241272803
Xianhe Shang, Fujun Zhang, Zhenyu Zhang, Tao Cui
To enhance the starting performance of heavy-duty vehicles under different starting conditions, a vehicle starting coordinated optimal control method based on driver intention recognition is proposed. This method uses the Gaussian Mixture Model-Hidden Markov Model (GMM-HMM) for starting intention recognition, dividing the starting intentions into three categories: gentle start, normal start, and emergency start. The GMM-HMM starting intention recognition model is validated using real vehicle data. Based on the recognition results of driver intentions, a performance index function is defined as a weighted sum of smoke limit restriction time, 0–20 km/h acceleration time, and starting jerk. By assigning different weight coefficients, the allocation of requirements for starting power and comfort is achieved. Based on the principle of minimizing values, the coordinated control parameters (upshift speed and starting fuel quantity) are optimized, resulting in the optimal combination of coordinated control parameters under different starting intentions. This enables the optimal control of vehicle starting coordination based on the driver’s different starting intentions.
为了提高重型车辆在不同起动条件下的起动性能，提出了一种基于驾驶员意图识别的车辆起动协调优化控制方法。该方法采用高斯混合模型-隐马尔可夫模型（GMM-HMM）进行起步意图识别，将起步意图分为三类：平缓起步、正常起步和紧急起步。GMM-HMM 启动意图识别模型使用真实车辆数据进行了验证。根据驾驶员意图的识别结果，定义了一个性能指标函数，该函数是烟度限制时间、0-20 km/h 加速时间和起步颠簸的加权和。通过分配不同的权重系数，实现了对起步动力和舒适性要求的分配。根据数值最小化原则，对协调控制参数（升挡速度和起步燃油量）进行优化，从而实现不同起步意图下协调控制参数的最优组合。这样就能根据驾驶员不同的起步意图对车辆起步协调进行优化控制。
{"title":"Optimal control strategy for vehicle starting coordination based on driver intention recognition","authors":"Xianhe Shang, Fujun Zhang, Zhenyu Zhang, Tao Cui","doi":"10.1177/09544070241272803","DOIUrl":"https://doi.org/10.1177/09544070241272803","url":null,"abstract":"To enhance the starting performance of heavy-duty vehicles under different starting conditions, a vehicle starting coordinated optimal control method based on driver intention recognition is proposed. This method uses the Gaussian Mixture Model-Hidden Markov Model (GMM-HMM) for starting intention recognition, dividing the starting intentions into three categories: gentle start, normal start, and emergency start. The GMM-HMM starting intention recognition model is validated using real vehicle data. Based on the recognition results of driver intentions, a performance index function is defined as a weighted sum of smoke limit restriction time, 0–20 km/h acceleration time, and starting jerk. By assigning different weight coefficients, the allocation of requirements for starting power and comfort is achieved. Based on the principle of minimizing values, the coordinated control parameters (upshift speed and starting fuel quantity) are optimized, resulting in the optimal combination of coordinated control parameters under different starting intentions. This enables the optimal control of vehicle starting coordination based on the driver’s different starting intentions.","PeriodicalId":54568,"journal":{"name":"Proceedings of the Institution of Mechanical Engineers Part D-Journal of Automobile Engineering","volume":null,"pages":null},"PeriodicalIF":1.7,"publicationDate":"2024-09-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142205279","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-08-31DOI: 10.1177/09544070241274534
Mariagrazia Tristano, Basilio Lenzo
Vehicle lateral stability plays an important role within vehicle passenger safety. The study of lateral stability is typically related to investigating the dynamics of relevant vehicle states: among these, the vehicle sideslip angle ([Formula: see text]) emerges as a prominent candidate. Sideslip angle measurement is expensive and impractical, hence estimation techniques are often used, typically based on Kalman filters or neural networks, both with their issues. This work presents an alternative estimation method based on the idea of splitting sideslip angle into kinematic and dynamic contributions, and by observing that the kinematic contribution is straightforward to estimate. Therefore, efforts are devoted into estimating dynamic sideslip angle, which is herein obtained through a parametric interpolation harnessing lateral acceleration. Only data available from traditional vehicle onboard sensors are used in the process. Experimental results are presented along several manoeuvres on a full-scale vehicle, with the estimator running online within a dSPACE unit, ultimately supporting the efficacy and real-time feasibility of the proposed approach.
{"title":"Estimating vehicle sideslip angle through kinematic and dynamic contributions: Theory and experimental results","authors":"Mariagrazia Tristano, Basilio Lenzo","doi":"10.1177/09544070241274534","DOIUrl":"https://doi.org/10.1177/09544070241274534","url":null,"abstract":"Vehicle lateral stability plays an important role within vehicle passenger safety. The study of lateral stability is typically related to investigating the dynamics of relevant vehicle states: among these, the vehicle sideslip angle ([Formula: see text]) emerges as a prominent candidate. Sideslip angle measurement is expensive and impractical, hence estimation techniques are often used, typically based on Kalman filters or neural networks, both with their issues. This work presents an alternative estimation method based on the idea of splitting sideslip angle into kinematic and dynamic contributions, and by observing that the kinematic contribution is straightforward to estimate. Therefore, efforts are devoted into estimating dynamic sideslip angle, which is herein obtained through a parametric interpolation harnessing lateral acceleration. Only data available from traditional vehicle onboard sensors are used in the process. Experimental results are presented along several manoeuvres on a full-scale vehicle, with the estimator running online within a dSPACE unit, ultimately supporting the efficacy and real-time feasibility of the proposed approach.","PeriodicalId":54568,"journal":{"name":"Proceedings of the Institution of Mechanical Engineers Part D-Journal of Automobile Engineering","volume":null,"pages":null},"PeriodicalIF":1.7,"publicationDate":"2024-08-31","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142205278","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-08-30DOI: 10.1177/09544070241272784
Guangyuan Bao, Chao He, Libing Xie, Yingxue Xiao, Jiaqiang Li
This study focuses on the design of an embedded Exhaust gas recirculation (EGR) pipe within the helical intake port of a diesel engine, adjusting the in-cylinder EGR stratification by changing the structural parameters of the EGR pipe, and examining its impact on engine combustion and emissions. The main focus is on the effect of EGR pipe angle B on in-cylinder EGR stratification. The degree of in-cylinder EGR gas stratification is used to evaluate the EGR stratification gradient and analyze the effects of different swirl ratios and EGR stratification on combustion. The study shows that introducing CO2 through the EGR pipe can form an ideal radial stratification of rich outer and lean inner layers in the combustion chamber, with a maximum stratification degree of up to 13.2%. Comparative analysis of different swirl ratios and EGR gas introduction reveals that increasing the swirl ratio can significantly reduce soot emissions. Additionally, introducing 10% CO2 through the embedded EGR pipe can significantly reduce NO x emissions.
{"title":"The effect of embedded EGR pipe in diesel engine intake port on in-cylinder intake stratification","authors":"Guangyuan Bao, Chao He, Libing Xie, Yingxue Xiao, Jiaqiang Li","doi":"10.1177/09544070241272784","DOIUrl":"https://doi.org/10.1177/09544070241272784","url":null,"abstract":"This study focuses on the design of an embedded Exhaust gas recirculation (EGR) pipe within the helical intake port of a diesel engine, adjusting the in-cylinder EGR stratification by changing the structural parameters of the EGR pipe, and examining its impact on engine combustion and emissions. The main focus is on the effect of EGR pipe angle B on in-cylinder EGR stratification. The degree of in-cylinder EGR gas stratification is used to evaluate the EGR stratification gradient and analyze the effects of different swirl ratios and EGR stratification on combustion. The study shows that introducing CO<jats:sub>2</jats:sub> through the EGR pipe can form an ideal radial stratification of rich outer and lean inner layers in the combustion chamber, with a maximum stratification degree of up to 13.2%. Comparative analysis of different swirl ratios and EGR gas introduction reveals that increasing the swirl ratio can significantly reduce soot emissions. Additionally, introducing 10% CO<jats:sub>2</jats:sub> through the embedded EGR pipe can significantly reduce NO x emissions.","PeriodicalId":54568,"journal":{"name":"Proceedings of the Institution of Mechanical Engineers Part D-Journal of Automobile Engineering","volume":null,"pages":null},"PeriodicalIF":1.7,"publicationDate":"2024-08-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142205280","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
With increasingly prominent problems such as environmental pollution and the energy crisis, the development of pure electric vehicles has attracted more and more attention. However, the short range is still one of the main reasons affecting consumer purchases. Therefore, an optimized energy management strategy (EMS) based on the Soft Actor-Critic (SAC) and Deep Deterministic Policy Gradient (DDPG) algorithm is proposed to minimize the energy loss for multi-speed pure electric vehicles, respectively, in this paper. Vehicle speed, acceleration, and battery SOC are selected as state variables, and the action space is set to the transmission gear. The reward function takes into account energy consumption and battery life. Simulation results reveal that the proposed EMS-based SAC has a better performance compared to DDPG in the NEDC cycle, manifested explicitly in the following three aspects: (1) the battery SOC decreases from 0.8 to 0.7339 and 0.73385, and the energy consumption consumes 5264.8 and 5296.6 kJ, respectively; (2) The maximumC-rate is 1.565 and 1.566, respectively; (3) the training efficiency of SAC is higher. Therefore, the SAC-based energy management strategy proposed in this paper has a faster convergence speed and gradually approaches the optimal energy-saving effect with a smaller gap. In the WLTC condition, the SAC algorithm reduces 24.1 kJ of energy compared with DDPG, and the C-rate of SAC is below 1. The maximum value is 1.565, which aligns with the reasonable operating range of vehicle batteries. The results show that the SAC algorithm is adaptable under different working conditions.
{"title":"Investigation of energy management strategy based on deep reinforcement learning algorithm for multi-speed pure electric vehicles","authors":"Weiwei Yang, Denghao Luo, Wenming Zhang, Nong Zhang","doi":"10.1177/09544070241275427","DOIUrl":"https://doi.org/10.1177/09544070241275427","url":null,"abstract":"With increasingly prominent problems such as environmental pollution and the energy crisis, the development of pure electric vehicles has attracted more and more attention. However, the short range is still one of the main reasons affecting consumer purchases. Therefore, an optimized energy management strategy (EMS) based on the Soft Actor-Critic (SAC) and Deep Deterministic Policy Gradient (DDPG) algorithm is proposed to minimize the energy loss for multi-speed pure electric vehicles, respectively, in this paper. Vehicle speed, acceleration, and battery SOC are selected as state variables, and the action space is set to the transmission gear. The reward function takes into account energy consumption and battery life. Simulation results reveal that the proposed EMS-based SAC has a better performance compared to DDPG in the NEDC cycle, manifested explicitly in the following three aspects: (1) the battery SOC decreases from 0.8 to 0.7339 and 0.73385, and the energy consumption consumes 5264.8 and 5296.6 kJ, respectively; (2) The maximumC-rate is 1.565 and 1.566, respectively; (3) the training efficiency of SAC is higher. Therefore, the SAC-based energy management strategy proposed in this paper has a faster convergence speed and gradually approaches the optimal energy-saving effect with a smaller gap. In the WLTC condition, the SAC algorithm reduces 24.1 kJ of energy compared with DDPG, and the C-rate of SAC is below 1. The maximum value is 1.565, which aligns with the reasonable operating range of vehicle batteries. The results show that the SAC algorithm is adaptable under different working conditions.","PeriodicalId":54568,"journal":{"name":"Proceedings of the Institution of Mechanical Engineers Part D-Journal of Automobile Engineering","volume":null,"pages":null},"PeriodicalIF":1.7,"publicationDate":"2024-08-29","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142205282","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Distributed drive electric vehicles can reduce range anxiety through regenerative braking. However, if the wheel motor torque output fails, it will form an additional yaw moment to the vehicle, causing instability, or deviation and threatening its safety. To solve this problem, the research object is an electric vehicle driven by a four-wheel hub motor. A braking force compensation distribution strategy for front and rear axles is proposed, which combines electronic hydraulic braking (EHB) system compensation control and deviation auxiliary control. Firstly, a fault detection module is established, and the motor’s output torque is estimated by designing a torque observer to obtain the fault degree information of the motor. Secondly, to fully use the motor’s regenerative braking force, the fault-free and faulty electro-hydraulic braking force distribution strategies are designed in the coordinated distribution layer of the electro-hydraulic braking system. The corresponding electro-hydraulic braking force compensation method is selected according to the fault degree of the regenerative braking function, the position of the faulty wheel, and the braking strength. Then, a deviation auxiliary controller is designed based on the model predictive control, and the intervention time of the auxiliary controller is determined according to the vehicle’s state. Finally, the control method is verified based on CarSim/Simulink co-simulation and hardware-in-the-loop (HIL) platform. The test results show that the designed control method can effectively compensate for the regenerative braking failure of random wheel and ensure the braking safety of the vehicle.
{"title":"Regenerative braking fault compensation control of distributed electric vehicle considering random wheel fault degree","authors":"Ting Fang, Qidong Wang, Linfeng Zhao, Wuwei Chen, Bixin Cai, Huiran Wang","doi":"10.1177/09544070241271761","DOIUrl":"https://doi.org/10.1177/09544070241271761","url":null,"abstract":"Distributed drive electric vehicles can reduce range anxiety through regenerative braking. However, if the wheel motor torque output fails, it will form an additional yaw moment to the vehicle, causing instability, or deviation and threatening its safety. To solve this problem, the research object is an electric vehicle driven by a four-wheel hub motor. A braking force compensation distribution strategy for front and rear axles is proposed, which combines electronic hydraulic braking (EHB) system compensation control and deviation auxiliary control. Firstly, a fault detection module is established, and the motor’s output torque is estimated by designing a torque observer to obtain the fault degree information of the motor. Secondly, to fully use the motor’s regenerative braking force, the fault-free and faulty electro-hydraulic braking force distribution strategies are designed in the coordinated distribution layer of the electro-hydraulic braking system. The corresponding electro-hydraulic braking force compensation method is selected according to the fault degree of the regenerative braking function, the position of the faulty wheel, and the braking strength. Then, a deviation auxiliary controller is designed based on the model predictive control, and the intervention time of the auxiliary controller is determined according to the vehicle’s state. Finally, the control method is verified based on CarSim/Simulink co-simulation and hardware-in-the-loop (HIL) platform. The test results show that the designed control method can effectively compensate for the regenerative braking failure of random wheel and ensure the braking safety of the vehicle.","PeriodicalId":54568,"journal":{"name":"Proceedings of the Institution of Mechanical Engineers Part D-Journal of Automobile Engineering","volume":null,"pages":null},"PeriodicalIF":1.7,"publicationDate":"2024-08-28","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142205284","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Most existing automated driving vehicles in the platoon equipped with an Adaptive Cruise Control (ACC) systems and a Cooperative Adaptive Cruise Control (CACC) systems have mainly focused on enhancing safety, improving traffic efficiency problems, and reducing workload. The spacing strategy is the core of all platoon designs, and the performance of an ACC/CACC systems hinges on the select of the spacing strategy. Although, in the literature, there are many papers dealing with platoon control, detailed explanations of the operating mechanisms of two types of spacing policies including the Headway Spacing Strategy (CTHS), and Constant Spacing Strategy (CSS), and comparative studies on them are still lacking. This work presents the studies of the longitudinal control strategy of a platoon of vehicles equipped with the existing ACC systems and CACC systems under two different spacing policies to evaluate the performances. The contributions in this work are carefully reviewed and the operating mechanisms and characteristics of two different spacing policies: the CTHS and CSS, the general evaluation criteria for spacing strategies are provided and their advantages and disadvantages are based on the numerical results. Both numerical simulations and experiments with a platoon of smart cars in real-time have demonstrated the effectiveness and practicability of the presented methodology.
{"title":"Comparative analysis of different spacing policies for longitudinal control in vehicle platooning","authors":"Nguyen Viet Hung, Duc Lich Luu, Quoc Thai Pham, Ciprian Lupu","doi":"10.1177/09544070241273985","DOIUrl":"https://doi.org/10.1177/09544070241273985","url":null,"abstract":"Most existing automated driving vehicles in the platoon equipped with an Adaptive Cruise Control (ACC) systems and a Cooperative Adaptive Cruise Control (CACC) systems have mainly focused on enhancing safety, improving traffic efficiency problems, and reducing workload. The spacing strategy is the core of all platoon designs, and the performance of an ACC/CACC systems hinges on the select of the spacing strategy. Although, in the literature, there are many papers dealing with platoon control, detailed explanations of the operating mechanisms of two types of spacing policies including the Headway Spacing Strategy (CTHS), and Constant Spacing Strategy (CSS), and comparative studies on them are still lacking. This work presents the studies of the longitudinal control strategy of a platoon of vehicles equipped with the existing ACC systems and CACC systems under two different spacing policies to evaluate the performances. The contributions in this work are carefully reviewed and the operating mechanisms and characteristics of two different spacing policies: the CTHS and CSS, the general evaluation criteria for spacing strategies are provided and their advantages and disadvantages are based on the numerical results. Both numerical simulations and experiments with a platoon of smart cars in real-time have demonstrated the effectiveness and practicability of the presented methodology.","PeriodicalId":54568,"journal":{"name":"Proceedings of the Institution of Mechanical Engineers Part D-Journal of Automobile Engineering","volume":null,"pages":null},"PeriodicalIF":1.7,"publicationDate":"2024-08-28","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142205283","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-08-28DOI: 10.1177/09544070241269607
Daofei Li, Tingzhe Yu, Binbin Tang
Motion sickness (MS) has long been a common complaint in road transportation. However, in the era of driving automation, MS has become an increasingly significant issue. The future intelligent vehicle is envisioned as a mobile space for work or entertainment, but unfortunately passengers’ engagement in non-driving tasks may exacerbate MS. Finding effective MS countermeasures is crucial to ensure a pleasant passenger experience. Nevertheless, due to the complex mechanism of MS, there are numerous challenges in mitigating it, hindering the development of practical countermeasures. To address this, we first review two prevalent theories explaining the mechanism of MS. Subsequently, this paper provides a summary of current subjective and objective approaches for quantifying motion sickness levels. Then, it surveys existing methods for alleviating MS, including passenger adjustment, intelligent vehicle solutions, and motion cues of various modalities. Furthermore, we outline the limitations and remaining challenges of current research and highlight novel opportunities in the context of intelligent vehicles. Finally, we propose an integrated framework for alleviating MS. The findings of this review will enhance our understanding of carsickness and offer valuable insights for future research and practice in MS mitigation within modern vehicles.
长期以来，晕车（MS）一直是道路交通中的常见病。然而，在自动驾驶时代，MS 已成为一个越来越重要的问题。未来的智能汽车被设想为工作或娱乐的移动空间，但不幸的是，乘客参与非驾驶任务可能会加剧 MS。找到有效的 MS 对策对于确保乘客的愉快体验至关重要。然而，由于 MS 的机理复杂，在缓解 MS 方面存在诸多挑战，阻碍了实用对策的开发。为此，我们首先回顾了解释 MS 机制的两种流行理论。随后，本文概述了当前量化晕动病程度的主观和客观方法。然后，本文调查了缓解 MS 的现有方法，包括乘客调整、智能车辆解决方案和各种模式的运动提示。此外，我们还概述了当前研究的局限性和仍然面临的挑战，并强调了智能车辆背景下的新机遇。最后，我们提出了缓解多发性硬化症的综合框架。本综述的结论将加深我们对晕车的理解，并为未来在现代车辆中缓解 MS 的研究和实践提供宝贵的见解。
{"title":"A review of carsickness mitigation: Navigating challenges and exploiting opportunities in the era of intelligent vehicles","authors":"Daofei Li, Tingzhe Yu, Binbin Tang","doi":"10.1177/09544070241269607","DOIUrl":"https://doi.org/10.1177/09544070241269607","url":null,"abstract":"Motion sickness (MS) has long been a common complaint in road transportation. However, in the era of driving automation, MS has become an increasingly significant issue. The future intelligent vehicle is envisioned as a mobile space for work or entertainment, but unfortunately passengers’ engagement in non-driving tasks may exacerbate MS. Finding effective MS countermeasures is crucial to ensure a pleasant passenger experience. Nevertheless, due to the complex mechanism of MS, there are numerous challenges in mitigating it, hindering the development of practical countermeasures. To address this, we first review two prevalent theories explaining the mechanism of MS. Subsequently, this paper provides a summary of current subjective and objective approaches for quantifying motion sickness levels. Then, it surveys existing methods for alleviating MS, including passenger adjustment, intelligent vehicle solutions, and motion cues of various modalities. Furthermore, we outline the limitations and remaining challenges of current research and highlight novel opportunities in the context of intelligent vehicles. Finally, we propose an integrated framework for alleviating MS. The findings of this review will enhance our understanding of carsickness and offer valuable insights for future research and practice in MS mitigation within modern vehicles.","PeriodicalId":54568,"journal":{"name":"Proceedings of the Institution of Mechanical Engineers Part D-Journal of Automobile Engineering","volume":null,"pages":null},"PeriodicalIF":1.7,"publicationDate":"2024-08-28","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142205285","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-08-27DOI: 10.1177/09544070241266444
Henrik Hvitfeldt, Lars Drugge, Jenny Jerrelind
The automotive industry is heading towards a more objective approach to vehicle testing, but subjective evaluation is still an important part of the development process. Subjective evaluation in physical testing has environmental implications and is dependent on ambient conditions. A more repeatable, faster, safer and more cost-effective tool for subjective evaluation is to use moving base driving simulators. The motion cueing algorithms (MCA) maps the movement of the vehicle into the limited space of the simulator. The choice of reference point, that is, where on the vehicle to sample the motion to feed to the MCA and the alignment of the axis of rotation of the simulator cabin is still an open topic. This paper investigates the choice of reference point and corresponding simulator longitudinal axis of rotation in roll using two methods. The first method uses a linearised model of the combined system of vehicle, simulator and vestibular models. The second method, to position the cabin longitudinal axis of rotation, is based on offline optimisation. The linear model can capture important characteristics of the specific forces and rotations that are fed to the driver through the motion cueing algorithms and offers a method to objectively analyse and potentially tune the motion cueing. The analysis is further complemented with a subjective evaluation of corresponding settings. The results from the linear model, the offline optimisation and the subjective evaluation shows that a reference point at the driver’s head has a clear advantage over the full frequency range compared to a reference point in the chassis roll axis and that the positioning of the cabin longitudinal axis of rotation has a significant effect on the perceived vehicle characteristics.
{"title":"Enhancing perception of vehicle motion by objective positioning of the longitudinal axis of rotation in driving simulators","authors":"Henrik Hvitfeldt, Lars Drugge, Jenny Jerrelind","doi":"10.1177/09544070241266444","DOIUrl":"https://doi.org/10.1177/09544070241266444","url":null,"abstract":"The automotive industry is heading towards a more objective approach to vehicle testing, but subjective evaluation is still an important part of the development process. Subjective evaluation in physical testing has environmental implications and is dependent on ambient conditions. A more repeatable, faster, safer and more cost-effective tool for subjective evaluation is to use moving base driving simulators. The motion cueing algorithms (MCA) maps the movement of the vehicle into the limited space of the simulator. The choice of reference point, that is, where on the vehicle to sample the motion to feed to the MCA and the alignment of the axis of rotation of the simulator cabin is still an open topic. This paper investigates the choice of reference point and corresponding simulator longitudinal axis of rotation in roll using two methods. The first method uses a linearised model of the combined system of vehicle, simulator and vestibular models. The second method, to position the cabin longitudinal axis of rotation, is based on offline optimisation. The linear model can capture important characteristics of the specific forces and rotations that are fed to the driver through the motion cueing algorithms and offers a method to objectively analyse and potentially tune the motion cueing. The analysis is further complemented with a subjective evaluation of corresponding settings. The results from the linear model, the offline optimisation and the subjective evaluation shows that a reference point at the driver’s head has a clear advantage over the full frequency range compared to a reference point in the chassis roll axis and that the positioning of the cabin longitudinal axis of rotation has a significant effect on the perceived vehicle characteristics.","PeriodicalId":54568,"journal":{"name":"Proceedings of the Institution of Mechanical Engineers Part D-Journal of Automobile Engineering","volume":null,"pages":null},"PeriodicalIF":1.7,"publicationDate":"2024-08-27","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142205286","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-08-24DOI: 10.1177/09544070241271830
Chunguo Zhou, Zhicheng Zeng, Jin Mao, Tengfei Zheng, Chao Liu
To further improve the safety, tracking, comfort, fuel economy, and platoon fluctuation of the cooperative adaptive cruise control (CACC) system, and alleviate traffic congestion, an improved model predictive control (MPC) algorithm considering multi-objective optimization is designed. An error compensation prediction constant time headway spacing strategy considering relative velocity, relative acceleration, and preceding vehicle distance error is proposed. The spacing strategy is introduced into the prediction model of MPC to optimize the prediction accuracy, improve the response-ability of the rear vehicle to the change of the lead state, and better coordinate the conflicting multiple objectives. The asymptotic stability of the CACC system under the improved MPC algorithm is proved by the Lyapunov stability theory, and the evaluation index is established to quantify the comprehensive performance of the CACC system. The numerical simulation is carried out under rapid acceleration and deceleration conditions, and the results show that the improved model predictive control algorithm can improve the safety, tracking, comfort, fuel economy, and road capacity of the CACC system. To simulate real traffic scenarios, co-simulation is carried out under the Worldwide Harmonized Light Vehicles Test Cycle (WLTC) condition, which further verifies the rationality and effectiveness of the algorithm.
{"title":"Cooperative adaptive cruise control system with improved variable spacing strategy","authors":"Chunguo Zhou, Zhicheng Zeng, Jin Mao, Tengfei Zheng, Chao Liu","doi":"10.1177/09544070241271830","DOIUrl":"https://doi.org/10.1177/09544070241271830","url":null,"abstract":"To further improve the safety, tracking, comfort, fuel economy, and platoon fluctuation of the cooperative adaptive cruise control (CACC) system, and alleviate traffic congestion, an improved model predictive control (MPC) algorithm considering multi-objective optimization is designed. An error compensation prediction constant time headway spacing strategy considering relative velocity, relative acceleration, and preceding vehicle distance error is proposed. The spacing strategy is introduced into the prediction model of MPC to optimize the prediction accuracy, improve the response-ability of the rear vehicle to the change of the lead state, and better coordinate the conflicting multiple objectives. The asymptotic stability of the CACC system under the improved MPC algorithm is proved by the Lyapunov stability theory, and the evaluation index is established to quantify the comprehensive performance of the CACC system. The numerical simulation is carried out under rapid acceleration and deceleration conditions, and the results show that the improved model predictive control algorithm can improve the safety, tracking, comfort, fuel economy, and road capacity of the CACC system. To simulate real traffic scenarios, co-simulation is carried out under the Worldwide Harmonized Light Vehicles Test Cycle (WLTC) condition, which further verifies the rationality and effectiveness of the algorithm.","PeriodicalId":54568,"journal":{"name":"Proceedings of the Institution of Mechanical Engineers Part D-Journal of Automobile Engineering","volume":null,"pages":null},"PeriodicalIF":1.7,"publicationDate":"2024-08-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142205052","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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