First Type Approval of Electronic Stability Control in Passenger - - PowerPoint PPT Presentation

First Type Approval of Electronic Stability Control in Passenger Cars by Means of Vehicle Dynamics Simulation in Accordance with ECE 13-H – Challenges, Innovation and Benefits.

Alfonso PORCEL, Olivier MACCHI - PSA Peugeot Citroen, France

Summary

• 1. Introduction
• 2. ESC requirements according to ECE 13/H regulation.
• 3. Technical link - ESC tuning vehicle definition
• 4. HIL Simulation in PSA process
• 5. Application of this process to regulation - Results
• 6. Conclusion and Outlook

• Introduction and context

ESC launch New registration ESC rate : 29%

• New registration

ESC rate : 60%

• R13H Annex 9

Passive safety improvement Active safety improvement

ESC requirements according to ECE 13/H regulation

• ESC mandatory for vehicles in categories M1 (passenger car) and N1 (light commercial

vehicle) : from 11/2011 for new models for all new vehicles registered in Europe after 11/2014

• Functional :

1 - HIM (signal). 2 - Performance test Dysfunctional : 3 - Failures detection and rehabilitation modes

ESC requirements according to ECE 13/H regulation

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= X*A

With 1.5 ≤ X And X for 270° ≤ last SWA ≤ 300°

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• Lateral displacement must be > 1,83 m after “BOS”+1,07s and for a SWA ≥ 5*A.
• At

T0+1s Ψ < 35%*Ψpeak

• At

T0+1,75s Ψ < 20%*Ψpeak . . . .

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• Improvement of vehicle stability

ESC assist the driver to control the vehicle in critical situations

• Active control of engine and brakes torques in

case of detection of unstable situation of life.

Technical link ESC tuning vehicle definition

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Technical link ESC tuning vehicle definition

ESC performance

tire brakes Weights inertias width, wheelbase damping, stiffness Powertrain Axle, steering

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“The effectiveness of the electronic stability control system may be determined by computer simulation”… “Where a vehicle has been physically tested in accordance with §4, the compliance of versions or variants

• f that same vehicle type may be demonstrated by a computer simulation, which respects the test

conditions of §4. and the test procedure of §5.9. The use of the simulator is defined in Appendix 1 to this annex”... Annex 9. Appendix 1: 1.3. The simulation shall be carried out with a validated modelling and simulation tool ….

ECE13H enables the simulation as a proper method

• ESC requirements according to ECE 13/H regulation

HIL Simulation in the PSA process

Functional results

2

Specific studies and analysis

Yes if (criteria > threshold)

Representative Test Bench Simulation

Representative Simulation

3

DELIVERABLES

Dysfunctional results

1

Vehicle dynamics Model

vehicle, tire, driver, environnement format

Specific Models

Powertrain HY, EPS,..

HIL test Bench

data validation

INPUT DATA Simulation Data

Parameters: vehicle, tire, hydraulic ESC block

Vehicle Data

measurements

Initial work

Parameters identification

Correlated model?

No

Fitting

Simulation / measurement

steady state transient state with and without ESC system format

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HIL Simulation in the PSA process

Breakdown of the ESC system

Validation of simulation results

ESC HIL equivalent model (about 70 parameters)

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HIL Simulation in the PSA process

Steady State behavior (ESC OFF) Transient State behavior (ESP OFF)

Steering angle: A= +/- 20° f= 0 to 5 Hz

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HIL Simulation in the PSA process

Double lane change (ESC ON)

0++ 1$2

Application to the regulation

Physical/Numerical validation of the reference vehicle model

Tests carried out in the presence of UTAC reproduced on the HIL test bench. Test conditions (masses, grip, driver actions, speed, …) incorporated into the model. At first, a time-based comparison of the results was made. Steering wheel angle of 200° Steering wheel angle of 270°

T0+1 T0+1,75 T0+1 T0+1,75 T0 T0

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Application to the regulation

Physical/Numerical validation of the reference vehicle model

In the second instance, an ECE13-H criteria comparison of the results was made. These results show that the vehicle have no difficulty to fulfil the type approval criterias.

0,00 0,50 1,00 1,50 2,00 2,50 3,00 3,50 4,00 50 100 150 200 250 300

Lateral Displacement (m) Steering wheel angle (°)

Lateral Displacement

Simulation Measured Limit of acceptance

• 3,00

2,00 7,00 12,00 17,00 22,00 27,00 32,00 37,00 50 100 150 200 250 300

YRR 1s (%) Steering wheel angle (°)

Yaw rate ratio after 1 s

Simulation Measured Limit of acceptance

• 3,00

2,00 7,00 12,00 17,00 22,00 27,00 32,00 37,00 50 100 150 200 250 300

YRR 1.75s (%) Steering wheel angle (°)

Yaw rate ratio after 1.75 s

Simulation Measured Limit of acceptance

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Application to the regulation

Engine types Masses and distribution (front/rear) Axle types Tire sizes Brake (disk sizes) Tyre / road surface adhesion DS5 Standard

EP6CDT 2P14: 1690 (62% / 38%) 5P35: 1896 (56.4%/43.6%) Front: PMP(*) Rear: Torsion beam 235/45R18 Front: 302x26 Rear: 268x12 µ=1.09 µ=0.98

DS5 Standard

EP6CDTx 2P14: 1740 (60.8%/39.2%) Front: PMP(*) Rear: Torsion beam 235/45R18 235/40R19 Front: 340x30 Rear: 290x12 µ=1.09

DS5 Hybrid

DW10 2P14: 1946 (57.4%/42.6%) Front: PMP(*) Rear: Multi-link 235/40R19 Front: 340x30 302x26 Rear: 290x12 µ=1.09

(*) PMP: Pseudo Mac Pherson.

Parameter take in account for this study :

• Weight
• Architecture ( Axle design + weight)
• Tire size
• Brake
• Road grip

.

Application to the regulation

axle units, suspensions, engine types, tyres, brakes, ...

Project

Body 1 Body n Chassis 1 Chassis i Chassis 1 Chassis j Variant : Vehicle family: Body: Physical Test(s) HIL Test(s) Peugeot 208, Citroën C4, Citroën DS5, … sedan, station wagon, coupe-cabriolet, …

Underlying principle:

• variant should correspond to a particular chassis tuning,
• the engine chosen for each of these variants must cover all the brake system of the family

Application to the regulation

The DS5 was approved with simulation tools. UTAC Proces verbal : N° 11/05480 du 22/08/2011 CNRV Approval : Approve N° : 010040 du 01/09/2011

• Simulation is an accurate tool to fulfill the R13H requirements.

Conclusion and outlook

• Simulation is a means to visualise the vehicle dynamics results and facilitating the

technical exchanges with the official laboratories.

• 5 projects approved since the beginning of this process with the same quality of results.
• Outlook : Simulation could/will be extended to support similar activities