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Car Body Structures
Published in Raghu Echempati, Primer on Automotive Lightweighting Technologies, 2021
There are three main types of crash scenarios: frontal impact, side impact, and rollover events. Each scenario must be considered for peak crash performance. There are a number of ways that engineers can enhance a vehicle's crash performance. Designing a car that has a low center of gravity reduces the potential for rollover incidents as well as giving the best possible distribution of load paths around the passengers. For a frontal collision scenario, a continuous side member that extends from the front cross-member to the side skirt directs the impact energy into the extremely rigid door sill structure, thus protecting the occupants during a frontal impact (Figure 5.6). Using strong door frames and door structures protects from side impacts (Figure 5.7). Engineering paths for the load to travel transversely through the car can be tricky but it achieved by directing it through the main cross members in the vehicle as shown in these figures.
Automotive Architecture
Published in Patrick Hossay, Automotive Innovation, 2019
The simplest form of active suspension systems focus on controlling roll. In tight cornering, a vehicle will sway outward, lifting the inside wheels, compressing the outside suspension, reducing road grip and defining an uncomfortable sway. The higher the center of gravity, the greater the leverage of the list, making this an even bigger concern in SUVs with rollover potential. To address this in conventional suspension systems an anti-roll bar or sway bar is installed. This provides a rubber-mounted connection between right and left wheels. The basic idea is to increase roll stiffness by connecting the two sides, so a rise at one side induces a rising action at the other, counteracting the roll tendency in tight turns. The effect is limited and blunt. And it means that any bump that hits one tire in level driving effects both sides, increasing the impact’s effect. But, recently, the conventional sway bar has been improved with the use of a digitally controlled actuator to counter body roll tendencies. With input from sensors like the steering angle sensor, yaw sensor, and acceleration sensor, the mechanism can either be placed at the center of a split anti-roll bar, or at the end links on either side of the bar, and can produce forces to counter the effect of body roll.
New Technologies, Vehicle Features, and Technology Development Plan
Published in Vivek D. Bhise, Automotive Product Development, 2017
9.Active Rollover Protection/Stability System: Active rollover protection (ARP) systems involve sensors and microprocessors to recognize impending rollover and selectively apply brakes to resist the rollover. ARP builds on an electronic stability control and its three chassis control systems: the vehicle’s anti-lock braking system, traction control, and yaw control. ARP adds another function: detection of an impending rollover. Excessive lateral force, generated by excessive speed in a turn, may result in a rollover. ARP automatically responds whenever it detects a potential rollover. ARP rapidly applies the brakes with a high burst of pressure to the appropriate wheels, and in some situations, decreases the engine torque to interrupt the rollover before it occurs.
Switched model predictive controller for path tracking of autonomous vehicle considering rollover stability
Published in Vehicle System Dynamics, 2022
Ying Tian, Qiangqiang Yao, Chengqiang Wang, Shengyuan Wang, Jiaqi Liu, Qun Wang
The vehicle rollover stability is a significant concern for the transportation design community. In 2019, there were 200114 traffic accidents and 52388 deaths in China [26]. A vehicle rollover is one of the leading causes of death. There are several vehicle motion control strategies considering rollover stability. The MPC control strategy based on a linear tire model is proposed, considering the road roll angle and vehicle rollover stability [27]. [28] considered rollover prevention and input saturation. An enhanced state observer-based sliding mode control strategy is proposed to maintain lane-keeping error and the roll angle within prescribed performance boundaries. [29] proposed an observer-based H∞ controller to prevent vehicle rollover using linear matrix inequalities. [30] dealt with rollover avoidance problem using active steering by modifying driver steering input. Vehicles with a high mass centre and special geometric characteristics, such as SUV, are more likely to cause a vehicle to roll over under high speed and significant curvature conditions. Therefore, it is necessary to consider vehicle rollover stability during path tracking controller design.
Factors affecting injury severity of single-vehicle rollover crashes in the United States
Published in Traffic Injury Prevention, 2020
Ihsan Ullah Khan, Kimberly Vachal
SUVs and pickup were less likely to be associated with serious and fatal rollover injuries. Although light trucks such as pickups and SUVs are more likely to roll over because they have a higher center of gravity and are less stable than passenger cars, they also protect occupants during rollovers because of their greater mass and crashworthiness (Khattak and Rocha 2003). Khattak and Rocha (2003) stated that SUVs reduce injury severity in rollover crashes because the protection they offer moderates any injurious effects. A region variable was used to capture geographic differences in rollover injury outcomes. Compared to the Northeast, rollover crashes in the Southwest and Midwest were more likely to result in serious and fatal injuries. The West and Southeast did not differ significantly from the Northeast.
Model predictive rollover prevention for steer-by-wire vehicles with a new rollover index
Published in International Journal of Control, 2020
Mansour Ataei, Amir Khajepour, Soo Jeon
Once an appropriate RI is chosen, the next step is to develop a rollover prevention controller to avoid the rollover. The existing rollover prevention methods can be categorised into two types (Yoon et al., 2010). The first category includes methods that directly influence the roll motion and rollover behaviour such as active suspensions, active anti-roll bars, or active stabilisers. The second group of methods tries to indirectly affect rollover by controlling the planar motion of vehicles such as differential braking systems and/or active steering methods. In the active suspension approach for rollover prevention, roll motion is controlled to directly affect the rollover (Gáspár & Németh, 2016; Ryu, Kang, Heo, & In, 2010; Yim, Park, & Yi, 2010). Generally, for un-tripped rollovers on flat roads, the lateral acceleration is the most dominant factor to cause rollover. Therefore, the most common approach for rollover mitigation is to lower the lateral acceleration which can be achieved by decreasing the yaw rate or the longitudinal speed of the vehicle. Yaw rate reduction can be obtained through lateral stability control with the existing methods such as differential braking, active steering, and torque vectoring (Chen & Peng, 2010; Dahmani et al., 2014; Schofield & Hagglund, 2008; Wielenga & Chace, 2000). A limitation of this approach is the loss of maneuverability (Yim et al., 2010; Yoon et al., 2010). Some studies have been conducted to solve this problem by providing both rollover prevention and good lateral stability (Beal, 2011; Jo, You, Joeng, Lee, & Yi, 2008; Yim et al., 2010; Yoon et al., 2010).