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% Passive safety improvement - New registration ESC rate : 60% - R13H Annex 9 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 ���������������������� �������� !��" �������� ��������#� = X*A With 1.5 ≤ X And X for 270° ≤ last SWA ≤ 300° ���������������������� $�������� - Lateral displacement must be > 1,83 m after “BOS”+1,07s and for a SWA ≥ 5*A. . . - At T 0+1s Ψ < 35%*Ψ peak . . - At T 0+1,75s Ψ < 20%*Ψ peak

Technical link ESC tuning � vehicle definition ��$��������"��������������%������$������# ����� 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 ��$���������������������������������������������� Powertrain width, tire wheelbase ESC performance Weights brakes inertias damping, Axle, stiffness steering

ESC requirements according to ECE 13/H regulation �$�&'()��������(*+����������� ECE13H enables the simulation as a proper method “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 of 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 …. ��������� ����������������

HIL Simulation in the PSA process !���������������,���(*+������������������� data validation Simulation Data Vehicle Data INPUT DATA Parameters: vehicle, tire, measurements hydraulic ESC block format HIL test Bench format Specific Vehicle dynamics Model Models vehicle, tire, driver, environnement Powertrain HY, EPS,.. Initial steady state Fitting work transient state Parameters with and without ESC system Simulation / measurement identification No Correlated model? Yes if (criteria > threshold) Representative Representative Test Bench Simulation Simulation 3 1 2 Specific studies Functional Dysfunctional DELIVERABLES results and analysis results

HIL Simulation in the PSA process ��$�(���������-�����)�,����������*��������������������� Breakdown of ESC HIL equivalent model the ESC system (about 70 parameters) Validation of simulation results

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

HIL Simulation in the PSA process .�������-�����)�,����������/�������������� Double lane change (ESC ON)

Application to the regulation �����������0�++�� �1�$2��������������������������������� 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° T 0+1 T 0+1,75 T 0+1 T 0+1,75 T 0 T 0

Application to the regulation �����������0�++�� �1�$2��������������������������������� Physical/Numerical validation of the reference vehicle model In the second instance, an ECE13-H criteria comparison of the results was made. Yaw rate ratio after 1 s Lateral Displacement 37,00 4,00 32,00 3,50 27,00 Simulation YRR 1s (%) 22,00 Lateral Displacement (m) Measured 3,00 17,00 Limit of acceptance 12,00 2,50 7,00 2,00 2,00 0 50 100 150 200 250 300 -3,00 Steering wheel angle (°) 1,50 Simulation Yaw rate ratio after 1.75 s 37,00 Measured 1,00 Simulation Limit of acceptance 32,00 Measured 0,50 27,00 Limit of acceptance Steering wheel angle ( ° ) 22,00 YRR 1.75s (%) 0,00 0 50 100 150 200 250 300 17,00 12,00 These results show that the vehicle have no 7,00 difficulty to fulfil the type approval criterias. 2,00 0 50 100 150 200 250 300 -3,00 Steering wheel angle (°)

Application to the regulation �������������������������������������������������)������������������ Parameter take in account for this study : - Weight - Architecture ( Axle design + weight) - Tire size - Brake - Road grip Masses and Brake Tyre / road Engine Tire distribution Axle types (disk surface types sizes (front/rear) sizes) adhesion 2P14: 1690 (62% / 38%) Front: PMP(*) Front: µ =1.09 DS5 EP6CDT 5P35: 1896 Rear: Torsion 235/45R18 302x26 µ =0.98 Standard (56.4%/43.6%) beam Rear: 268x12 2P14: 1740 Front: PMP(*) Front: DS5 235/45R18 µ =1.09 EP6CDTx (60.8%/39.2%) Rear: Torsion 340x30 Standard 235/40R19 beam Rear: 290x12 Front: 2P14: 1946 Front: PMP(*) 340x30 DS5 µ =1.09 DW10 235/40R19 (57.4%/42.6%) Rear: Multi-link 302x26 Hybrid Rear: 290x12 (*) PMP: Pseudo Mac Pherson.

Application to the regulation .���������������������������� ������������������� Peugeot 208, Vehicle family : Project Citroën C4, Citroën DS5, … sedan, Body 1 Body n Body : station wagon, coupe-cabriolet, … axle units, Chassis 1 Variant : Chassis 1 Chassis i Chassis j suspensions, engine types, tyres, brakes, ... Physical HIL Test(s) Test(s) 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

Conclusion and outlook - Simulation is an accurate tool to fulfill the R13H requirements. - 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