Alfonso PORCEL, Olivier MACCHI - PSA Peugeot Citroen, France

Transcription

1 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

2 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

3 Introduction and context Road safety evolution in EU during the last 20 years ESC launch Passive safety improvement New registration ESC rate : 29% Active safety improvement - New registration ESC rate : 60% -R13H Annex 9

4 ESC requirements according to ECE 13/H regulation Application 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 Requirements Functional : 1 - HIM (signal). 2 - Performance test Dysfunctional : 3 -Failures detection and rehabilitation modes

5 ESC requirements according to ECE 13/H regulation Sine with Dwell test overview BOS (Beginning of steer) = X*A With 1.5 X And X for 270 last SWA 300 Sine with Dwell test Criterias - 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

6 Technical link ESC tuning vehicle definition ESC System (Electronic Stability Control) Goal: Improvement of vehicle stability ESC assist the driver to control the vehicle in critical situations Means: Active control of engine and brakes torques in case of detection of unstable situation of life.

7 Technical link ESC tuning vehicle definition ESC performance will depend on vehicle definition Powertrain tire width, wheelbase ESC performance brakes Weights inertias damping, stiffness Axle, steering

8 ESC requirements according to ECE 13/H regulation ECE13H: Use of HIL Simulation 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. Real test Simulation tests

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

10 HIL Simulation in the PSA process ESC Hydraulic Model : Parameters Identification results Breakdown of the ESC system ESC HIL equivalent model (about 70 parameters) Validation of simulation results

11 HIL Simulation in the PSA process Vehicle Model : Parameters Fitting results Steady State behavior (ESC OFF) Transient State behavior (ESP OFF) Steering angle: A= +/-20 f= 0 to 5 Hz

12 HIL Simulation in the PSA process Double lane change (ESC ON) Vehicle Model : Parameters Fitting results

13 Application to the regulation Sine with DWELL UTAC s type approval tests validation 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

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

15 Application to the regulation Sensitivity study of vehicle dynamics parameters : Approval criteria Parameter take in account for this study : -Weight - Architecture ( Axle design + weight) -Tire size -Brake -Road grip 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.

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

17 Application to the regulation The DS5 was approved with simulation tools. UTAC Procesverbal: N 11/05480 du 22/08/2011 CNRV Approval : Approve N : du 01/09/2011

18 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