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

Road safety evolution in EU during the last 20 years

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

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

Sine with Dwell test – overview

ESC requirements according to ECE 13/H regulation

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 T0+1s Ψ < 35%*Ψpeak

- At T0+1,75s Ψ < 20%*Ψpeak

..

..

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.

Technical link ESC tuning � vehicle definition

ESC performance will depend on vehicle definition

Technical link ESC tuning � vehicle definition

ESC performance

tire

brakesWeights

inertias

width,

wheelbase

damping,

stiffness

Powertrain

Axle,

steering

ECE13H: Use of HIL Simulation

“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 ….

ECE13H enables the simulation as a proper method

Real test

ESC requirements according to ECE 13/H regulation

Simulation tests

HIL Simulation in the PSA process

Functional

results

2Specific studies

and analysis

Yes if (criteria > threshold)

Representative Test Bench Simulation

RepresentativeSimulation

3DELIVERABLES

Dysfunctional

results

1

Vehicle dynamics Modelvehicle, tire, driver, environnement

format

Specific

Models Powertrain HY,

EPS,..

HIL test Bench

datavalidation

INPUT DATASimulation Data

Parameters: vehicle, tire,

hydraulic ESC block

Vehicle Data measurements

Initialwork

Parametersidentification

Correlated

model?

No

FittingSimulation / measurement

steady statetransient statewith and without ESC system

format

Overview of the PSA HIL simulation process

ESC Hydraulic Model : Parameters Identification results

HIL Simulation in the PSA process

Breakdown of

the ESC system

Validation of simulation results

ESC HIL equivalent model

(about 70 parameters)

Vehicle Model : Parameters Fitting 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

Vehicle Model : Parameters Fitting results

HIL Simulation in the PSA process

Double lane change (ESC ON)

Sine with DWELL – UTAC’s type approval tests validation

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

T0 T0

Sine with DWELL – UTAC’s type approval tests validation

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

0 50 100

150

200

250

300

Lat

eral

Dis

pla

cem

ent

(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

0 50 100

150

200

250

300

YR

R 1

s (%

)

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

0 50 100

150

200

250

300

YR

R 1

.75s

(%

)

Steering wheel angle (°)

Yaw rate ratio after 1.75 sSimulation

Measured

Limit of acceptance

Sensitivity study of vehicle dynamics parameters : Approval criteria

Application to the regulation

Engine types

Masses and distribution (front/rear)

Axle typesTire sizes

Brake (disk sizes)

Tyre / road surface

adhesion

DS5 Standard

EP6CDT2P14: 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

DW102P14: 1946

(57.4%/42.6%)

Front: PMP(*)

Rear: Multi-link235/40R19

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

Vehicle variants definition – process of approval

Application to the regulation

axle units,

suspensions,

engine types,

tyres, brakes, ...

Project

Body 1 Body n

Chassis 1 Chassis i Chassis 1 Chassis jVariant :

Vehicle family:

Body:

PhysicalTest(s)

HILTest(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