Global Chassis Control System Using Suspension, Steering, and Braking Subsystems

<table class="figure-group"><tr class="fig-image" id="a"><td><object data="https://static.hindawi.com/articles/mpe/volume-2015/263424/figures/263424.fig.002a.svgz" name="263424.fig.002a" type="image/svg+xml"></object></td></tr><tr class="fig-caption"><td><b>(a) </b>Vertical acceleration (<svg height="12.2271pt" id="M129" style="vertical-align:-3.29108pt" version="1.1" viewbox="-0.0498162 -8.93602 10.5761 12.2271" width="10.5761pt" xmlns="http://www.w3.org/2000/svg" xmlns:xlink="http://www.w3.org/1999/xlink"><g transform="matrix(.013,0,0,-0.013,6.015,-.405)"><path d="M-248 570C-248 598 -269 620 -296 620C-321 620 -343 598 -343 570C-343 544 -321 522 -296 522C-269 522 -248 544 -248 570ZM-80 570C-80 598 -101 620 -128 620C-153 620 -175 598 -175 570C-175 544 -153 522 -128 522C-101 522 -80 544 -80 570Z" id="g117-5"></path><glyph.data ascent="3473" descent="-2876" horiz-adv-x="0" vert-adv-y="0"></glyph.data></g><g transform="matrix(.013,0,0,-0.013,0,0)"><path d="M475 445L452 468C423 436 401 426 385 426S352 427 305 436C268 443 216 448 185 448C156 448 128 425 102 382C89 360 77 338 64 304L89 291C117 340 143 380 190 380C214 380 268 376 295 373C320 370 344 371 362 374L70 101C32 65 23 36 23 18C23 5 27 -3 31 -8C36 -8 39 -6 42 -1C52 15 67 31 80 40S110 49 143 33C195 8 257 -20 290 -20C339 -20 382 11 439 129L416 148C366 74 334 55 305 55C278 55 236 68 203 81C169 94 141 100 122 96C205 170 348 308 411 376L475 445Z" id="g113-123"></path><glyph.data ascent="3473" descent="-2876" horiz-adv-x="498" vert-adv-y="498"></glyph.data></g><g transform="matrix(.0091,0,0,-0.0091,6.498,3.132)"><path d="M357 391C357 416 325 451 270 451C241 451 179 431 146 400C109 365 97 334 97 307C97 248 143 213 196 180C250 146 261 123 261 101C261 75 237 40 190 40C153 40 110 72 86 109C81 116 68 119 55 112C37 102 24 87 24 66C24 30 85 -12 137 -12C229 -12 331 62 331 140C331 189 304 218 236 260C197 284 164 309 164 346C164 381 194 400 220 400C259 400 282 380 304 350C310 342 321 339 330 344C347 353 357 372 357 391Z" id="g50-116"></path><glyph.data ascent="3443" descent="-2856" horiz-adv-x="381" vert-adv-y="381"></glyph.data></g></svg>)</td></tr><tr class="fig-image" id="b"><td><object data="https://static.hindawi.com/articles/mpe/volume-2015/263424/figures/263424.fig.002b.svgz" name="263424.fig.002b" type="image/svg+xml"></object></td></tr><tr class="fig-caption"><td><b>(b) </b>Pitch angle (<svg height="12.3916pt" id="M130" style="vertical-align:-3.42948pt" version="1.1" viewbox="-0.0498162 -8.96212 7.47216 12.3916" width="7.47216pt" xmlns="http://www.w3.org/2000/svg" xmlns:xlink="http://www.w3.org/1999/xlink"><g transform="matrix(.013,0,0,-0.013,0,0)"><path d="M542 242C542 369 469 429 379 468C370 472 372 496 376 513L416 681L400 691L344 648L219 51C167 69 113 128 113 217C113 324 166 387 266 428L252 459C124 418 23 336 23 202C23 95 90 13 205 -8L182 -132C165 -222 191 -254 209 -261L215 -258L270 -7C415 -4 542 98 542 242ZM469 232C469 126 403 33 279 39L355 409C399 394 469 331 469 232Z" id="g113-243"></path><glyph.data ascent="3473" descent="-2876" horiz-adv-x="565" vert-adv-y="565"></glyph.data></g></svg>)</td></tr></table>

<div>Comparison of MBC and DBC approaches.</div>

Mathematical Problems in Engineering

fig2

Figure 2

Figure 2: Global Chassis Control System Using Suspension, Steering, and Braking Subsystems 