Traction control system

Summary

A traction control system (TCS), also known as ASR (from Antriebsschlupfregelung), is typically (but not necessarily) a secondary function of the electronic stability control (ESC) on production motor vehicles, designed to prevent loss of traction (i.e., wheelspin) of the driven road wheels. TCS is activated when throttle input and engine power and torque transfer are mismatched to the road surface conditions. The intervention consists of one or more of the following: *Brake force applied to one or more wheels *Reduction or suppression of spark sequence to one or more cylinders *Reduction of fuel supply to one or more cylinders *Closing the throttle, if the vehicle is fitted with drive by wire throttle *In turbocharged vehicles, a boost control solenoid is actuated to reduce boost and therefore engine power. Typically, traction control systems share the electrohydraulic brake actuator (which does not use the conventional master cylinder and servo) and wheel-speed sensors with ABS.

Official source

https://en.wikipedia.org/wiki/Traction_control_system

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Control of Current in AC Induction Machines with Pronounced Slot Harmonics for Smooth Torque

Nicolas Lorétan

AC introduction motors have been used in traction applications for a long time. They have a good efficiency for a low cost and are very robust. Most of these motors have been developed for industrial applications and they have a torque ripple because of the presence of slot harmonics. The smoothness of the torque is important for traction applications ands the torque ripple should be reduced or even suppressed without loss of eficiency.

2011

Wheel Torque Control in Rough Terrain - Modeling and Simulation

Pierre Lamon, Roland Siegwart

This paper presents a method for wheel-ground contact angle measurement and a traction control strategy minimizing slip in rough terrain. The slip minimization algorithm has been tested and compared with a standard speed control in simulation, which allows to verify the validity of the assumptions taken during the modeling phase. The simulations show clearly the advantage of torque control versus speed control. Furthermore, the proposed method has the advantage to avoid relying on complex wheel-soil interaction models, whose parameters are generally unknown in challenging terrains.

2005

The mechanical behavior of an aluminum alloy during uniaxial cyclic loading is examined using finite element simulations of aggregates with individually resolved crystals. The aggregates consist of face centered cubic (FCC) crystals with initial orientations assigned by sampling the orientation distribution function (ODF) determined from the measured crystallographic texture. The simulations show that the (elastic) lattice strains within the crystals evolve as the number of cycles increases. This evolution is attributed to the interactions between grains driven by the local plasticity. Under constant amplitude strain cycles, the average (macroscopic) stress decays with increasing number of cycles in concert with the evolution of the lattice strains. Further, the average number of active slip systems also decreases with increasing cycles, eventually reaching zero as the material response becomes totally elastic at the grain level. During much of the cyclic history only a single slip system is activated in most grains. The simulation results are compared to experimental data for the macroscopic stress and for lattice strains in the unloaded state after 1, 30 and 1000 cycles. © 2003 Elsevier Science Ltd. All rights reserved.

2003