- Article
29 Pages
Distributed-drive electric vehicles can coordinate active front steering (AFS) and direct yaw-moment control (DYC) to regulate lateral and yaw responses. This study develops a hierarchical AFS–DYC framework with a unified physical interface and four-wheel torque allocation. Linear time-varying model predictive control (LTV–MPC) and sliding mode control (SMC) are compared using the same vehicle model, trajectory, feedback signals, speed loop, and allocator. The interface converts the LTV–MPC yaw-acceleration-equivalent input into an additional yaw-moment demand, which SMC supplies directly. In a 15 s CarSim/Simulink double-lane-change co-simulation at 80 km·h−1 and = 0.5, the implemented LTV–MPC configuration reduced the lateral-position root-mean-square error (RMSE), heading-angle RMSE, directly recorded CarSim yaw-rate RMSE, and root-mean-square (RMS) sideslip angle by 33.83%, 52.04%, 54.185%, and 49.45%, respectively, relative to SMC. The aggregate mean-squared wheel-torque command cost was approximately 5.65% lower, while the differential-component cost was 115.09% higher. A separate steering-interface hardware-in-the-loop test supported closed-loop operation of the physical steering actuator. For this maneuver, the LTV-MPC configuration showed lower tracking errors and aggregate torque-command cost, but higher differential torque demand.
Modelling
25 October 2026









