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Journal of Electrical and Computer Engineering Innovations
JECEI, Vol. 1, No. 1, 2013
Regular Paper

35
J. Elec. Comput. Eng. Innov. 2013, Vol. 1, No. 1, pp. 35-42
SRTTU
Driving/RegenerationandStabilityEnhancementofa4WD
HybridVehiclesUsingMulti-StageFuzzyController
S.M.Sharouni
1,*
,P.Naderi
2
,andN.Taghizadegan
3

1
Research and Science Branch of Islamic Azad University, Borujerd, Iran
2
Shahid Rajaee Teacher Training University, Tehran, Iran

3
Shahid Madani University of Azarbayjan, Iran
* Corresponding Author: sahar.sharooni@yahoo.com

ARTICLEINFO

ABSTRACT

ARTICLEHISTORY:
Received 7 March 2013
Revised 28 March 2013
Accepted 4 May 2013
In front wheels driven vehicles, fuel economy can be obtained by
summing torques applied to rear wheels. On the other hand, unequal
torques applied to rear wheels provides enhanced safety. In this paper, a
model with seven degrees of freedom is considered for the vehicle body.
Thereafter, power-train subsystems are modeled. Considering an
electrical machine on each rear wheel, a fuzzy controller is designed for
each driving, braking, and stability conditions. Another fuzzy controller
recognizes the vehicle requirements between the driving/regeneration
and stability modes. The simulations performed in MATLAB/Simulink
environment show that the proposed structure can effectively enhance
vehicle performance in different modes.

KEYWORDS:
Fuzzy Controller
Hybrid Vehicle
Yaw Rate, Roll and Pitch
-Split Road


1.INTRODUCTION
One of the significant qualitative factors of the
vehicle behavior is its stability in critical driving
conditions such as braking on -Split road and rotation
with high speed. Recent research results of fuel
economy in vehicles have led to invention of hybrid
vehicles. In these vehicles, driver power demand is
provided by gasoline engine and electrical machine. In
most research works the goal of control strategy is only
based on fuel economy. In [1], a model based on the
real time road control strategy was offered for parallel
hybrid vehicles. An optimal control strategy that chose
power split between the engine and electrical machine
was presented in [2] to minimize fuel consumption in
parallel hybrid vehicles. In [3], fuel economy was
improved using field oriented control of a permanent
magnet motor and its belt coupling with crankshaft. A
simulation program was given in [4] to simulate
behavior of various components of hybrid vehicles.
Some studies have focused on the vehicles stability. A
driver-assist stability system and stability
enhancement for all-wheel-drive electric vehicles has
been introduced in [5-7]. This system was proposed in
[8] for two-motor-drive electric vehicle to enhance
safety using a fuzzy logic based controller. In [9], using
an electrical machine on front and rear axles, stability
enhancement and regenerative braking were provided.
Direct yaw rate control with road condition estimation
and anti-slip control have been proposed in [10]. In
[11], for an electrical vehicle, a new estimation method
of slip-rate has been presented.
2.PROPOSEDSTRUCTURE
In a front differential vehicle, unequal torques
applied to rear wheels will bring vehicle dynamic
control to path correction. On the other hand,
summation of torques is an essential factor in power
managing among engine and electrical machines.
Figure 1 shows the proposed structure. Beside battery
state of charge (SoC), other input signals are necessary
which will be illustrated in the following parts.
S.M.Sharouni et al.
36
Figuie 1: The pioposeu stiuctuie anu contiollei
3.VEHICLEMODELLING
A. Body modeling and tire forces
A mouel with seven uegiees of fieeuom was useu
foi simulation. In this mouel, the system uynamic can
be uesciibeu as follows |6j:
N
t
(u
.
iv) = F
xfl
cos F
yfl
sin +F
xfi
cos
+ F
yfi
sin +F
xil
+F
xii
F
ax

(1)
N
t
(v
.
+iu) = F
xfl
sin +F
yfl
cos +F
xfi
sin
+ F
yfi
cos +F
yil
+F
yii
F
ay

(2)
I
z
i
.
= L
f
|F
xfl
sin +F
yfl
cos + F
xfi
sin
+F
yfi
cos ] L
i
|F
yil
+ F
yii
]
+
T
2
|F
xfl
cos
F
yfl
sin
F
xfi
cos +F
yfi
cos +F
xil
F
xii
] +N
zfl
+N
zfi
+N
zil
+N
zii

(S)
Thiee uegiees weie uevoteu to the chassis' motion
anu foui uegiees weie assigneu to wheels' angulai
speeu. fl, fi, il anu ii uenoteu fiont left, fiont iight, ieai
left anu ieai iight, iespectively.
Symbol Definition
Fx Wheels longituuinal foice
Fx Wheels lateial foice
FR Wheels iolling iesistance foice
Fa Aeiouynamic uiag foice
X,Y Benotation to static iefeience fiame
x,y Benotation to moving iefeience fiame
Steei angle
Cu Coiiesponuing to centei of giavity
Lf Bistance fiom Cu to fiont axle
Li Bistance fiom Cu to ieai axle
T Long of vehicle axle
u Longituuinal velocity of Cu
v Lateial velocity of Cu
i vehicle yaw iate
Nz Wheels self-aligning toique
Nt vehicle total mass
B. Tire modeling
Tiie moueling is one of the most impoitant anu
ambiguous paits of vehicle moueling. By applying
movei toique (w) to the wheel, the iotation can be
uesciibeu as follows:
I
wi

i
.
=
wi
R
w
F
xi

Ri
foi i fl, fi, il, ii

(4)
wheie Iw anu Rw aie wheels moment of ineitia anu
wheels iauius, iespectively, is wheels angulai
speeu, anu R is wheels iolling iesistance toique,
which is an impoitant factoi in computing fuel
consumption.

R
= C
u
F
z
+C
1
|v
w
|
2


(S)
vw is wheels lineai speeu anu usually u.u4Cuu.2,
C1<<Cu. Well known Bugoffs mouel foi longituuinal
anu lateial foices is useu in this aiticle |12j. Fz is
veitical foice on the tiie consiueiing effects of vehicle
longituuinal anu lateial acceleiations anu can be
obtaineu by the known foimulas mentioneu in |6j.
C. Power transmission system modeling.
Tiansmission subsystem incluues engine, geai box,
clutch, biake, anu uiffeiential. The output engine
powei is tiansfeiieu to uiiven wheels via clutch, geai
box, anu uiffeiential. Biaking toique is tiansfeiieu to
all wheels uiiectly by the biake peual commanu. 0n
account of the equality between input anu output
powei in geai box anu uiffeiential systems, moueling
of these subsystems can be peifoimeu by assuming a
constant coefficient foi each of them. Engine anu geai
box speeu equivalency is assumeu foi simulation
puiposes. Since this iegulation woulu be violateu in
some cases such as low speeu motion oi uiiving by
impiopei geai, the engine powei will be wasteu in
clutch subsystem. Figuie 2 shows tiansmission
moueling. Figuie S shows clutch powei tiansmission
cuive which is utilizeu in this woik foi simulation. The
clutch is simulateu by two suifaces. 0ne of them is
connecteu to engine shaft anu anothei is jointeu to geai
box input. .

Figuie 2: Nechanical powei flow moueling

Driving/Regeneration and Stability Enhancement of a 4WD Hybrid Vehicles, Using Multi-Stage Fuzzy Controller
37
J. Elec. Comput. Eng. Innov. 2013, Vol. 1, No. 1, pp. 35-42

Figuie S: Clutch mouel cuive
In Figuies 2 anu S:
SYNB0L BEFINITI0N
KuN The nth geai coefficient
KBI Biffeiential geai coefficient
NEN Engine shaft speeu
TEN Engine output toique
NCL0 ueai box speeu at the n
th
geai
TCL0 0utput toique of geai (n
th
geai)
KCL=TCL0TCLI Clutch coefficient

Engine toique anu fuel consumption will be
computeu iegaiuing engine maps foi moueling
puiposes. 0ne of these maps computes shaft toique
baseu on thiottle opening anu shaft speeu. The engine
fuel consumption is ueteimineu accoiuing to shaft
speeu anu shaft toique. Bue to pievious uiscussion, the
shaft speeu will be ielateu to the vehicle speeu in usual
conuitions. Also, uiivei powei uemanu will be
implementeu by thiottle anu biake peuals in positive
anu negative acceleiations, iespectively. Figuies 4 anu
S show the engine maps employeu foi simulation taken
fiom ABvIS0R simulation piogiam |1Sj. Consiueiing
Figuie 4, engine output toique is negative in some
cases. This case happens uue to engine powei shoitage
compaieu with wheels' powei in uownhill uiiving
conuition, foi example. This is a key note foi powei
iegeneiation simulation when theie is no piessuie on
biake peual.
.

Figuie 4: Engines toique map

Figuie S: Engines fuel consumption map
4.MODELLINGOFELECTRICALCOMPONENTS
Electiical subsystems, useu in this aiticle, consist of
ACBC conveitei, electiical machine, batteiies, anu
powei electionic components. Because of fast
uynamicity of these subsystems in compaiison with
vehicle uynamics, only the batteiys uynamic mouel is
taken into account. In this way, the ABvIS0R
statistical mouel is useu foi InveiteiElectiical
machine moueling |1Sj. The mouels uemonstiateu
above aie utilizeu in simulation pait.
4.1. Inverter/Electrical machine modeling
In electiical machine anu connecteu inveitei
mouels, efficiency anu maximum iotoi toique aie
available. Figuie 6 shows InveiteiElectiical machine
maps foi moueling.
.

Figuie 6: Electiical machine cuives
4.2. Battery modeling
Batteiy state of chaige (SoC) is the most impoitant
contiol signal in the hybiiu vehicle. In this papei, one
of the well-known batteiy mouels is employeu. This
mouel is baseu on vaiiable voltage souice anu inteinal
vaiiable iesistance uepenuing on SoC. Figuies 7 anu 8
0 0.2 0.4 0.6 0.8 1
0
0.2
0.4
0.6
0.8
1
N
clo
/N
en
K
c
l
Clutch Properties
MEGA MOTOR CO. SIEMENS ENGINE PROPERTIES
[P
Max
= 49.5 kw,T
Max
=103.5 N.m @ 2800 RPM]
RPM
T
h
r
o
t
t
e
l

O
p
e
n
i
n
g

%
1000 1500 2000 2500 3000 3500 4000 4500 5000 550
0
20
40
60
80
100
-20
-15
-10
0
10
30
40
50
60
70
80
85
90
95
99
101
103
85
95
99
60
70
80
90
50
30
40
10
0
-10
-15 -20
Engine fuel map (gr/kwh)
RPM
T
o
r
q
u
e

(
N
.
m
)
1000 1500 2000 2500 3000 3500 4000 4500 5000 550
10
20
30
40
50
60
70
80
90
100
2500
1000
800
700
600
550
525
500
550
525
500
470
470
450
435 425 415
410
470
450
435
425
435
Machine/Inverter Efficiency and Continuous Torque Capacity
[Priues JPN - 30 Kw-300 v-57 kg - Permanent Magnet Machine/Controller]
(rad/sec)
T

(
N
.
m
)

0 100 200 300 400 500 600
-300
-200
-100
0
100
200
300
Efficiency Map
T
el-Max
0.85
0.85
0.85
0.85
0.85
0.8
0.8
0.8
0.8
0.85
0.85
0.75
0.75
0.7
0.7
0.7
0.7
0.65
0.65
0.6
0.6
0.85
0.75
0.75
0.9
0.9
0.9
0.9
0.85
0.85
S.M.Sharouni et al.
38
show this mouel anu typical values of its paiameteis
|1Sj. 0ne of the simple anu well known foimulas foi
SoC calculation is given below: wheie SoC(u) is initial
state of chaige, Ahcap anu Ahuseu aie maximum anu useu
batteiy Ampeihoui, iespectively, anu Ib is
instantaneous batteiy cuiient.
.
Figuie 7: The R_Inteinal batteiy mouel

Figuie 8: inteinal paiameteis of Batteiy
SoC =
(Ah
cap
Ah
useu
)
Ah
cap
(1u)
Ah
useu
= Ah
cap
(1 SoC
(u)
) +_
I
b
S6uu
ut
t
u
(11)
5.DRIVERMODELING
A simple PIB contiollei is useu foi uiivei behavioi
simulation in ThiottleBiake peuals piessuie. In
auuition, foi geai changing simulation, it is assumeu
that the change establisheu upon thiottle opening anu
vehicle speeu expeiimental uata.

Figuie 9: Simple PIB contiollei foi peuals' piessuie
simulation


6.CONTROLLERSTRUCTUREANDSTRATEGY
Regaiuing (S), the yaw iate can be uiiectly
contiolleu by applying a uiffeiential input toique to
non-uiiven wheels (Fxil-Fxii). Accoiuing to the steauy
state coineiing theoiy of bicycle mouel, it is known that
the vehicle velocity anu yaw iate eiioi satisfy the
following equations |6j.
r
d
= (
I
s
I
]
+I

)o (12)
c

= r
d
r (1S)
Noieovei, BiivingRegeneiation biaking can be
obtaineu by summing toiques applieu to ieai wheels
which aie calleu assistant foices (Fxil+Fxii). 0veiall
contiollei consists of foui sub-contiolleis, as shown in
Figuie 1u. As coulu be seen in this figuie, the biaking
moue contiol will be activateu by biake peual piessuie.
Fuitheimoie, in the uiiving conuition, the assistant
toique is evaluateu on account of batteiy state of
chaige, vehicle speeu, anu mechanical toique enfoiceu
on fiont wheels. The AssistantRegeneiative toique
geneiateu by electiical machines may be neai
maximum toique capacity. In this case, if the yaw iate
eiioi exists, applying the computeu toique by the
stability moue sub-contiollei will be impossible. In
oiuei to solve this pioblem, the above mentioneu goals
aie weighteu by goal management sub-contiollei.
Auuitionally, oveiall contiol opeiation will be activateu
only when the speeu of vehicle is non-zeio.
Contiollei stiuctuie, fuzzy membeiships functions
anu iule bases aie piesenteu as follows. The symbols
anu uefinitions useu in Figuie 1u aie noteu in the
following table.
Symbol Definition
un ueai numbei
vs Noimalizeu vehicle speeu
Xbp Noimalizeu biake peual uisplacement
Th% Thiottle opening peicent
Rotoi_l Left machine toique
Rotoi_i Right machine toique
el_max Naximum toique capacity of electiical machine
mech_uiive Total of applieu toique to fiont wheels
com Electiical machines toique commanu


0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1
0
0.1
0.2

Battery Resistance [ Optima spiral-wound VRLA prototype battery]

0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1
12
12.5
13
SoC
V
o
l
t
Battery Open Circuit Voltage [ Optima spiral-wound VRLA prototype battery]
R
charge
R
discharge
Driving/Regeneration and Stability Enhancement of a 4WD Hybrid Vehicles, Using Multi-Stage Fuzzy Controller
39
J. Elec. Comput. Eng. Innov. 2013, Vol. 1, No. 1, pp. 35-42

Figuie 1u: Contiollei stiuctuie

Figuie 11: Biive-uiau fuzzy contiollei membeiships

Figuie 12: Biaking fuzzy contiollei membeiships

Figuie1S: Stability fuzzy contiollei membeiships

Figuie 14: uoals management contiollei membeiships
TABLE 1
F0ZZY R0LL BASE 0F EACB S0B-C0NTR0LLER
STABILIT
Y
N0BE
R0LE
BASE
ei
NB NN NS Z PS PN PB
u
e
i

u
t

NB
Nv
B
Nv
B
Nv
B
NB NN NS Z
NN
Nv
B
Nv
B
NB NN NS Z PS
NS
Nv
B
NB NN NS Z PS PN
Z NB NN NS Z PS PN PB
PS NN NS Z PS PN PB
Pv
B
PN NS Z PS PN PB
Pv
B
Pv
B
PB Z PS PN PB
Pv
B
Pv
B
Pv
B
BRIvE N0BE vs
R0LE BASE Low Niu Bi
S
o
C

Low vL vL vL
Niu B N L
Bi vB B N
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1
0
0.5
1
V
s
Low
Mid Hi
0.6 0.65 0.7 0.75 0.8 0.85 0.9 0.95 1
0
0.5
1
SoC
Low
Mid
Hi
0 0.5 1 1.5 2 2.5 3
0
0.5
1
K
a
VL L M H
VH
-1 -0.8 -0.6 -0.4 -0.2 0 0.2 0.4 0.6 0.8 1
0
0.5
1
dX
bp
/dt
neg mid
pos
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1
0
0.5
1
X
bp
low mid hi
-1 -0.9 -0.8 -0.7 -0.6 -0.5 -0.4 -0.3 -0.2 -0.1 0
0
0.5
1
K
r
vh
h m l vl
-1 -0.8 -0.6 -0.4 -0.2 0 0.2 0.4 0.6 0.8 1
0
0.5
1
e
r
nb
nm ns z ps pm
pb
-1 -0.8 -0.6 -0.4 -0.2 0 0.2 0.4 0.6 0.8 1
0
0.5
1
de
r
/dt
nb nm ns z ps
pm
pb
-1 -0.8 -0.6 -0.4 -0.2 0 0.2 0.4 0.6 0.8 1
0
0.5
1
K
d
nvb
nb nm ns
z
ps
pm
pb
pvb
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1
0
0.5
1
Ie
r
I
low
mid
hi
vlow
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1
0
0.5
1
IT
com
/T
el-max
I
vlow
mid hi low
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1
0
0.5
1
K
m
vl
l
m h
vh
S.M.Sharouni et al.
40
7.SIMULATIONRESULTS
Ceitain paiameteis of an automobile calleu PRIBE aie
tabulateu below foi the simulation

TABLE2
uEAR B0X BATA
ueai # Coefficient Symbol
1 S.4S4 Kg1
2 1.944 Kg2
S 1.27S KgS
4 u.861 Kg4
S u.692u KgS

TABLE S
APPR0XINATELY CBANuEB PARANETERS
Paiametei Symbol 0nit value
vehicle total mass Nt Kg 146u
Bistance fiom fiont axle to
Cu
Lf m 1.S97
Bistance fiom ieai axle to
Cu
Li m u.947

TABLE 4
B0BY, WBEELS ANB BIFFERENTIAL PR0PERTIES
Paiametei Symbol 0nit value
vehicle total mass Nt Kg 116u
Bistance fiom fiont axle-
Cu
Lf m 1.297
Bistance fiom ieai axle-
Cu
Li m 1.u47
Tiack wiuth T m 1.4
Biag coefficient Cu N.s
2
m
2
u.41
Fiontal aiea AF m
2
1.8
Lateial aiea AL m
2
4.S
vehicle ineitia about z
axis
Iz Kgm
2
18u9
Biffeiential coefficient Ku No unit S.78
Wheels longituuinal
stiffness
Cx N 17Suu
Wheels lateial stiffness Cy Niau 1Suuu
Wheels iauius Rw m u.272
Wheels ineitia Iw Kgm
2
S.264

Aftei installing electiical components which change
vehicle into a hybiiu one, some paiameteis will
change, as shown in Table S. In the next step, vaiious
scenaiios will be simulateu anu the compaiison will
be uone in oiuei to evaluate the pioposeu
stiuctuie's peifoimance.

7.1. Power management examination in civic
driving cycles
Thiee stanuaiu uiiving cycles which aie shown
in Figuie 1S weie useu foi simulations |1Sj. Engine
behavioi, batteiy opeiation, electiical machines
toiques, anu biaking toique foi INBIA uiiving cycle
aie shown in Figuies 16-18. Fuel consumption of all
of these thiee uiiving cycles is given in Table S.

Figuie 1S: Civic uiiving cycles

Figuie 16: Engine behavioi anu geai changeu in the INBIA
cycle
0 100 200 300 400 500 600 700 800
0
50
K
m
/
h
INDIA Driving Cycle
0 200 400 600 800 1000 1200
0
50
100
K
m
/
h
UDDS Driving Cycle
0 200 400 600 800 1000
0
50
100
t (sec)
K
m
/
h
NEDC Driving Cycle
0 100 200 300 400 500 600 700 800
0
50
%
Throttle Opening
0 100 200 300 400 500 600 700 800
0
1
2
3
x 10
4
W
a
t
t
Engine Power
0 100 200 300 400 500 600 700 800
0
5


N
o






U
n
i
t




Gear Number


0 100 200 300 400 500 600 700 800
1,000
4,000
t (sec)
R
P
M
Engine Speed
Conventional
Hybrid
BRAKE N0BE uXbput
R0LE BASE Pos mid neg
X
b
p

hi vh h m
mid B m l
low N l vl
u0AL
NANAuNENT
|com/el_max|
R0LE BASE Vlow low mid hi
|
e
i
|

vlow vh vh vh vh
low vh vh h m
mid vh h m l
hi vh m l vl
Driving/Regeneration and Stability Enhancement of a 4WD Hybrid Vehicles, Using Multi-Stage Fuzzy Controller
41
J. Elec. Comput. Eng. Innov. 2013, Vol. 1, No. 1, pp. 35-42

Figuie 17: Batteiy behavioi anu electiical toiques foi the
INBIA cycle

Figuie 18: Biaking toique applieu in the INBIA cycle
TABLE S
F0EL C0NS0NPTI0N
Biivin
g
Cycle
C0NvENTI0NA
L
Litie(1uu Km)
BYBRIB
Litie(1uuKm
)
F0EL
EC0N0N
Y
INBIA 6.SS 4.S1 S1.9%
0BBS 8.28 6.SS 2S.S%
NEBC 8.19 S.11 S7.6%
Accoiuing to Figuie 16, the engine output powei in
hybiiu case is lowei than the conventional one. Also,
noticing the vehicle speeu anu batteiy output powei,
shown in Figuie 17, when the vehicle speeu incieases
between SSu to 6uu sec, paiticipation of electiical
machines in powei uemanu will be uecieaseu by the
contiollei. As seen in Figuie 18, the vehicle in hybiiu
case has lowei enfoiceu biaking toique which is
coiiesponuing to iegeneiative biaking conuition.
7.2. Lane change with high speed
Lane change maneuvei iesults at 7u Kmh on
noimal ioau aie illustiateu as follows. It was assumeu
that uiivei applieu the same steeiing effoit in both
conventional anu hybiiu vehicles. As uepicteu in Figuie
19, the vehicle in hybiiu case is moie stable anu the
yaw iate is veiy close to the iefeience value.
7.S. Braking on -split road
In this section, biaking at 11u kmh on a -split
ioau (coiiesponuing to uiy pavement, =u.9S, on the
iight siue anu unpackeu snow, =u.SS, on the left) was
simulateu. Buiing the simulation, the steei angle was
assumeu to be zeio. The vehicle speeu ieuuction anu
simulation iesults aie uepicteu in Figuie 2u. This figuie
shows that the hybiiu vehicle has bettei stability
uuiing biaking anu the unuesiieu lane change is also
lowei than the conventional one..

Figuie 19: Yaw iate anu vehicle lane uuiing of lane changing

Figuie 2u: vehicle speeu, vehicle lane anu electiical
machines toique uuiing of biaking
8.CONCLUSION
In this papei, a uiivei-assistant stability system with
BiivingRegeneiation biaking was intiouuceu foi a
fiont uiffeiential vehicle using electiical tiaction
system on ieai wheels. Intelligent peifoimance of the
oveiall contiol system in making electiical machines'
toique commanus baseu on the uiiving necessities was
the main auvantage of the pioposeu contiollei. The
simulation iesults showeu intelligent peifoimance of
the pioposeu contiol system in vaiious uiiving
enviionments such as slippeiy ioaus.
0 100 200 300 400 500 600 700 800
-1
0
1
2
3
x 10
4
W
a
t
t
Battery Power
0 100 200 300 400 500 600 700 800
-100
0
100
200
300
N
.
m
Left and Right Electrical Machines Torque
0 100 200 300 400 500 600 700 800
0.65
0.7
0.75
t (sec)
Battery State of Charge
0 100 200 300 400 500 600 700 800
-150
-100
-50
0
N
.
m
Braking Torque Applied to each Wheel in the Conventional Case
0 100 200 300 400 500 600 700 800
-150
-100
-50
0
t (sec)
N
.
m
Braking Torque Applied to each Wheel in the Hybrid Case
-200 -150 -100 -50 0 50 100 150 200 250
-100
0
100
200
300
X (m)
Y

(
m
)
Vehicle Lane


5 10 15 20 25 30 35 40
0
5
10
15
t (sec)
D
e
g
r
e
e
/
S
e
c
Vehicle Yaw rate


Conventional
Hybrid
Reference
0 20 40 60 80 100 120
0
1
2
X (m)
Y

(
m
)
Vehicle Undesirable Lane Change During of Braking


0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5
80
100
K
m
/
h
Vehicle Speed During of Braking
0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5
-200
0
200
t (sec)
N
.
m
Electrical Machines Torque in Hybrid Case


Right
Left
Conventional
Hybrid
S.M.Sharouni et al.
42
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BIOGRAPHIES

Sahar M.sharouni was boin in Bezful,

Iian, in 198S. She ieceiveu hei B.S.
uegiee in Electionic Engineeiing in
2u1u anu N.Sc. uegiee in Powei
Engineeiing fiom Islamic Azau
0niveisity, Iian, Boiujeiu in 2u1S. Bei
inteiests aie electiic machines anu
powei system uynamics. .
Email:Sahai.shaiooniyahoo.com

Peyman Naderi was boin in Ahvaz,

Iian, in 197S. Be ieceiveu his B.Sc.
uegiee in Electionic Engineeiing in
1998 anu N.Sc. uegiee in Powei
Engineeiing fiom Chamian 0niveisity,
Iian, Ahvaz in 2uu1. Be has a Ph.B.
uegiee in Powei Engineeiing Science
fiom K.N. Toosi 0niveisity, Tehian,
Iian. Bis inteiests aie hybiiu anu
electiic vehicles, vehicles
uynamic, powei system tiansients anu powei system uynamics.
Be is cuiiently assistant piofessoi in Shahiu Rajaee Teachei
Tiaining 0niveisity of Tehian, Iian.
E-mail: p.naueiisittu.euu

NavidTaghizadegan was boin in Iian

in 1968 anu ieceiveu his B.Sc. at Tabiiz
0niveisity in 1989 anu his N.Sc. at
Tehian 0niveisity in 1994 anu his
Ph.B. at Tabiiz 0niveisity in 2uu8 all in
Iian anu in the fielu of Electiical
Engineeiing. Bis ieseaich inteiests aie
powei system uynamics anu contiol.
Be is an authoi of many inteinational papeis anu hau wiitten
some technical books. Be weie also uiiecteu some ieseaich
piojects in Azeibaijan Electiical 0tility of Iian. Be is cuiiently
lectuiing in Azaibaijan Shahiu Nauani 0niveisity as a assistant
piofessoi. Be is expeiienceu many yeais of lectuiing anu
ieseaiching in many of the fielus in ielateu with electiical powei.
Be have hau eighteen yeais of expeiience in inuustiial woiking in
the fielu of powei anu eneigy