Project seminar on

Automatic braking system

Submitted By

Vishal sehra
19ME02014

School of Mechanical Sciences

Indian Institute of Technology, Bhubaneswar

November, 2020
 Name: vishal sehra
Roll. No. 19ME02014

Abstract:
The use of computer assisted systems is a major step towards improving the safety and
performance of vehicles. This report investigates one aspect of system design, the braking
system. The design exercise is based upon a simulation of a cars braking system enables
several alternative control strategies to be assessed. The findings illustrate the problems
involved and the opportunities available for the application of an 'intelligent' control
strategy.
 CONTENTS

Contents Page No. 1

INTRODUCTION
1.1 Theoretical background
1.2 History of development
1.3 Applications
1.4 Advantaged and disadvantages
BRAKING SIMULATION
A Wheel/chassis Dynamics

B braking system dynamics

C tyre/and road interaction

ABS CONTROLLER DESIGN

CONCLUSION

REFERENCES
1 Introduction:
The recent developments in the new generation of sensor rich, distributed autonomous
control technology has had a profound effect on the design of modern automotive vehicles. In
particular, the intelligence afforded by robust embedded microelectronics throughout the
vehicle together with the communication networks topologies have resulted in control systems
which greatly enhance the vehicle performance covering aspects such as safety, passenger
comfort and environmental impact, to name but a few. In addition, an improved understanding
of vehicle performance can be gained from the development of software simulation techniques
which employ a range of achieving improved vehicle control strategies.

The following report, investigates the performance of existing and potential strategies
applicable to vehicle automatic braking system’ s, known as ABS. a system model developed
using the MATLAB simulation environment is described, which is then implemented with a
‘BANG-BANG’ controller strategy to provide a benchmark for the evaluation of alternative
investigated were centred around PI and Fuzzy logical based system which take advantage of
information received from the distributed sensor. One of the main aims was to improve the
diver comfort when the ABS is activated whilst maintaining optimal system performance in term
of minimising the vehicle stopping distance under emergency conditions. It is well known that
existing Bang-Bang control implementation is very severe in terms of the physical shock the
driver experience through braked pedal pulsations, when the system is activated.

The following section evaluate possible alternative and provide an indication of

the level of system performance which could be achieved. The advantage of such intelligent of
developments in Smart Tyre technology together with the increasing integrity of micro
technology.

2. vehicle braking simulation

The following model is part of a chassis simulation of typical car which is currently
under development to investigate the use of an overall distributed control system in vehicles.

 Wheel/chassis Dynamics
For this paper a single a single wheel model [1] is employed as shown in figure 1.
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Figure 1 : Force acting upon a single wheel

Figure 2 below shows the force acting upon a half car model.

For the purpose of this report the following assumption are made:

 The overall braking force is distributed evenly around all four wheels.
 Each wheel experiences the same road conditions.
 The vehicle centre of gravity is mid-way between its wheelbase, that is Lr =Lf.
 The vehicle decelerates in a straight line from 100km/hr.
Under these conditions, the chassis will not experience pitch, roll and yaw forces.

 Braking System Dynamics

The figure 3 shows a schematic of the hydraulic braking system used in the braking
simulation [2]. Note that applied braking force, F, is normalised for ease of application.

The resulting brake subsystem model assumes non-laminar flow though the
restriction,

la

Q = Cd.A× √(2÷ dencity )(P1− p 2)

Where Cd is the restriction’s discharge coefficient, A its cross-sectional area, and density is
density of the brake fluid. Note that the increased use of servo-amplification has the following
affects on the braking system model:

 The final pressure in the caliper increase as in steady states P1 =P2.

 Choking occurs time in the restriction and hence a longer time is required for the
transference of P1 to P2.
 As the braking torque is simply a scaled version of the caliper pressure, P2, then this
behaviour transfer itself directly to the applied braking torque.

Note, that the model does not allow for variations in behaviour that arises sue to temperature
change in the braking system, for example brake fade.

C. tyre/ road Interaction

 Under normal operating condition the rotational velocity of the wheel, Angular
velocity, would match the forward velocity of the car, Vx (expressed in rotational terms), and any
deviation of the two would indicate some problem with tyre grip. This difference is commonly
defined in terms of wheel slip. Lembda, which is evaluated via

Lambda= (Vx – angular velocity ×Rw)÷(max(Vx, angular velocity Rw )

In braking terms, a slip of zero indicates the car is free-wheeling, and a value of unity that the
cars wheel is locked and it is skidding whereas for the traction control problem a negative slip of
unity describes full wheel spin.

Friction between the tyre and road surface is described by the road friction
coefficient. For dry road and normal road tyres this is of the form shown in Figure 4.

Other road condition are modelled usingyery different characteristics[1,3].

Figure 5 shows the full Simulink simulation of the ABS control scheme described above.
 3 ABS Controller design:

The control scheme illustrated in figure 5 is designed to keep the slip at, or around, a
value of 2.0 where figure 4 has shown the maximum tyre/road surface grip to occur. Using this
scheme a logical relay (bang-bang) control scheme was initially employed to provide a
performance benchmark. Figure 6 shows the resulting servo-assisted braking performance
which takes 3.61 second and 55m to come to a half from 100km/hr.
 Figure 6 : bang-bang ABS system performance

The results of figure 6 show the braking scheme requirements. Namely, to brake as heavily as
possible until the onset of slip and then control slip near to its maximum grip value. From a
comfort point of view the pedal pulsations experienced by the driver can also be seen and from
this, and from a performance point of view a controller capable of better maintaining slip at the
desired level is established.

This was somewhat improved by the use of a single input-single output fuzzy controller to
establish a small region, ± 0.15, of linear/ non-linear proportional control around zero error
conditions. Its performance is contrasted with the above bang-bang controller in table 1.

The use of classical PI control was then investigated using genetic algorithm [4] Based
turning to determine to optimal controller settings in terms of minimum braking distance. Figure
7 shows the solution space and figure 8 the braking performance for the resulting setting of a
proportional gain Kc of 5.1 and a integral time step T1 of 2 seconds. It can be seen to provide
better regulation of the slip and therefore less significant changes in applied braking. An
intelligent interration scheme [5] was employed to limit maximum intergration levels in order to
avoid any problems that may arise due to integrator saturation.
A fuzzy control strategy [6] based upon the available sensor measurements of slip and filtered
rate of change of wheel velocity was developed using a Mamdani inference structure [7]. The
initial results are shown in figure 9 and table 1.
4 Results and conclusions
The following table outlines the results for the control schemes designed above for the normal
road/tyre conditions illustrated as well as for reduction in grip of 50%. All figure represent
braking from 100km/hr under the assumption detailed previously.

PI control has been shown to provide the best braking performance of the alternative shown
although it should be possible to equal or slightly better it by use of an equivalent surface from a
suitably optimised Fuzzy controller.

However, the effect of changing road conditions does have a considerable affect on
controller performance as optimisation of the PI controller setting of Kc = 4.2 and Ti = 2.25 and a
stopping distance of 86.56m. that is a reduction of almost 4m in the best of the above. This will
be further compounded if the shape of the characteristics differs, for instance when ice or gravel
are encountered [1]. As the maximum grip will no longer exist at a slip of 0.2.

In practice this would require some means of identifying the slip profile in order to
brake at maximum potential. Some form of ‘intelligent’ pattern recognition of the initial braking
profile for the onset of slip could be used in order to identify this parameter and select the most
appropriate braking regime for that particular situation. Potentially this work could be directly
applied to traction control system design.

Refence:
https://www.youtube.com/channel/UCxMXl9L79X1Mq_4iwCOyPFg

https://www.youtube.com/channel/UCIOArBoCAWW-
Ufb1BEIHOjghttps://www.youtube.com/channel/UCeiBi8gptAwNoIH
rZ3OUUbw
https://resurge.com/