ABS Background

The two major cases involved in the design of a practical braking control algorithm are [2]:

Primarily, ABS control is a highly a nonlinear control problem due to the complicated
relationship between friction and slip as the result of time varying parameters and Uncertainties.
The second case is that the performance depends highly on the knowledge of the tire-road
surface conditions.

Since the essence of designing algorithms is to produce an 'optimal' limit cycle in the phase
plane, practical data and accurate simulation environment is required. The simulation can be
implemented using the MATLAB/Simulink program Package.

Control

The foremost control methods existing in the literature can be categorized in four different

areas: Threshold control, PID control, Sliding-mode control (SMC) and Intelligent control.

Threshold control and PID control is a simple control method that has been widely applied in the
early ABS versions. It usually uses wheel acceleration and/or wheel slip as controlled variables
and defines threshold values, above/below which the pressure should be increased, held or
decreased [1].

The sliding mode control (SMC) requires only the bounds of uncertainties [2]

The intelligent control are such as fuzzy logic [3], genetic algorithms and neural networks. The
fuzzy control is a controlling mechanism in which mathematical model of the system does not
needed.

Terminologies

To accomplish the required control of longitudinal slip, the following state variables are
monitored or calculated by the vehicle’s ABS control module:
• Vehicle Velocity - Linear velocity of the vehicle sprung mass
• Wheel Spin Velocity–Angular velocity of each wheel (or axle on some systems)
• Tire Longitudinal Slip - Relative velocity between the tire and road, expressed as a fraction of
vehicle velocity
• Wheel Spin Acceleration - Angular acceleration of each wheel
• Tire-Road Surface Friction – Ratio of the maximum braking force to the normal tire force
• Brake System Pressure – Pressure produced as a result of the driver’s brake pedal application
(input variable)
• Wheel Brake Pressure – Pressure supplied to the wheel brake assembly (output variable)

Typical Hardware

To monitor or calculate the above state variables, the typical vehicle ABS system includes the
following hardware components:

• Electronic Control Unit (ECU) – This is one of the vehicle’s microcomputers. It is programmed
with the algorithm that reads the current state variables,

Determines the required pressure at each wheel and sends the appropriate signals to the brake
pressure modulator (see below).

• Wheel Speed Sensors – These components directly measure the wheel spin velocity of each
wheel using a wheel-mounted pulse rotor (a notched metal ring) and a fixed, magnetic sensor
that measures the rotation of the pulse rotor.

• Brake Pressure Modulator – This component (or components, depending on the system)
controls the wheel brake pressure according to the control conditions specified by the ECU.

• Brake Master Cylinder/Air Compressor – This component provides the fluid pressure source.

• Wheel Brake Caliper/Cylinder/Chambers – These components apply the braking force at each
wheel according to the wheel brake pressure.

The basic hardware requirements are generally the same for all vehicle types, ranging from
passenger cars to on-highway trucks.

ABS Algorithm – This is the ABS algorithm, selected from a list of the various ABS algorithms
available to the user. The algorithms currently available are Tire Slip and HVE Bosch Version 1.
This list can be updated as new algorithms become available.

• Control Method – This option determines if all wheels are controlled by a single controller or if
individual wheels or axles are controlled separately.
Fuzzy logic controller
Each of the fuzzy inputs of wheel acceleration (WA) and slip ratio (SR) is expressed by 5 fuzzy
-rnembership functions: "Very Low" (VL), "Low" (L), "Medium" (M), "High" (H), and

"Very High" (VH). The output ofthe. fuzzy-logic controller is the desired pressure differential,
D.P, and is expressed by 5 fuzzy-membership functions: "High Pressure Decrease" (HPD) ,
"Low Pressure Decrease" (LPD) , "Holding Pressure" (HP), "Low Pressure Increase" (LPI) , and
"High Pressure Increase" (HPI) . Fuzzy -rnembership functions for the inputs and output are
shown in Fig. 5.

Fuzzy rules used here are based on conventional ABS algorithms. A typical conventional ABS
algorithm works as follows:

When the wheel acceleration decreases beyond a certain threshold value (- a) due to braking, the

solenoid valve is shifted to its "maintain pressure" position. When the wheel peripheral velocity

drops further below a slip ratio threshold, the solenoid valve is shifted to its "pressure release"
position. The brake pressure then continues to drop until the wheel's peripheral acceleration
exceeds again threshold (- a) again. Then, the solenoid valve is shifted to hold the brake pressure.
When the wheel's acceleration increases and exceeds a threshold (+ a) , the solenoid value is
shifted to increase the brake pressure.
Fuzzy logic controller
Fuzzy controllers are based on rule bases and membership functions for their design aspect. Moreover, a
fuzzy controller can easily adapt to changing road conditions, traffic conditions, non linearity’s
in the vehicle system etc.

The fixed value of the slip has proven to provide optimal friction between tire and road surface
under varying road conditions.

In case of braking system, the fuzzy controller has two inputs, namely the error in slip, which is
the actual slip minus the fixed slip ratio of 0.2, and the rate of change of this slip which is the
deceleration of the vehicle. The purpose of the controller is to maintain the vehicle slip as close
as possible to the value of 0.2.

Membership functions
NB: Negative Big
NS: Negative Small
ZO: Zero
PB: Positive Big
PS: Positive small
Reference
[1] J. Pedro and C. Ferro, “Design and Simulation of an ABS Control Scheme for a Formula
Student Prototype,” no. May, 2014.

[2] R. Verma, D. Ginoya, P. D. Shendge, and S. B. Phadke, “Vehicle System Dynamics :

[3] L. Xiao, L. Hongqin, and W. Jianzhen, “Modeling and Simulation of Anti-lock Braking
System based on Fuzzy Control,” vol. 3, no. 10, pp. 110–113, 2016.

References to be downloaded

8. Newton, W.R., Riddy, F.T. (1987). Evaluation Criteria for Low-Cost AntiLock Brake Systems
for FWD Passenger Cars. In: Martin, J. M., Gritt, P. S., eds. Anti-Lock Braking Systems for
Passenger Cars and Light Trucks-A Review. Warrendale, PA: Society of Automotive Engineers,
pp. 277–287.