Study of control logic for automobile anti-braking system 2012-13

Chapter 1
INTRODUCTION

In recent years, the research and development of vehicle anti-lock breaking system (ABS)
becomes technological hot spot of domestic automobile industry. Although research methods are
various, but the emphasis point is consistent, that is developing ideal control logic algorithm.
Computer software simulation basing on MATLAB is the best solution to it. The efficiency is
highest and the effect is best. MATLAB/simulink is a new kind of computer tools of modeling
and simulation. The majority of procedures can use visualizing model, and avoid tediously work
of code establishment, and it carries on the unification numerical calculation. The user needs not
to care about the concrete realization question of numerical calculation methods, system model
archives maximum limit modularization, and it is advantageous for revision and maintains. In
order to develop a ideal control logic algorithm of vehicle anti-lock breaking, this paper basing
on software environment of MATLAB/simulink establishes a state flow finite state machine
model for the vehicles model of four channels anti-lock breaking system and control logic of
anti-lock breaking, it also studies the control logic algorithm. [1]

1.1. Anti-lock braking system (ABS)

Anti-lock braking system is an automobile safety system that allows the wheels on
a motor vehicle to maintain tractive contact with the road surface according to driver inputs
while braking preventing the wheels from locking up (ceasing rotation) and avoiding
uncontrolled skidding. It is an automated system that uses the principles of threshold
braking and cadence braking which were practiced by skillful drivers with previous generation
braking systems. It does this at a much faster rate and with better control than a driver could
manage. [1]

ABS generally offers improved vehicle control and decreases stopping distances on dry
and slippery surfaces for many drivers; however, on loose surfaces like gravel or snow-covered
pavement, ABS can significantly increase braking distance, although still improving vehicle
control.

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Since initial widespread use in production cars, anti-lock braking systems have evolved
considerably. Recent versions not only prevent wheel lock under braking, but also electronically
control the front-to-rear brake bias. This function, depending on its specific capabilities and
implementation, is known as electronic brake force distribution (EBD), traction control system,
emergency brake assist, or electronic stability control (ESC).

Fig 1.1 Diagram of Anti-lock braking system

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Chapter 2
EARLY SYSTEMS
ABS was first developed for aircraft use in 1929 by the French automobile and aircraft
pioneer, Gabriel Voisin, as threshold braking on airplanes is nearly impossible. These systems
use a flywheel and valve attached to a hydraulic line that feeds the brake cylinders. The flywheel
is attached to a drum that runs at the same speed as the wheel. In normal braking, the drum and
flywheel should spin at the same speed. However, if a wheel were to slow down, then the drum
would do the same, leaving the flywheel spinning at a faster rate. This causes the valve to open,
allowing a small amount of brake fluid to bypass the master cylinder into a local reservoir,
lowering the pressure on the cylinder and releasing the brakes. The use of the drum and flywheel
meant the valve only opened when the wheel was turning. In testing, a 30% improvement in
braking performance was noted, because the pilots immediately applied full brakes instead of
slowly increasing pressure in order to find the skid point. An additional benefit was the
elimination of burned or burst tires. (This citation has no mention of Gabriel Voisin, who was not
involved in aviation at the time; neither are there patents to substantiate this claim) [7]

In 1958, a Royal Enfield Super Meteor motorcycle was used by the Road Research
Laboratory to test the Maxaret anti-lock brake. The experiments demonstrated that anti-lock
brakes can be of great value to motorcycles, for which skidding is involved in a high proportion
of accidents. Stopping distances were reduced in most of the tests compared with locked wheel
braking, particularly on slippery surfaces, in which the improvement could be as much as
30 percent. Enfield's technical director at the time, Tony Wilson-Jones, saw little future in the
system, however, and it was not put into production by the company.

A fully mechanical system saw limited automobile use in the 1960s in the Ferguson
P99 racing car, the Jensen FF, and the experimental all wheel drive Ford Zodiac, but saw no
further use; the system proved expensive and unreliable. [7]

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Chapter 3
MODERN SYSTEMS
Chrysler, together with the Bendix Corporation, introduced a computerized, three-
channel, four-sensor all-wheel ABS called "Sure Brake" for its 1971 Imperial. It was available
for several years thereafter, functioned as intended, and proved reliable. In 1970, Ford added an
antilock braking system called "Sure-track" to the rear wheels of Lincoln Continentals as an
option;[8] it became standard in 1971. In 1971, General Motors introduced the "Track master"
rear-wheel only ABS as an option on their drive Cadillac models and the Oldsmobile Tornado. In
the same year, Nissan offered an EAL (Electro Anti-lock System) as an option on the Nissan
President, which became Japan's first electronic ABS.

In 1972, four wheel drive Triumph 2500 Estates were fitted with Mullard electronic
systems as standard. Such cars were very rare however and very few survive today.

In 1985 the Ford Scorpio was introduced to European market with a BOSCH electronic
system throughout the range as standard. For this the model was awarded the coveted
European Award in 1986, with very favorable praise from motoring journalists. After this
success Ford began research into Anti-Lock systems for the rest of their range, which
encouraged other manufacturers to follow suit.

In 1988, BMW introduced the first motorcycle with an electronic-hydraulic ABS:

the BMW K100. Honda followed suit in 1992 with the launch of its first motorcycle ABS on
theST1100 Pan European. In 2007, SUZUKI launched its GSF1200SA (Bandit) with an ABS. In
2005, Harley-Davidson began offering ABS as an option for police bikes. [7]

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Chapter 4
MATLAB AND SIMULINK
MATLAB (matrix laboratory) is a numerical computing environment and fourth Commented [A1]: 4.1 is missing ….. so add 4.1 MATLAB

generation. Developed by Math Works, MATLAB allows matrix manipulations, plotting

of functions and data, implementation of algorithms, creation of user interfaces, and interfacing
with programs written in other languages, including C, C++, Java, and Fortran.

Although MATLAB is intended primarily for numerical computing, an optional toolbox

uses the MuPAD symbolic engine, allowing access to symbolic computing capabilities. An
additional package, Simulink, adds graphical multi-domain simulation and Model-Based
Design for dynamic and embedded systems.

In 2004, MATLAB had around one million users across industry and
academia. MATLAB users come from various backgrounds of engineering, science,
and economics. MATLAB is widely used in academic and research institutions as well as
industrial enterprises. [2]

4.1.1 History

Cleve Moler, the chairman of the computer science department at the University of New
Mexico, started developing MATLAB in the late 1970s. He designed it to give his student’s
access to linpack and eispack without them having to learn Fortran. It soon spread to other
universities and found a strong audience within the mathematics community. Jack little, an
engineer, was exposed to it during a visit Moler made to Stanford University in 1983.
Recognizing its commercial potential, he joined with Moler and Steve Bangert. They rewrote
[2]
MATLAB in C and founded Math Works in 1984 to continue its development . These
rewritten libraries were known as JACKPAC. In 2000, MATLAB was rewritten to use a newer
set of libraries for matrix manipulation, lapack.

MATLAB was first adopted by researchers and practitioners in control engineering,

Little's specialty, but quickly spread to many other domains. It is now also used in education, in
particular the teaching of linear algebra and numerical analysis, and is popular amongst scientists
involved in image processing.[3]

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4.1.2 Syntax

The matlab application is built around the matlab language, and most use of matlab
involves typing matlab code into the Command Window (as an interactive mathematical shell),
or executing text files containing matlab code and functions.

4.1.3 Variables
Variables are defined using the assignment operator, =. matlab is a weakly
typed programming language. It is a weekly typed language because types are implicitly
converted. It is a dynamically typed language because variables can be assigned without
declaring their type, except if they are to be treated as symbolic objects, and that their type can
change. Values can come from constants, from computation involving values of other variables,
or from the output of a function. [2]

4.1.4 Graphics and graphical user interface programming

MATLAB supports developing applications with graphical user interface features.

MATLAB includes GUIDE (GUI development environment) for graphically designing GUIs. It
also has tightly integrated graph-plotting features. For example the as shown in the fig 4.1.4 can
be used to produce a graph from two vectors x and y. [6]

Fig 4.1.4: Graphics and graphical user interface Commented [A2]: Fig no is not correct … it is 4.1

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4.2 SIMULINK
Simulink is a software package for modeling, simulating, and analyzing dynamical
systems. It supports linear and nonlinear systems, modeled in continuous time, sampled time, or
a hybrid of the two. Systems can also be multirate, i.e., have different parts that are sampled or
updated at different rates.

For modeling, Simulink provides a graphical user interface (GUI) for building models as
block diagrams, using click-and-drag mouse operations. With this interface, you can draw the
models just as you would with pencil and paper (or as most textbooks depict them). Simulink
includes a comprehensive block library of sinks, sources, linear and nonlinear components, and
connectors. You can also customize and create your own blocks

Simulink models are hierarchical. This approach provides insight into how a model is
organized and how its parts interact. After you define a model, you can simulate it, using a
choice of integration methods, either from the Simulink menus or by entering commands in
MATLAB's command window. The menus are particularly convenient for interactive work,
while the command-line approach is very useful for running a batch of simulations (for example,
if you are doing Monte Carlo simulations or want to sweep a parameter across a range of values).
Using scopes and other display blocks, you can see the simulation results while the simulation is
running. In addition, you can change parameters and immediately see what happens, for "what
if" exploration. The simulation results can be put in the MATLAB workspace for post processing
and visualization. And because MATLAB and Simulink are integrated, you can simulate,
analyze, and revise your models in either environment at any point. [3]

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Chapter 5
Basic control strategy of Anti-lock Braking System
All of current nature products of Anti-lock braking control adopt Logic Threshold control
Method. The principle based on the wheel adds and subtracts angular speed threshold and
reference slip ratio composing. Anti-lock Logic make slip ratio fluctuating near the Peak of
Wheel Adhesion Coefficient, so it can obtains a bigger wheel longitudinal force and transversal
[5]
force. Then Vehicle has a shorter breaking distance and breaking stability. Figure 5.1 shows
the basic Principle of Anti-lock breaking control. At the beginning stage, Breaking Pressure rises
and produces breaking deceleration. When it reaches a deceleration value (Point A), wheel has
the trend of lock. The wheel condition has located the unstable region. Then Breaking Torque
reduces and Breaking Pressure releases. The wheel breaking deceleration still drops because of
inertia this time. Afterward, it begins to rise and begets the wheel angular acceleration.
It shows that the wheel has restored to stable characteristic region. If Breaking Pressure
is continually released the wheel adhesion force will reduce, and finally it causes breaking force
to lose. But when wheel achieves stable region, it hopes that vehicles pauses in this region as
long as possible. Then both of longitudinal force and transversal force are bigger. In order to
keep Breaking Status stay in stability region a longer time, it employs alternate boost pressure
and decompress, so there are different pressure increasing rate, then we obtain Best breaking
effect[4].

Vehicle speed

Wheel speed

Acceleration

Brake pressure

Fig 5.1: Indicate for Anti-lock Braking Control

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Chapter 6
Vehicle Dynamics Models for ABS

This report was performed during the spring of 2008 at the Bosch test facility in
Arjeplog. The thesis describes how to optimize the intervention of an ESP system for a sports
car. The problem with ESP today is that it is very often defensively programmed and affects the
feel when the car is driven. What to be researched in this thesis is if an optimization of the
program can be done that allows greater body slip without affecting the vehicle dynamics and
stability in a negative way.

The thesis describes programming and simulation of ESP, the code for ABS, TCS and
ESP has been written and then tested in the simulation environment where after the parameters
and code have been changed in attempt to achieve a ESP that allows greater body slip without
compromising the stability. The ESP has been created with several setups depending on wanted
behavior and intervention[5]. The simulations shows that greater body slip is possible without
affecting stability, the feel when driving is more or less similar as without ESP and TCS. The
measurements prove that the lap times are faster with ESP in race mode compared to only ABS
and TCS. Worth to be mentioned is that a simulation is a reproduction of a real measurement,
results and feel can differ from the reality when testing a vehicle[5].

Fig.6.1: vehicle dynamic model

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6.2 Controller model

The controller model mainly is the ABS controller. Anti-lock Control Logic is included
in the controller model and it mainly is realized with logical condition. In Computer Software
program, it is described by logical grammar structure just as if…then. The complexity of
breaking condition and state of read leads to complexity of control logic when the control logic is
extremely complex. The kind of description also changes very complex. In the system, two
models can be used to achieve Antilock Control Logic algorithm, one is Function S based on
Simulink, code procedures is involved in S function, the other is state flow methods. Because the
latter means gains outstanding advantages over the other in the implementation of control logic,
we adopt the latter mean, state flow design of key part of Anti-lock logic based on MATLAB
Environment and achieve satisfactory control results. State flow is functional – large graphic
design and development tools of solving complex control and senior logic problem. Basing on
definite state machine theory, it can effectively express loop statement and conditional branch
statement combining flow-chart symbol and state-jump block diagram.

As a result, it implements flow control and describes action of complex system clearly
and exactly. State flow can not only visual model and simulate complex interactive system
rapidly, design and develop complex monitoring control system, but also change design
concepts, assess simulation results and validate system performance till achieving design
requirement very conveniently state flow has advantage in integrating and interactive with
MATLAB/Simulink development environment. Simulink supports development of continuous
and discrete dynamic system in graphic’s model environment.

Control behavior by state flow modeling is a powerful complement to simulink algorithm

model, integration into simulink model of it’s’ flow-chart greatly strengthen the event-driven
ability of simulink. The combination of all of state flow model in simulink model is a “machine”,
state flow encoder model can produce integer and floating code based on the machine,
immediate workplace produces code for simulink part in the model. Both codes can be seam less
integrated.

Figure shows four channels as controller model established by simulink. The input is Commented [A3]: Which figure

vehicle angular rate while output is electromagnetic entice valve signal, and impute and output of

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actual vehicle ABS system is same to it. Wheel speed is imported in the controller model, and
then whole vehicle model works out wheel adds and subtracts angular speed and reference slip
ratio.

It means that the wheel speed turn into wheel angular accelerated speed accelerated
power (AP) and reference slip ratio (SR) after transformer, which is composed of S function
Convert AP and SR are considered controller quantity of Anti-lock control logic. Its output is
electromagnetic valve signal and pressure adjustment state valve. The output is fed back into
whole vehicle model and close-loop control system is formed. The control logic here is the key
of ABS controller. Its rationality and efficiency directly relate to Anti-lock braking effectiveness
of the whole ABS system. It can be realized by use of the four-wheel state flow from logic1 to
logic4[5].

Fig.6.2 Block diagram controller model Commented [A4]: Of controller model

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6.3 Components

There are four main components of ABS: speed sensors, valves, a pump, and a controller.

Speed sensors
The anti-lock braking system needs some way of knowing when a wheel is about to lock
up. The speed sensors, which are located at each wheel, or in some cases in the
differential, provide this information.
Valves
There is a valve in the brake line of each brake controlled by the ABS. On some systems,
the valve has three positions:

 In position one, the valve is open; pressure from the master cylinder is passed right
through to the brake.
 In position two, the valve blocks the line, isolating that brake from the master
cylinder. This prevents the pressure from rising further should the driver push the
brake pedal harder.
 In position three, the valve releases some of the pressure from the brake.
Pump
When the ABS system operates the brake lines lose pressure. The pump re-pressurizes
the system.

Controller
The controller is an ECU (Engine control unit) type unit in the car which receives
information from each individual wheel speed sensor, in turn if a wheel loses traction the
signal is sent to the controller, the controller will then limit the brakeforce (EBD-
Electronic brake force distribution) and activate the ABS modulator which actuates the
braking valves on and off [4]

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6.4 BRAKE TYPES

Anti-lock braking systems use different schemes depending on the type of brakes in use.
They can be differentiated by the number of channels: that is, how many valves that are
individually controlled—and the number of speed sensors.

Four-channel, four-sensor ABS

This is the best scheme. There is a speed sensor on all four wheels and a separate valve
for all four wheels. With this setup, the controller monitors each wheel individually to make sure
it is achieving maximum braking force.
Three-channel, four-sensor ABS
There is a speed sensor on all four wheels and a separate valve for each of the front
wheels, but only one valve for both of the rear wheels.
Three-channel, three-sensor ABS
This scheme, commonly found on pickup trucks with four-wheel ABS, has a speed
sensor and a valve for each of the front wheels, with one valve and one sensor for both rear
wheels. The speed sensor for the rear wheels is located in the rear axle. This system provides
individual control of the front wheels, so they can both achieve maximum braking force. The
rear wheels, however, are monitored together; they both have to start to lock up before the ABS
will activate on the rear. With this system, it is possible that one of the rear wheels will lock
during a stop, reducing brake effectiveness. This system is easy to identify, as there are no
individual speed sensors for the rear wheels.
One-channel, one-sensor ABS
This system is commonly found on pickup trucks with rear-wheel ABS. It has one valve,
which controls both rear wheels, and one speed sensor, located in the rear axle. This system
operates the same as the rear end of a three-channel system. The rear wheels are monitored
together and they both have to start to lock up before the ABS kicks in. In this system it is also
possible that one of the rear wheels will lock, reducing brake effectiveness. This system is also
easy to identify, as there are no individual speed sensors for any of the wheels[7].

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6.5 Operation
The anti-lock brake controller is also known as the CAB (Controller Anti-lock Brake).
Typically ABS includes a central electronic control unit (ECU), four wheel speed sensors, and at
least two hydraulic valves within the brake hydraulics. The ECU constantly monitors
the rotational speed of each wheel; if it detects a wheel rotating significantly slower than the
others, a condition indicative of impending wheel lock, it actuates the valves to reduce hydraulic
pressure to the brake at the affected wheel, thus reducing the braking force on that wheel; the
wheel then turns faster. Conversely, if the ECU detects a wheel turning significantly faster than
the others, brake hydraulic pressure to the wheel is increased so the braking force is reapplied,
slowing down the wheel. This process is repeated continuously and can be detected by the driver
via brake pedal pulsation. Some anti-lock systems can apply or release braking pressure 15 times
per second. Because of this, the wheels of cars equipped with ABS are practically impossible to
lock even during panic braking in extreme conditions.

The ECU is programmed to disregard differences in wheel rotative speed below a critical
threshold, because when the car is turning, the two wheels towards the center of the curve turn
slower than the outer two. For this same reason, a differential is used in virtually all roadgoing
vehicles. If a fault develops in any part of the ABS, a warning light will usually be illuminated
on the vehicle instrument panel, and the ABS will be disabled until the fault is rectified.

Modern ABS applies individual brake pressure to all four wheels through a control
system of hub-mounted sensors and a dedicated micro-controller. ABS is offered or comes
standard on most road vehicles produced today and is the foundation for electronic stability
control systems, which are rapidly increasing in popularity due to the vast reduction in price of
vehicle electronics over the years.

Modern electronic stability control systems are an evolution of the ABS concept. Here, a
minimum of two additional sensors are added to help the system work: these are asteering
wheel angle sensor, and a gyroscopic sensor. The theory of operation is simple: when the
gyroscopic sensor detects that the direction taken by the car does not coincide with what the
steering wheel sensor reports, the ESC software will brake the necessary individual wheel(s) (up
to three with the most sophisticated systems), so that the vehicle goes the way the driver intends.
The steering wheel sensor also helps in the operation of Cornering Brake Control (CBC), since

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this will tell the ABS that wheels on the inside of the curve should brake more than wheels on
the outside, and by how much.

ABS equipment may also be used to implement a traction control system (TCS) on
acceleration of the vehicle. If, when accelerating, the tire loses traction, the ABS controller can
detect the situation and take suitable action so that traction is regained. More sophisticated
versions of this can also control throttle levels and brakes simultaneously.

Upon the introduction of the Subaru Legacy in 1989, Subaru networked the four channel
anti-lock brake function with the all wheel drive system so that if the car detected any wheel
beginning to lock up, the variable assists the all wheel drive system installed on vehicles with the
automatic transmission would engage to ensure all wheels were actively gripping while the anti-
lock system was attempting to stop the car[4].

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Chapter 7
Establishment and adjustment of ABS controls states logics states flow model Commented [A5]: This heading font size should be 16 na

Because the logic control principle of four channels is rather similar. We choose the first
channel as the example to illuminate. On figure5, control logic flow-chart of the first channel is
realized successfully by state flow. The box in the figure stands for system state. The state
produces dynamic alteration following the changes of event and condition. It id called event
driven: only when event accrues, state flow is awoken and response, every state has four actions.
They are entry, during, Exit and on event name. And they express respectively entering in
staying in exiting from the state and action occurred between the states because of some event.
Circle represent connecting nodes, multiple different jump-approach can be chosen in the in the
nodes. Flow-lines with arrowhead between two nodes or between node and state stand for jump-
approach. That is access road from source object to goal object. The current sign is: event

[condition], it represents respectively event “occurred”﹑ “condition” of the event

﹑“conditioned behavior” and “jump behavior”. Good application of these sign can avoid from

using some unnecessary state and express structure of control-flow effectively.

The whole state flow model is constructed father-sun state model. Pressure father state
contains two sun states, P_state (Label1) and P_logic relation “and”, there are also father-sun
state model in both sun states. The structure not only achieves Anti-lock function, but also keeps
control logic structure clear, which is very convenient for adjusting parameter and observing
complex process of state-jump. Meanwhile, according to Anti-lock braking control disciplinarian

described in the former 0,1,2,3 the four braking stage showed in Figure 7.1 can be described as

four pressure adjust state in state flow S0 (boost pressure state), S1 (decompression state), S2
(pressure maintaining state), S3 (small step boost Pressure state), S0, S1, S2, the stable states are
expressed “Steady” uniformly in P_logic. S3 is unstable state, it contains two sun states S31 and
S32, which respond to control of boost pressure and pressure maintaining in small step process.
The time it relatively lasts in a small-step loop is identified by parameter L1 and L2.L1 and L2
can control steeper and temper. It plays the role of pressure minor adjusting. Parameter is used to
enactment angular add speed threshold which jumps among four pressure-adjust state. In the

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course of State flow model’s operation, corresponding states carry out during (abbr du) ction and
assign electromagnetic valve signal differently. So it can achieve adjustment of braking line
pressure and intention of Anti-lock braking .The threshold valve reference slip ratio SR adopts

Fig 7.1: Establishment and adjustment of ABS controls states logics states flow model

After we designed controller model by State flow, we can add a Scope model to the
whole Vehicle models which are architect in simulink. The scope model can be used to in actual
time inspect the control results of Anti-lock Control Logic when operating vehicle models. If we
find the results cannot hit for, can change the par A, B, C in State flow model at anytime, and can
use the fine turning L1, L2, then re-operate vehicle model to simulate, until we get satisfied
effect. The whole course is very convenient to operate, and the design efficiency will be
improving greatly.

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The result of Anti-lock control of vehicle in high adhesion road by using this model is
showed on Figure 6.Braking initial speed is 45km/h. from the figure we know that the braking
effect is fairly satisfy, the wheels are always keep in good loop without occurring lock event[6].

7.2 Effectiveness

A 2003 Australian study by Monash University Accident Research Centre found that ABS

 Reduced the risk of multiple vehicle crashes by 18 percent,

 Reduced the risk of run-off-road crashes by 35 percent.

On high-traction surfaces such as bitumen, or concrete, many (though not all) ABS-
equipped cars are able to attain braking distances better (i.e. shorter) than those that would be
easily possible without the benefit of ABS. In real world conditions even an alert, experienced
driver without ABS would find it difficult, even through the use of techniques like threshold
braking, to match or improve on the performance of a typical driver with a modern ABS-
equipped vehicle. ABS reduces chances of crashing, and/or the severity of impact. The
recommended technique for non-expert drivers in an ABS-equipped car, in a typical full-braking
emergency, is to press the brake pedal as firmly as possible and, where appropriate, to steer
around obstructions. In such situations, ABS will significantly reduce the chances of a skid and
subsequent loss of control.

In gravel, sand and deep snow, ABS tends to increase braking distances. On these
surfaces, locked wheels dig in and stop the vehicle more quickly. ABS prevents this from
occurring. Some ABS calibrations reduce this problem by slowing the cycling time, thus letting
the wheels repeatedly briefly lock and unlock. Some vehicle manufacturers provide an "off-road"
button to turn ABS function off. The primary benefit of ABS on such surfaces is to increase the
ability of the driver to maintain control of the car rather than go into a skid, though loss of
control remains more likely on soft surfaces such as gravel or on slippery surfaces such as snow
or ice. On a very slippery surface such as sheet ice or gravel, it is possible to lock multiple
wheels at once, and this can defeat ABS (which relies on comparing all four wheels, and
detecting individual wheels skidding). Availability of ABS relieves most drivers from learning
threshold braking.

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A June 1999 National Highway Traffic Safety Administration (NHTSA) study found that
ABS increased stopping distances on loose gravel by an average of 27.2 percent.

According to the NHTSA,

"ABS works with your regular braking system by automatically pumping them. In vehicles not
equipped with ABS, the driver has to manually pump the brakes to prevent wheel lockup. In
vehicles equipped with ABS, your foot should remain firmly planted on the brake pedal, while
ABS pumps the brakes for you so you can concentrate on steering to safety."

When activated, some earlier ABS systems caused the brake pedal to pulse noticeably.
As most drivers rarely or do not brake hard enough to cause brake lock-up, and all drivers do not
even bother reading the vehicle's owners manual, this may not be noticeable until an emergency.
Some manufacturers have therefore implemented a brake assist system that determines that the
driver is attempting a "panic stop" (by detecting that the brake pedal was depressed very fast,
unlike a normal stop where the pedal pressure would usually be gradually increased, Some
systems additionally monitor the rate at the accelerator was released) and the system
automatically increases braking force where not enough pressure is applied. Hard or panic
braking on bumpy surfaces, because of the bumps causing the speed of the wheel(s) to become
erratic may also trigger the ABS. Nevertheless, ABS significantly improves safety and control
for drivers in most on-road situations.

Anti-lock brakes are the subject of some experiments centered around risk
compensation theory, which asserts that drivers adapt to the safety benefit of ABS by driving
more aggressively. In a Munich study, half a fleet of taxicabs was equipped with anti-lock
brakes, while the other half had conventional brake systems. The crash rate was substantially the
same for both types of cab, and Wilde concludes this was due to drivers of ABS-equipped cabs
taking more risks, assuming that ABS would take care of them, while the non-ABS drivers drove
more carefully since ABS would not be there to help in case of a dangerous situation.[21] A
similar study was carried out in Oslo, with similar results.

The Insurance Institute for Highway Safety released a study in 2010 that found
motorcycles with ABS 37% less likely to be involved in a fatal crash than models without
ABS[6].

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Commented [A6]: Make is as 7.3

ADVANTAGES
There are many different variations and control algorithms for use in ABS. One of the
simpler systems works as follows:

1. The controller monitors the speed sensors at all times. It is looking for decelerations in
the wheel that are out of the ordinary. Right before wheel locks up, it will experience a rapid
deceleration. If left unchecked, the wheel would stop much more quickly than any car could. It
might take a car five seconds to stop from 60 mph (96.6 km/h) under ideal conditions, but a
wheel that locks up could stop spinning in less than a second [7].
2. The ABS controller knows that such a rapid deceleration is impossible, so it reduces the
pressure to that brake until it sees acceleration, then it increases the pressure until it sees the
deceleration again. It can do this very quickly, before the tire can actually significantly change
speed. The result is that the tire slows down at the same rate as the car, with the brakes keeping
the tires very near the point at which they will start to lock up. This gives the system maximum
braking power.
3. When the ABS is in operation the driver will feel a pulsing in the brake pedal; this comes
from the rapid opening and closing of the valves. This pulsing also tells the driver that the ABS
has been triggered. Some ABS systems can cycle up to 16 times per second [1].

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CONCLUSION

In this paper, basing on MATLAB/Simulink development environment, by the aid of

building mathematic model for the Anti-lock Braking System, we build state flow finite state
machine model aim at the ABS electronic control unit, and further successfully architectures the
logic State flow diagram four channel ABS system and obtains satisfying system performance by
debugging. Basing on this administration’s duty, we can adopt another important functional
model of Simulink, Real-Time Workshop, and acquire portable program source code of C
Language from the built model directly, architecture application process which can real-time
executive in a variety of circumstances automatically, like real-time system and single
simulation. As a result, the course from designing to effecting of Anti-lock Braking System will
be very rapid, and the development efficiency of Anti-lock Braking System will be improved
greatly.

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FUTURE SCOPE

In this work system is nonlinear model and controller is a linear type hence the
effectiveness of the controller may not be good. In this line, as a future scope of the work well
known linear controllers like neural networks, neuro-fuzzy, and fuzzy PID systems may be
employed. Also, real time implementation of the control logic is needed with a on board micro-
controller mounted over a small scaled model of the vehicle.

In Future it is expected that this technology of FUZZY ABS must be implemented in

every part of the world. The usage of fuzzy ABS is almost implemented in countries like US, etc.
But many companies are still expected to take part in implementation of
Microprocessors/Microcontrollers like Intel for ABS to expand its usage. Implementation of
Microprocessors that reduce the price but not mechanism is also expected in this procedure.
Many scientists & Engineers are experimenting on above topics. However it is sure that we see
no cars without Fuzzy Anti-lock Brake control in near future.

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REFERENCES

 ZHANG Xin, “Theory and Practices for Hydraulic ABS”, Press of Central South
University, 2005. 1 (in Chinese)

 The MATHWORKS, Inc. STATEFLOW®:For Use with SIMULINK, User’s Guide

Version 2, 1999.9

 The MATHWORKS, Inc. Real-Time Workshop® For Use with SIMULINK, User’s
Guide Version 3, 1999.9

 Lutz Koester, “Automatic Code Generation for the TriCore Architecture from Infineon
Technologies”, Occasion of Embedded Intelligence, Nuremberg, 2000

 ZHANG Xin, WU Weiguo, LIU Jiaqi,” The Integrated Development System for Vehicle
Control based on Seamless Connection between Hard- and Software Implementation”,
Journal of CHANGSHA University of Science & Technology, 2005.1, Vol.2 No.1.

 "Effectiveness of ABS and Vehicle Stability Control Systems" (PDF). Royal

Automobile Club of Victoria. April 2004. Retrieved 2010-12-07.

 WWW.Wikipedia.com

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