Proceedings of the 20th World Congress

Proceedings of the
The International 20th World
Federation of Congress
Automatic Control
Proceedings
The of the 20th World
International of Congress
Toulouse, France,Federation Automatic
July 9-14, 2017 Control
Available online at www.sciencedirect.com
The International Federation of
Toulouse, France, July 9-14, 2017Automatic Control
Toulouse, France, July 9-14, 2017
ScienceDirect
IFAC PapersOnLine 50-1 (2017) 980–986
An Electric Parking Brake Motor-On-Caliper actuator model
An Electric Parking Brake Motor-On-Caliper actuator model
An Electric Parking Brake
for robust Motor-On-Caliper
drive actuator model
away control design
for robust drive away control design
for robust drive
E. away control design
Raffone*
E. Raffone*
E. Raffone*
* FCA - Fiat Chrysler Automobiles,
* FCA - Fiat Chrysler Automobiles,
E/E & Connectivity
* FCA - FiatDept., – Control Systems,
DASAutomobiles,
Chrysler
E/E & Connectivity Dept., DAS – Control Systems,
Strada Torino 50,
E/E & Connectivity10043 Orbassano – Italy)
(TurinSystems,
DAS – Control
Dept.,Orbassano
Strada Torino 50, 10043 (Turin – Italy)
(Tel: +39
Strada 011 9080334; e-mail: enrico.raffone@crf.it)
(Turin – Italy)
(Tel: +39Torino 50, 10043
011 9080334; Orbassano
e-mail: enrico.raffone@crf.it)
(Tel: +39 011 9080334; e-mail: enrico.raffone@crf.it)
Abstract: Electric Parking Brake system is the automation of traditional manual vehicle parking brake
Abstract: Electric Parking Brake system is the automation of traditional manual vehicle parking brake
system. Naturally,
Electric an an automation
Parking Brake in in automotive
system field includes
is the automation an improvement
of traditional manualof ofvehicle
vehicle featuresbrake that
Abstract:
system. Naturally, automation automotive field includes an improvement vehicleparking
features that
will become,
system. in short
Naturally, an time, normalinproduction
automation automotive functionalities,
field includes since
an forever present
improvement of on vehicles
vehicle for users.
features that
will become, in short time, normal production functionalities, since forever present on vehicles for users.
Certainly,
will become, EPB control
in short time,design
normal is a robust design which is influenced bypresent
a series of different plant
Certainly, EPB control design is production
a robust design functionalities,
which is since foreverby
influenced a serieson vehicles for users.
of different plant
disturbances
Certainly, EPB / uncertainties
control design as: available vehicle battery voltage, ambient/caliper/pad temperatures,
disturbances / uncertainties as:isavailable
a robust vehicle
design which
batteryisvoltage,
influenced by a series of different
ambient/caliper/pad plant
temperatures,
vehicle harness
disturbances length, and normal
/ uncertainties braking hydraulic pressure already present on caliper spindle.
vehicle harness length, and as: available
normal braking vehicle battery
hydraulic voltage,already
pressure ambient/caliper/pad
present on caliper temperatures,
spindle.
Furthermore
vehicle EPB systemand
harness performance has a big impact onpressure vehicle safety, ECE 13H braking legislation
Furthermore EPBlength,
system performancenormal braking
has a bighydraulic
impact on vehicle already safety, ECE present
13Hon caliper
braking spindle.
legislation
part related toEPB
Furthermore parking
system brakes prescribeshas
performance manya different
big impact performance
on vehicle thresholds,
safety, ECE staticbraking
13H and dynamic, that
legislation
part related to parking brakes prescribes many different performance thresholds, static and dynamic, that
are easily
part relatedtranslated
to parking in brakes
low level control design
prescribes many requirements.
different In this context,
performance thresholds,paper presents:
static and an algebraic
dynamic, that
are easily translated in low level control design requirements. In this context, paper presents: an algebraic
mathematical
are model, including
easily translated linear and non-linear parts of braking motor-on-caliper, dynamic response
mathematical model,inincluding
low levellinear
controlanddesign requirements.
non-linear In this context,
parts of braking paper presents:
motor-on-caliper, dynamic an algebraic
response
identification of
mathematical electric
model, parkinglinear
including brakeand actuator by least
non-linear square
parts of identification
braking experiments,
motor-on-caliper, linearization
dynamic response of
identification of electric parking brake actuator by least square identification experiments, linearization of
identified
identificationnon-linear
of electric model,
parking observability
brake actuator analysis of
by least identified linear
square identification model, and control
experiments, of Motor
linearization on
of
identified non-linear model, observability analysis of identified linear model, and control of Motor on
Caliper (MoC)
identified validated
non-linear model, with MIL and HIL
observability approach.
analysis of The simulation
identified linear and experimental
model, and control results
of Motor onona
Caliper (MoC) validated with MIL and HIL approach. The simulation and experimental results on a
motor-on-caliper
Caliper test bench,
(MoC) validated carried
with MILoutout inHIL
andin FCA TechnicalThe Center, show that designed identified model isa
motor-on-caliper test bench, carried FCAapproach.
Technical Center, simulation
show that anddesigned
experimental results
identified modelon is
well matched
motor-on-caliper withtestthe clamping force actuator, and it can be useful in drive away robust control logics
well matched with thebench,
clampingcarried outactuator,
force in FCA Technical
and it canCenter,
be useful show that designed
in drive away robustidentified
control model
logicsis
development.
well matched with the clamping force actuator, and it can be useful in drive away robust control logics
development.
development.
© 2017, IFAC (International Federation of Automatic Control) Hosting byfiltering
Elsevier Ltd. All rights
Keywords: Automotive system identification and modeling; Kalman techniques in reserved.
automotive
Keywords: Automotive system identification and modeling; Kalman filtering techniques in automotive
control; Automotive
Keywords: Automotive sensors
system andidentification
actuators; Modeling,
and supervision,
modeling; Kalman control andtechniques
filtering diagnosis of in automotive
automotive
control; Automotive sensors and actuators; Modeling, supervision, control and diagnosis of automotive
systems;Automotive
control; Intelligent driver
sensors aids.
and actuators; Modeling, supervision, control and diagnosis of automotive
systems; Intelligent driver aids.
systems; Intelligent driver aids. 
 running. Braking request shall be performed by the driver
1. INTRODUCTION  running. Braking request shall be performed by the driver
1. INTRODUCTION through the
running. actionrequest
Braking on EPB shallswitch and onlybyinthe
be performed case the
driver
1. INTRODUCTION through the action on EPB switch and only in case the
Electric Parking Brakes are used on passenger vehicles to through controlledthedecelerations
action on EPB function
switch through
and onlythein hydraulic
case the
Electric Parking stationary
Brakes are used onandpassenger vehicles controlled
to braking systemdecelerations function
is not available. through the hydraulic
hold the
Electric vehicle
Parking stationary
Brakes are on grades flat roads. This was controlled decelerations function through the hydraulic
hold the vehicle
accomplished on used
grades on passenger
a and flat roads. vehicles
This to braking system is not available.
was
hold the vehicletraditionally
accomplished stationary onusing
traditionally grades
using
manual
a and
Parking
flat roads.
manual Parking Thisbrake.
was braking
brake.
system is not available.
All these functionalities are possible only by completing a
With Electric Park Brakes, the driver activates the holding All these functionalities are possible
accomplished
With Electric Parktraditionally
Brakes, using
the drivera manual
activatesParking brake. well performed
the holding series of activities that only by completing
normally are disposedaa
mechanism
With Electric with
Park a Brakes,
button the anddriver
the brake
activatespadstheare then All
holding well these functionalities
performed series of are possible
activities that only by completing
normally are disposed
mechanism with a button and the brake pads are then in theperformed
classic V-cycle development process. In particular, in
electrically applied
mechanism with a onto
buttonthe and
rear brakes.
the In addition
brake pads are this well
to then in the classic series of
V-cycle activities that
development normally
process. In are disposed
particular, in
electrically applied onto the rear brakes. In addition to this hereafter
in paragraphs
the classic there
V-cycle there will
development be detailed the main steps
clear basic parking
electrically applied brake
onto function,
the rear there are
brakes. In aaddition
series oftoextra
this hereafter paragraphs will be process.
detailed In theparticular,
main stepsin
clear basic parking
functionalities that brake
can befunction,
spent tothere are a series
motivate an of extra linked
automated hereafter
linked
to modelling
to paragraphsand
modelling and
validation
there will be phases,
validation detailedand
phases, andtheobservability
main steps
observability
clear basic parking
functionalities that brake befunction,
canMain spent tothere are a series
motivate of extra analysis of obtained model, which is the first step to achieve
system on a vehicle.
functionalities that can be additional
spent to vehiclean
motivate an
automated
features
automated
linked toofmodelling
and analysis obtained and model,validation
which isphases, and
the first observability
step to achieve
system on a vehicle. Main additional vehicle features and a robust and
analysis of well posed
obtained control
model, system.
which is the first step to achieve
related
system goals are:
on a are:
vehicle. Main additional vehicle features and a robust and well posed control system.
related goals a robust and well posed control system.
related goals are:
- ‘Auto Apply’, to help the driver automatically apply the
- ‘Auto Apply’, to help the driver automatically apply the
parking
-parking brake when
‘Auto Apply’, to helpignition-on
the driver// automatically
ignition-off apply transition
the
brake when ignition-on ignition-off transition
occurs
parkingor brake
when thewhengearshift lever is /moved
ignition-on to Park position;
ignition-off transition
occurs or when the gearshift lever is moved to Park position;
occurs or when the gearshift lever is moved to Park position;
- ‘Safe Hold’, to automatically apply the electric parking
- ‘Safeas Hold’,
brake soon as totheautomatically
driver vehicle apply leavingthe electric parking
is detected;
- ‘Safeas Hold’,
brake soon as totheautomatically
driver vehicle apply leavingthe electric parking
is detected;
brake as soon as the driver vehicle leaving is detected;
- ‘Drive Away’, to help the driver automatically release the
- ‘Drivebrake
parking Away’, to help
torque the as
as soon driver
he wantsautomatically
to drive away;release the
- ‘Drivebrake
parking Away’, to help
torque the as
as soon driver
he wantsautomatically
to drive away;release the
parking brake torque as soon as he wants to drive away;
- ‘Automatic Re-clamp’: to perform a new activation, in case
- ‘Automatic
of any vehicleRe-clamp’:
movement;to perform a new activation, in case Fig. 1. Motor on Caliper schematization (Leiter, 2002).
- ‘Automatic
of any vehicleRe-clamp’:
movement;to perform a new activation, in case Fig. 1. Motor on Caliper schematization (Leiter, 2002).
of any vehicle movement; Fig. 1. Motor on Caliper schematization (Leiter, 2002).
- ‘Dynamic Braking’ with electromechanical actuator: to
- ‘Dynamic Braking’ with electromechanical actuator: to
manage
- ‘Dynamic the Braking’
driver braking request when theactuator:
with electromechanical vehicle is
manage the driver braking request when the vehicle to is
manage the driver braking request when the vehicle is
2405-8963 ©
Copyright © 2017, IFAC (International Federation of Automatic Control)
2017 IFAC 1003Hosting by Elsevier Ltd. All rights reserved.
Copyright
Peer review©under
2017 responsibility
IFAC 1003Control.
of International Federation of Automatic
Copyright © 2017 IFAC
10.1016/j.ifacol.2017.08.177 1003
 Proceedings of the 20th IFAC World Congress
Toulouse, France, July 9-14, 2017 E. Raffone / IFAC PapersOnLine 50-1 (2017) 980–986 981

2. ELECTRIC PARKING BRAKE ACTUATOR MODEL So, nut and spindle relations:
x  pitch  spindle  x  pitch   spindle
2.1 EPB mathematical non-linear model
1
F  Tout
pitch
A lumped parameter mathematical model based on four
main linear components or blocks has been developed to
investigate the dynamic behavior of Electric Parking Brake
caliper:
- a DC motor;
- belt and gearbox;
- nut and spindle;
- piston and pad.
In fig. 1 there is a motorized caliper schematization (Leiter, Fig. 5. Piston & pad block
2002), where all clarified parts are included in the bullet
points list. And piston & pad differential equation:

F
Tout
pitch
 
 M PAD  M nut  x  k PAD  k nut  x  Fclamping (4)

In addition to the described linear model, three non-linear

parts have been added:
- DC motor friction;
- Nut and spindle friction;
Fig. 2. DC Motor linear model - Pad Stiffness;
The motor friction torque is modelled with a first order non-
First component is the DC motor, classical linear
linear model known as Dahl friction model (Canudas-de-Wit
representation is:
et al., 2003). Dahl model was developed for simulating
di control systems with friction. The starting point of Dahl's
V  R i  L  k e   m (1)
dt model is the stress-strain curve in classical solid mechanics
Tm  J m   m   m   m  Tr (2) (see fig. 6). When subject to stress, the friction force
increases gradually until rupture occurs. Dahl modelled the
Where Tm is motor torque and Tr is load torque from other stress-strain curve by a differential equation.
system parts. Coulomb friction identified model
1

0.8

0.6

0.4
Friction Torque [Nm]

0.2

Fig. 3. Belt & Gearbox block 0

Then, belt and gearbox linear static relations: -0.2

 m     spindle -0.4

1 -0.6
Tr   Tspindle
 -0.8

And related dynamic equation: -1

-80 -60 -40 -20 0 20 40 60 80
Steering angle [deg]

Tspindle    Tr  J gear _ belt  J spindle   spindle   gear _ belt   spindle  spindle  Tout (3)Fig. 6. Identified motor fiction nonlinear model

Let  be the relative angular displacement,


  d dt be the relative angular velocity, Tfric_mot the
electrical motor friction torque, and Tc the maximal friction
force (static frictional torque). Dahl's model then takes the
form (5),

Fig. 4. Nut & spindle block

1004
Proceedings of the 20th IFAC World Congress
982
Toulouse, France, July 9-14, 2017 E. Raffone / IFAC PapersOnLine 50-1 (2017) 980–986

dTfric _ mot  T fric _ mot   


reversible). The complete non-linear Simulink® model of
  1   sgn    (5) EPB actuator is represented in Fig. 9, where all linear parts
d  Tc  
are grouped in the same main block, while all described non-
where σ is the stiffness coefficient (to be identified) and  is linear parts are described by distinct blocks.
a parameter that determines the shape of the stress-strain Tr Fclamping_EPB

curve. The value  = 1 is used in this work and also most from_pad_to_DC_motor

Fclamping [N]

commonly used. Tnut_friction [Nm]

wm [rad/s]

Tf ric_mot wm

DC_motor_friction

Tfriction_mot [Nm]
wm [rad/s]

Fclamping_hd
3 WheelPressure
Tnut_friction [Nm] WheelPressure xpiston xpiston [m]
Fclamping [N]
hydraulic
xspindle [m] xspindle [m]

free run + PAD model

Tr [Nm]
1 iref [A]
iref
iref

imeas [A]
2 V_batteria [V]
V_batteria Vin_meas [V]
Vin_meas Vin [V]
V_batteria

Fig. 7. Nut & spindle friction torque imeas [A]

imeas
EPB_model

Current_Ctrl

The nut and spindle friction model is based on the

same principles already seen in motor friction (Dahl model).

Fig. 9. Complete non-linear model including DC motor
Now, there is a linear translation of nut x and x  dx dt the power driver
relative longitudinal nut/spindle velocity. Tclosing and Topening
c c
are maximal friction torque achieved during closing or 2.2 Model identification and validation on caliper test bench
opening action when maximum clamping force is applied.
A motor-on-caliper test bench has been realized in order

 dT  T   to achieve a significant model useful to test vehicle control
 closingNORM   1  closingNORM  sgn  x   if x  0
 dx  Tclosing c   
logics in a model-in-the-loop (MIL) framework (see fig. 10).
 Complete non-linear model has been populated with a series
 
(6)
 dTopeningNORM  TopeningNORM  
  of parameters that has been known from caliper design and
   1   sgn  x   if x  0
    other parameters that have been

dx  Topening c
identified/estimated/measured by a test campaign as:
  Fclamping 
TclosingNORM    if x  0
 Fclamping  - Motor electrical resistance and inductance;
  MAX 
T Nut _ friction  (7 ) - Gear/belt ratio;
  Fclamping 
  if x  0
TopeningNORM   F  - Motor torque/electrical constant;
  clamping MAX 
- Motor, output shaft, wheels, worm, pad inertia;
The main differences in this model in comparison with - …
already seen Dahl model is the custom discrimination of In addition, a series of bench tests has been started to define
closing or opening action and the normalization of friction parameters from previous paragraph equations about
torque to maximum clamping force. damping and frictional torque terms.
Last non-linear part is the brake pad that is modelled
as a quadratic stiffness that can be pressed by hydraulic
braking pressure and/or electromechanical spindle (Maron et
al., 2011):

Fig. 8. Pad stiffness

Fclamping  k pad  maxxspindle  x0 , x piston   p wheelpressure  A piston

2

Fig. 10. Motor on caliper test bench

Where kpad is pad stiffness, x0 is pad/disk kiss point position,
Presented test bench was useful also to test different motor-
xspindle is spindle position and xpiston is braking piston position,
on-caliper solutions provided by different automotive market
remember that the caliper piston can be pushed by hydraulic
suppliers, evaluating experimental relation between clamping
pressure (reversible) or parking brake spindle (not
force and DC motor current at different available battery

1005
 Proceedings of the 20th IFAC World Congress
Toulouse, France, July 9-14, 2017 E. Raffone / IFAC PapersOnLine 50-1 (2017) 980–986 983

voltage and superimposed wheel brake pressure. An 20 Simulated

Clamping Force

industrial power driver equipped by a closed loop current Measured

[kN]
10

control has been used to drive DC motor. Also this current 0

0 2 4 6 8 10 12
Spindle position
control has been included in our model in order to achieve the 6 Simulated

[mm]
4
best model matching between identified model input-output 2
0
Measured

and test bench measurements (see fig. 11, 12, 13). Our test 0 2 4 6
Motor Current
8 10 12

bench is equipped with an additional sensor that measures the 10

[A]
position of gearbox output shaft, in our model spindle (and
0
-10 Reference
0 Simulated 2 4 6 8 10 12
related  spindle ). Measured Motor delta Voltage
10

[V]
0
Clamping Force -10 Simulated
0 Measured 2 4 6 8 10 12
Simulated Vbat Wheel Pressure
5
[kN]

Measured
50

[bar]
0
0 2 4 6 8 10 12 14 16 0
Spindle position 0 2 4 6 8 10 12
time [s]
6 Simulated
[mm]

4 Measured
2
0
0 2 4 6 8 10 12 14 16
Fig. 13. Apply/release (current reference 15A and wheel
Motor Current pressure 60 bar)
5


[A]

0 di
V  R  i  L  dt  k e   m (8)
Reference
-5 Simulated
0 2
Measured 4 6 8 10 12 14 16

C  J        pitch  F
clamping  F friction  (9)
Motor delta Voltage
10
 m tot m tot m

[V]

0
Simulated
-10
Measured
with :
J gear _ belt  J spindle  M PAD  M nut   pitch2
0 Vbat 2 4 6 8 10 12 14 16
time [s]
J tot  J m 
2
 gear _ belt   spindle  k  PAD  k  nut   pitch2
Fig. 11. Apply/release (current reference 5A and wheel
pressure 0 bar)  tot   m 
2
Clamping Force
Simulated
10
[kN]

Measured

0
0 2 4 6 8 10 12
Spindle position
6 Simulated
[mm]

4 Measured
2
0
0 2 4 6 8 10 12
Motor Current
10
[A]

0
Reference
-10
0 Simulated 2 4 6 8 10 12
Measured Motor delta Voltage
10
[V]

0
-10 Simulated
0 Measured 2 4 6 8 10 12 Fig. 14 EPB MoC linear model
Vbat Wheel Pressure

50
[bar]

3. ELECTRIC PARKING BRAKE ACTUATOR

0
0 2 4 6
time [s]
8 10 12 OBSERVABILITY ANALYSIS

Fig. 12. Apply/release (current reference 10A and wheel
pressure 30 bar)
2.3 EPB mathematical linear model
In coherence with declared aim, it’s fundamental to
define an identified linear plant and to understand the best
level of system states/disturbances observability on base of
available measurements. Our full non-linear model can be
linearized by eliminating non-linear parts which represent
frictional models parts and low level control ECU model and
bringing back single component equations to electrical motor
dynamics equations:
The control system designer desire is always to
achieve a full observability of defined plant in order to
control system states or to follow a well-defined target
reference, so in our system an interesting activity is to define
how many states are observable using well-matching model
and available measurements: mainly DC motor voltage and
current. For sure, it’s fundamental to begin from algebraic
model set-up, a well-posed mathematical linear model can be
a good beginning to achieve defined performances.
3.1 First linear formulation
From seen linear model in previous paragraph, if we define:

 i 
u V d  Tr x  y  x1  i
 m 

1006
Proceedings of the 20th IFAC World Congress
984
Toulouse, France, July 9-14, 2017 E. Raffone / IFAC PapersOnLine 50-1 (2017) 980–986

 R k 1 A brief consideration: first proposals of MoC unit

x    x1  e  x 2   u
 1 L L L contemplate, in addition to here described components, a DC
 k  1
 x 2  c  x1  tot  x 2  d motor hall position sensor, and with this sensor equipment in
 J tot J tot J tot this formulation:
To observe the disturbance input, the disturbance torque from  i 
y 
load, the described model plant will be extended with an m 
additional state x4, Tr, considered as Gaussian processes with
zero means. It’s achieved a full observability (4 states out of 4) with
possibility to split Force contributions between Fclamping and
So, evaluating observability matrix of defined model, it has Ffriction. Naturally, this formulation needs to face wear and
full rank: other model robustness pad correlated aspects.
 C ext 
 
rankOb  rank C ext  Aext    3 3.3 Third linear formulation
 C  A 2  
  ext ext  
A different attempt is to model our system using only
This model and related observer guarantees observability of mechanical equilibrium equation:
load torque and actuator speed but it isn’t enough to have an
k  pitch2 pitch
accurate value of clamping force. In order to find a better C m  k c  i  J tot  m   tot  m  PAD 2  m   Ffriction
 
solution other formulations have been evaluated.
 
u V d  F friction x   m y  x1  m  V
3.2 Second linear formulation  m 

Seen model is useful to evaluate DC angular speed   tot k  pitch2 k pitch

 x1    x1  PAD2  x2  c  u  d
and filtered current, but from clamping force control point of  J tot   J tot J tot   J tot
view could be of interest to estimate directly clamping force,  x  x
 2 1
to do this it has been considered an additional system state,
DC motor angular position, and a linear description of pad Again to observe disturbance inputs as disturbance friction
stiffness: torque from load (clamping force), the described model plant
will be extended with an additional state x4, Ffriction.
di
V  Ri  L  ke  m
dt But the observability matrix hasn’t full rank:
k  pitch2 pitch
Tm  J tot  m   tot  m  PAD 2  m   Ffriction   C ext  
   
rankOb  rank C ext  Aext    2
So, defined:  C  A 2  
  ext ext  
 i 
 so, also this formulation can be put away.
u V d  F friction x   m  y  x1  i
 
 m 
4. ELECTRIC PARKING BRAKE ACTUATOR
 R ke 1 OBSERVER AND CONTROL
 x1   L  x1  L  x 2  L  u
 With available sensors and on the base of seen linear
 kc  k  pitch2 pitch
 x 2   x1  tot  x 2  PAD2  x3  d model we can consider as reference solution first linear
 J J   J   J tot
tot tot tot
formulation of observer setup (eq. 8, 9 and par. 3.1). A linear
 x  x
 3 2 stationary Kalman observer has been synthesized for
 estimation of EPB states in a potential state-feedback control
framework (see fig. 15). The assumed noise covariance
To distinguish friction torque input, as disturbance torque,
matrix has been defined in coherence with physical
from torque due to clamping force, the described model plant
characteristics of related stochastic variables and then tuned
will be extended with an additional state x4, Ffriction,
in order to get the best estimation possible.
considered again as Gaussian processes with zero means. But
the observability matrix unluckily hasn’t full rank:

 
 
  C ext  
rankOb  rank C ext  Aext    3
 2 

 C ext  Aext  
 C  A 3  
  ext ext  

1007
 Proceedings of the 20th IFAC World Congress
Toulouse, France, July 9-14, 2017 E. Raffone / IFAC PapersOnLine 50-1 (2017) 980–986 985

Fig. 17. Clamping Unit control manager

Fig. 15. EPB MoC control framework
5. ELECTRIC PARKING BRAKE MOTOR ON CALIPER
Clamping Force
CONTROL VALIDATION
10 Simulated
Measured
[kN]

5
5.1 Model in the loop (MIL)
0
0 2 4 6 8 10 12 14 16 18
Spindle position Explained control approach has been tested with a model
6 Simulated
Measured
in the loop approach, so already seen non-linear model has
4
been used to test FSM, control logics, estimation and so on.
[mm]

Clamping travel
2

0 As shown in fig. 18, Matlab/Simulink® environment has been

0 2 4 6 8 10 12 14 16 18 adopted to validate control strategies at component level
Spindle Speed
2
evaluating basic apply/release of EPB system. Main
Measured from position
Estimated successful results are reported in fig. 19-20. In these pictures
[mm/s]

0
it’s clear that, after a first closing action, the next
-2 apply/release actions are performed in a deterministic way
0 2 4 6 8 10 12 14 16 18
time [s] with a repeatable time: this is fundamental to implement a
robust EPB Drive Away control design.
Fig. 16. EPB MoC observer results
In fig. 16, it’s shown a comparison between real motor on
caliper (MoC) measurements and estimated signals, it’s an
example of results achieved with described model based
approach. In the second graphs, red signal is the estimated
spindle travel to press braking pad against disk (clamping
travel). This travel, as in fig. 16, is an integration of estimated
motor speed enabled when a series of different conditions
about MoC signals are satisfied (Maron et al., 2011).
Robustness of clamping action detection is the key point of
control approach to single motor on caliper state definition.
MoC control logics, able to provide a deterministic and
repeatable behavior of Motor on Caliper clamping action, is Fig. 18. Model in the loop framework
based on seen linear observer and this additional block, in fig.
Target
15 named ‘Clamping Action Detector Manager’. The control 20
Clamping Force Compare
Simulated
strategy is represented in the FSM of fig. 17. In this state Apply request
[kN]

10 Release request
machine four states can be identified, at every change of 0
0 2 4 6 8 10 12 14 16 18
state, the information that it’s fundamental to evaluate is the Spindle Position
5
clamping travel (during opening or closing action).
[mm]

0
0 2 4 6 8 10 12 14 16 18
EPB Motor Current
20
[A]

0
-20
0 2 4 6 8 10 12 14 16 18
EPB Motor Voltage
20
[V]

0
-20
0 2 4 6 8 10 12 14 16 18
time [s]

Fig. 19. EPB MIL Apply/Release (Fclamping target = 15 kN, Vbat

= 13.5 V)

1008
Proceedings of the 20th IFAC World Congress
986
Toulouse, France, July 9-14, 2017 E. Raffone / IFAC PapersOnLine 50-1 (2017) 980–986

Target
Clamping Force Compare Simulated
20
Apply request
[kN]

10 Release request
0
0 2 4 6 8 10 12 14 16 18
Spindle Position
5
[mm]

0
0 2 4 6 8 10 12 14 16 18
EPB Motor Current
20
[A]

0
-20
0 2 4 6 8 10 12 14 16 18
EPB Motor Voltage
20
[V]

0
-20
0 2 4 6 8 10 12 14 16 18
time [s]

Fig. 20. EPB MIL Apply/Release (Fclamping target = 15 kN, Vbat

= 11.5 V)

Fig. 22. Hardware in the loop test bench in action

6. CONCLUSIONS
It has been shown through plain explanations and
practical tests that developed Electric Parking Brake Motor-
On-Caliper actuator observer is a good solution for robust
drive away control design. This work is already ongoing,
thanks to an animated braking suppliers market, that proposes
always new solution of EPB applied to different mechanical
types of base braking systems (Schmittner, 2015).

Fig. 21. Hardware in the loop test bench
5.2 Hardware in the loop (HIL)
Previous paragraph similar tests have been performed on
test bench with real motor on calipers, a rapid prototyping
ECU, a DC motor power driver etc., as shown in fig. 21.
Described tests as other tests carried out on test bench
have demonstrated the effectiveness of seen approach based
on model, observers and an intelligent algorithm. All these
have been developed exploiting different physical and
numerical methods to observe and control at best Motor on
Caliper system states.
REFERENCES
Kalman, R. E. (1960). A New Approach to Linear Filtering
and Prediction Problems. In Transactions of the ASME,
Journal of Basic Engineering, Pg. 35-45.
C. Canudas-de-Wit, P. Tsiotras, E. Velenis, M. Basset, G.
Gissinger (2003). Dynamic Friction Models for Road/Tire
Longitudinal Interaction. In Vehicle System Dynamics,
Volume 39, Issue 3.
R. Leiter (2002). Design and Control of an Electric Park
Brake. In Proceedings of the 20th SAE Annual Brake
Colloquium and Exhibition, October 6-9 2002.
H.B. Chung, Y. Son, P. Yoon, C.W. Lee, D.H. Lee, Y.O.
Lee, C.C. Chung (2007). A Fault Detection Method for
Electric Parking Brake (EPB) Systems with Sensorless
Estimation Using Current Ripples. In Proceedings of the 14th
SAE Asia Pacific Automotive Engineering Conference,
Hollywood, California, USA August 5-8, 2007.
C. Maron, M. Schumann, F. Attallah, H.A. Schneider (2011).
Parking brake and method for operating same. U.S. Patent
2011/0278105.
B. Schmittner (2015). Electric Parking Brake on the Way to
Standard - New Trends. In SAE technical paper 2015-01-
2669, September 09 2015.

1009