Control system design for an Automatic Emergency

Braking system in a sedan vehicle

Garcia-Bedoya, O . Hirota, S. Ferreira, J.V.
Department of engineering SAFRA Department of computational mechanics
Universidad de Bogota Jorge Tadeo Lozano Sao Paulo, Brazil Universidade Estadual de Campinas
Bogota, Colombia sergiohirota@gmail.com Campinas,Brazil
ORCID: 0000-0002-6964-3034 janito@fem.unicamp.br

Abstract—The Automatic Emergency Braking (AEB) systems assumes that the perception for AEB is resolved on the vehicle.
in vehicles is one of the technologies suggested by NHTSA to be This research is part of the project of the autonomous vehicle
included in vehicles by default. This article presents the dynamic VILMA01 (First Intelligent Vehicle of Laboratory of
model of the vehicle that should be considered to design control of Autonomous Mobility) [5] development at UNICAMP, Brazil.
EAB system. After that, the design of a classic controller is
presented, following of some results of simulations, which let to The first section presents the mathematical model of the
identify variables to measure the comfort of automatic braking, vehicle through the parameters of the VILMA01 vehicle. The
and when and in which conditions the ABS systems act over an next section presents the feedback control architecture and his
action of AEB. Finally, the Architecture of the implementation of tuning procedure. After that, some results of the implementation
the braking over CAN Networks is presented. of the control system performed over simulation are presented
to show if slip of each wheel exists and if the vehicle will require
Keywords— Automatic Emergency Braking, PID controller, to active ABS systems. Finally, we present some conclusions
vehicular dynamics, Intelligent transportation system, ADAS. and future work.
I. INTRODUCTION II. DYNAMIC MODEL OF THE VEHICLE
The freeway systems are facing many challenges due to the Three blocks from the dynamic model of the vehicle was
continuously increasing traffic risks by driver distraction [1]. developed to obtain the longitudinal speed. Firstly, the dynamic
This has increased the necessity to create and include in cars model of the rigid body vehicle is exposed, then the wheels
Advanced Driver-Assistance Systems (ADAS). One of this through the model adopted for estimating the longitudinal and
system is the Automatic Emergency Braking (AEB), which is a lateral forces are presented, and finally the hydraulic system of
function that automatically applies the brakes when the car has brakes is exposed.
determined a collision is likely. The AEB systems engage
dynamic brake support (DBS) or crash imminent braking (CIB)
to potentially save lives and reduce moderate and less severe
rear-end crashes that are common on our roadways.
Although, this function has not been mandatory right now,
U.S. National Highway Traffic Safety Administration (NHTSA)
gives 5-Star Safety Ratings to cars, which has this type of
systems since 2011. Additionally, in 2016, 20 automakers
representing about 99 percent of new vehicles sales in North
America agreed with the NHTSA and the U.S.-based Insurance
Institute for Highway Safety to make AEB standard in 2022.
To support this help to security, Fildes et al. present that
Low-speed AEB technology led to a 38% reduction in real-
world rear-end crashes and that there was no significant
difference between urban and rural crash benefits [2]. The
results of [3] were in line finding that the reduction of all striking Fig. 1. Free Body Diagram of the vehicle. Adapted from [6]
rear-end crashes, regardless of speed area, ranged between 35%
and 41%. Although [4] present a work similar applied to heavy A. Vehicle
vehicles, in this type of development patents and industrial Fig. 1 shows the free body diagram of the vehicle. With this,
protection dominate. starting from Newton's 2nd Law and the sum of the moments
about the center of gravity of the vehicle, assuming motion in a
This article presents the design of a brake controller taking plane (x, y), we deduced equations (1) to (3)
account the dynamics of the vehicle in order to obtain
implication over the intrinsical security of the vehicle. This work

978-1-7281-0021-0/19/$31.00 ©2019 IEEE

 1 wheels, which in turn gave the values of (mass supported
= + + (1)
by the front wheels), (mass supported by the rear
1 wheels) in (total mass supported by all four wheels). Taking the
=− + + (2) values of the radius and mass of the wheel, was calculated
1 by approaching it as being a homogeneous cylinder.
= −
(3) TABLE I. PARAMETERS FOR THE DYNAMIC MODEL OF THE VEHICLE
+ +
Parameter Value
Where and are respectively the longitudinal and lateral
[ ] 0,7355
velocities of the vehicle. and are respectively the
[ ] 0,8972
longitudinal and lateral forces applied at point , is the
steering angle of wheel , is the angular acceleration of the [ ] 1,613
vehicle, is the mass of the vehicle and is its inertia and [ ] 415,1
are such that: : = − = =− = , =− = [ ] 395,4
− e = = . Where , and are respectively [ ] 214,7
longitudinal (front and rear) and transverse distances of the [ ] 236,2
center of gravity at each of the four points of application of the [ ] 810,4
forces. [ ] 450,9
From this dynamic model of the vehicle shown, it is noted [ ] 1261
that in order to control the longitudinal speed of the vehicle it is [ . ] 1825
necessary that the longitudinal and lateral forces acting on it, [ . ] 0,5673
which are numerically equal to those originating from the [ ] 0,3075
interactions between the ground and tires, are known. Next
section presents the model chosen to estimate the forces
mentioned. First, the fig. 2 presents the free-body diagram of the B. Longitudinal and lateral forces
wheel, considering it in a generic situation. With this, from the The interactions between tires and ground cause the
sum of moments about the center of gravity of the wheel, we longitudinal and lateral forces and, as already mentioned, are
obtain equation (4). numerically equal to those acting on the vehicle. In order to
estimate them, the model proposed in [8] was adopted. In this
− . model, as shown in equations (15) and (16), the longitudinal
= (4) forces are estimated as a function of the longitudinal sliding -
given by equation (5) [6]. (24) and (25) are estimated as a
function of the slip angles given by equations (6) to (9) [9].
Table II shows the correspondences between the typical values
of a tire and the coefficients of equations (15), (16), (24) and
(25).
If we consider (10) to (25), it is observed that for estimating
the longitudinal forces and the lateral forces, we require: a
corresponding constant ( and ), certain parameters -
and was taken from the bibliography, and the vertical
forces acting on each tire as well. Finally, for this model is
Fig. 2. Freewheel body diagram. Adapted from [6] assumed zero.
The vertical forces are modeled as being numerically equal
Where and are respectively the radius and inertia of the
to the weight forces supported by the wheels and therefore
wheel (approximated as being a homogeneous cylinder), is the
assumed constant. The corresponding masses are presented in
applied torque, and are respectively the longitudinal and
Table I. With these values and adopting for acceleration of
vertical forces, is the angular velocity and is, the speed of
gravity g = 9.81 m / s², and the figures Fig. 3 and Fig. 4, which
the vehicle.
graphically represent equations (16) and (25), respectively.
Once the dynamic models of the vehicle and the wheels are
exposed, it is known which are the necessary physical data, − .
= (5)
which are presented at TABLE I for the Fiat Punto vehicle
analyzed. For the calculation of , the respective front width
provided in the vehicle manual in question and , and + .
were obtained based on the two-wheeled model [7]. Based on = − (6)
+ .
the mean values obtained previously for this project in the
laboratory LabEDin, namely the masses supported by the
 + . 5000

= − (7) 4000
− . 3000
− .
=− (8) 2000

+ . 1000

− .

Fx [N]
0
=− (9)
− . -1000
Fx(fr)
= 1,65 (10) -2000
F
-3000
(11)
x(fl)
= + Fx(rr)
-4000
+ Fx(rl)
= (12) -5000
-20 -15 -10 -5 0 5 10 15 20
s [%]
= + + (13)
Fig. 3. Longitudinal forces due to slipping ratio.
= (14)
. 4000

3000
= 1− + . (15)
2000
= . (16) 1000
= 1,30 (17)

F [N]
0
D =a F +a F (18)

y
-1000
+
= (19) -2000
F
y(fr)
Fy(fl)

BCD -3000
Fy(rr)

= (20) F
.
y(rl)
-4000
-10 -8 -6 -4 -2 0 2 4 6 8 10
= + + (21) α [º]

= γ. (22) Fig. 4. Lateral forces due to the slip angle.

= + (23)
C. Brake System
= 1− ∝+ + . ∝+ (24) The vehicle in question in this project is equipped with an
ABS (Anti-lock Braking System) brake system. This type of
= . + (25) system, as its name suggests, has the purpose of preventing the
wheels from locking, thus avoiding slips of the vehicle and,
therefore, loss of grip between tires and ground as well. The
TABLE II. CORRESPONDENCE BETWEEN COEFFICIENTS AND ABS acts on each of the four wheels by sending mutually
MAGNITUDES OF A TIRE. independent electronic pulses (not continuous signals) such that
the braking torques applied there are intermittent and, in a
Coefficient typical general case, possibly different. When ABS does not operate,
magnitude the braking torque applied to the wheels is the same. The electro-
Stiffness hydraulic system consists of 12 2-way valves, a self-priming
and
factor pump, a hydraulic accumulator, a master cylinder and a
and Form factor hydraulic pressure sensor. The diagram in fig. 5 shows the
and Peak factor complete circuit where FR, FL, RL, and RR, respectively mean
right front wheel, left front wheel, left rear wheel and right rear
curvature wheel respectively.
and
factor

Fig. 5. Diagram of the electro-hydraulic brake ECU system. Adapted from
[10].
As mentioned in [11] for regulation purposes the variables
usually considered are angular deceleration and wheel slip. In
the case of [11], the angular deceleration used to control is using
a hybrid control strategy, where predetermined limit values are
used instead of deterministic rules.
The purpose of the implemented control is to maintain the
difference between the slip and the optimum slip (corresponding
to the maximum braking force made possible by the track) close
to zero. For this, the control uses only one measured variable,
namely the difference between and the maximum
acceleration made possible by the path (determined empirically
from the controller design). Slip is not used directly, because in
real conditions it is difficult to measure.
In this project, only the hydraulic brake system was
considered, in which a commercial device would act to
transforms electric signals into brake fluid pressure, adjusting
the opening of the valves that regulate its flow. For the purpose
of simulation, in this project, the hydraulic brake system is
modeled as a second-order system, with cutoff frequency of 60
Hz and damping factor of 0.3 [11].
III. CONTROL SYSTEM OF THE EAB SYSTEM
The control strategy adopted in this project is a technique of
classical control, namely PID control. This consists of adding
the effects of the product of a proportional gain ( ) by the error
of the product of an integral gain ( ) by the integral of the error
and another product of a derivative gain ( ) by the derivative
of the error.
The dynamic model of the vehicle is a non-linear system.
Thus, for PID controller design, we proceeded as follows. The
LINMOD function of the MATLAB® software was used to
linearize the system around the point of operation: longitudinal
velocity of 60 / angular velocities of the wheels of
8.63 / (condition corresponding to zero slip and vehicle at
60 / in the longitudinal direction) and lateral and angular
velocities of the vehicle zero. This was done, because the
scenario analyzed in this project consists of the vehicle always
traveling in a straight line (ie, the frontal infiltration angles were
also considered to be zero), initially at 60 / ; after a certain
time, one would want to decelerate the vehicle to a certain speed
and, finally, to keep it constant.
The linearization provided by MATLAB® software function
is based on the state modeling theory. The state-modeling theory
then provides a means of simplifying such a task. The functions
that involve the state variables and describe the system are
expanded in Taylor series around the point of operation and the
terms of order equal to and greater than two are neglected.
Thus, we obtain linear differential equations that involve the
variables state and describe the system well when it is in
conditions close to the point of operation, which the linearization
was made.
After linearization, using the SISOTOOL function of the
MATLAB® software, the gain margin (MG) and the
corresponding angular frequency ( ) were obtained. These
are the two values required by the Ziegler-Nichols method to
calculate PID controller gains. This is an empirical method,
which, although not based on theoretical foundations, generally
leads to acceptable results [12]. Equations (26) to (28)
summarize the method and the Table III shows the results
referring to the controller.
= 0,6
(26)
= (27)
4
= (28)
TABLE III. CONTROLLER DATA AND RESULTS
Variable Value
[dB] 22,6
[rad/s] 240
8,09
0,0265
618
Figure 6 summarizes the process whereby, from the desired
speed signal, the longitudinal speed of the vehicle is controlled
with the PID action. A saturator was placed in order to ensure
that, the output signal of the hydraulic brake system is negative
(because it is a braking situation). The results obtained are
presented and analyzed in the following section.
Fig. 6. Simulation model with the controller.

IV. RESULTS
A. Simulations
As already mentioned, in the scenario considered in this
project, the vehicle would always move straight and initially at
60 / ; after a certain time, would be decelerated to a desired
final velocity, which would be kept constant. Several values of
constant deceleration were tested until a value was reached for
which the controller was no longer able to provide the desired
speed, whose reference signal was subjected to a low-pass filter.

Fig. 9. The Angular speed of the wheels for deceleration of 7.31 / ².

This can be explained by the fact that the respective wheels,

Fig. 7. Longitudinal speeds for deceleration of 7.31 / ².
Figure 7 shows the actual vehicle speed (resulting from the
PID control action) and the desired speed for a 7.31 / ²
deceleration starting from 60 / to about 30 / . As
shown in the above figure, the two signals overlap, thus
indicating that the action of controlling the longitudinal speed of
the vehicle was effective.
as shown in Table I, support different mass values and therefore
different vertical forces. In addition, it should be noted that the
greatest slip values correspond to the rear wheels. This can be
explained by the fact that, as also shown in Table I, such wheels
support lower loads, which would lead to more intense angular
(wheel) decelerations, consequently to smaller angular
velocities and, finally, same longitudinal speed as can be seen
from the dynamic models of the wheels and the vehicle. This
also explains why the rear wheels exhibited more expressive
(wheel) speed variations, as shown in Fig. 9.

Fig. 10. Longitudinal forces of the wheels for deceleration of 7.31 / ².

Fig. 8. Slip ratio of the wheels for deceleration of 7.31 / ².

Figure 8 shows the slides of each of the wheels

corresponding to the deceleration of 7.31 / ². In all cases the
maximum value did not exceed 11%, thus indicating that none
of the wheels would have been locked. It is also noted that the
values obtained in simulation are feasible, that is, they could be
observed in a real situation. Still, it can be observed in the figure Fig. 11. The torque applied to wheels for deceleration of 7.31 / ².
that, although the scenario corresponds to smooth brakes in a
straight line and it is natural that a vehicle is symmetrical, the Figures 10 and 11 respectively show the longitudinal forces
slides of the rear wheels differ from each other. and the torque applied to the wheels corresponding to the
deceleration of 7.31 / ². To adjust the direction of application,
the estimated longitudinal forces were multiplied by −1. Note
that, in module the maximum torque did not exceed 800 .
and that the forces were always below 2500 . With such force
and torque curves, the longitudinal speed of the vehicle met the
desired speed, as already verified. The model was tested a bigger
deacceleration finding that slip rate increase, generating that
ABS should be activated, which is not present in this model, so
not let to conclude.
B. Preliminary Results
Vehicle ECUs have different communication protocols to
coordinate the work performed between them. The ECU of the
brake communicates through the CAN (Controller Area
Network) network, the most common network in the vehicle
sector. The CAN network is a message-based protocol. For this
project, the commands were sent by using the automotive
diagnostic protocol, described according to the ISO model of
communication by table IV.
TABLE IV. TECHNICAL STANDARD TO THE CORRESPONDING LAYER OF
THE OSI MODEL FOR CAN NETWORK IN THE FUNCTION OF DIAGNOSTIC
SERVICES.
ISO PROTOCOL
LAYER NETWORK
7 Application ISO 14229
/SO 15765-3
6 Presentation –
5 Session ISO 15765-2
4 Transport ISO 15765-2
3 Network ISO 15765-2
2 Link ISO 11898
1 Physic ISO 11898
In the case of reception of sensor data and brake-ECU states,
the same application layer will not be used because these
messages are programmed to be available to all nodes of the
network (Broadcast) and through a proprietary dictionary of the
manufacturer are interpreted by the embedded system. A
preliminary test to analyze and fusion the different sensor data
is presented in [13], where for the estimation of longitudinal
speed, the vehicle has the speed sensors of each of the wheels,
the speed reported by the OBD (on-board protocol) port of the
vehicle and the speed estimated by the GPS. Future works
include to use the model presented here to fusion this data to
obtain a better estimation of the .
V. CONCLUSION
In conclusions, the importance of AEB system showing that
is one of the next ADAS systems to be incorporated in the
vehicle by default to reduce the risk of front collision. The AEB
control system depends on the dynamic model of the vehicle,
which made required to be integrated inside the vehicle by
automakers directly. A technique for controlling the longitudinal
velocity of a vehicle was applied in a scenario of smooth straight
braking. For sudden decelerations, it would be necessary to
consider the ABS in order to avoid wheel locking. Future works
will include the tests of the controller over the vehicle. In
addition, the idea is to use the model presented here to fusion the
intrinsic and the extrinsic sensors to obtain a better estimation of
the state space variables required to the control system.
ACKNOWLEDGMENTS
The authors would like to acknowledge the support granted
by CAPES and CNPq - processes PDSE:9129/12-0 and
SWE:209656/2013-1. O. Garcia was Ph.D. Scholarship
PEC/PG CAPES/CNPq-Brazil during part of the project.
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