Antilock-Braking System Using Fuzzy Logic
J.SREENIVAS
3rd YEAR
R.HARINATH
3rd YEAR
VELAMMAL ENGINEERING COLLEGE
ELECTRONICS AND INSTRUMENTATION ENGINEERING
For Contact:
E-mail: haz18591@gmail.com
Abstract
An anti-lock braking system, or ABS is a
safety system which prevents the wheels on
a motor vehicle from locking up (or ceasing
to rotate) while braking. A rotating road
wheel allows the driver to maintain steering
control under heavy braking by preventing a
skid and allowing the wheel to continue
interacting tractively with the road surface
as directed by driver steering inputs. ABS
offers improved vehicle control and
decreases stopping distances on dry and
especially slippery surfaces. However, on
loose surfaces like gravel and snow-on-
pavement, it can slightly increase braking
distance while still improving vehicle
control.
This paper deals with study and tests on an
experimental car with antilock-braking
system (ABS) and vehicle speed
estimation using fuzzy logic. Vehicle
dynamics and braking systems is complex
and behave strongly non-linear which causes
difficulties in developing a classical
controller for ABS. Fuzzy logic, however
facilitates such system designs and improves
tuning abilities. The underlying control
philosophy takes into consideration wheel
acceleration as well as wheel slip in order to
recognize blocking tendencies. The
knowledge of the actual vehicle velocity is
necessary to calculate wheel slips. This is
done by means of a fuzzy estimator, which
weighs the inputs of a longitudinal
acceleration sensor and four wheel speed
sensors. If lockup tendency is detected,
magnetic valves are switched to reduce
brake pressure. Performance evaluation is
based both on computer simulations and an
experimental car. To guarantee real-time
ability (one control cycle takes seven
milliseconds) and to relieve the electronic
control unit (ECU), all fuzzy calculations
are made by the fuzzy coprocessor.
Measurements in the experimental car prove
the functionality of this automotive fuzzy
hardware system.
Introduction
Fuzzy Control, a relatively new, intelligent,
knowledge based control technique performs
exceptionally well in nonlinear, complex
and even in not mathematically describable
systems. Fuzzy logic is a form of multi-
valued logic derived from fuzzy set theory
to deal with reasoning that is approximate
rather than precise. Thus the use of fuzzy
logic for an antilock-braking system (ABS)
seems to be promising.
Antilock-Braking Systems Figure 1: Coefficient of friction is shown as
a function of whel slip
The anti-lock brake controller is also known
as the CAB (Controller Anti-lock Brake).A
typical ABS is composed of a central
electronic control unit (ECU), four wheel
speed sensors — one for each wheel — and
two or more hydraulic valves within the
brake hydraulics. The ECU constantly
monitors the rotational speed of each wheel,
and when 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 Figure 1: Friction characteristics
faster; when the ECU detects it is turning
significantly faster than the others, brake
hydraulic pressure to the wheel is increased
so the braking force is reapplied and the Therefore a fast and accurate control system
wheel slows. This process is repeated is required to keep wheel slips within the
continuously, and can be detected by the shaded area shown in Figure 1.
driver via brake pedal pulsation. A typical
anti-lock system can apply and release Vehicle Speed
braking pressure up to 20 times a second
[citation needed]. The ECU is programmed A crucial point in the development of wheel
to disregard differences in wheel rotative slip control systems is the determination of
speed below a critical threshold, because the vehicle speed. There are several methods
when the car is turning, the two wheels possible: until now the velocity is measured
towards the center of the curve turn slower with inductive sensors for the wheel
than the outer two. For this same reason, a rotational speed. Especially in the case of
differential is used in virtually all road going brake slips the measured speed does not
vehicles.If a fault develops in any part of the correspond with reality. To obtain very
ABS, a warning light will usually be accurate results, optical or microwave
illuminated on the vehicle instrument panel, sensors take advantage of a correlation
and the ABS will be disabled until the fault method. However, these sensors are very
is rectified. expensive and will not be used for ABS.

The aim of an ABS is to minimize brake Sensors and Actuators

distance while steerability is retained even
under hard braking. To understand the
The experimental car was fitted with sensors
underlying physical effect which leads to
and actuators shown in Figure 2. Each
wheel-blocking during braking, consider
wheel is connected to a metallic gearwheel,
which induces a current within an attached
sensor. The frequency of the rectangular
shaped current is proportional to the angular The knowledge of the actual vehicle speed
frequency w i, j and can be evaluated by a over ground is vital in order to calculate
microcontroller. In addition to common wheel slips correctly. In this approach the
ABS fitted cars; a capacitive acceleration speed estimation uses multi-sensor data
sensor for measuring the longitudinal fusion that means several sensors measure
acceleration ax is implemented.Furthermore vehicle speed independently and the
Figure 2 depicts the hydraulic unit including estimator decides which sensor is most
main brake cylinder, hydraulic lines and reliable. Figure 3 represents the schematic
wheel brake cylinders. By means of two structure of the fuzzy estimator. The signals
magnetic two-way valves each wheel, of the four wheel speed sensors w i,j are used
braking pressure pi, j is modulated. as well as the signal of the acceleration
sensor ax.
Three discrete conditions are possible:
decrease pressure, hold pressure firm and
increase pressure (up to main brake pressure
level only). Each valve is hydraulically
connected to the main brake cylinder, to the
wheel brake cylinders and to the
recirculation.
Figure 2: Sensors
and actuators of the
experimental car
Center of
CG:
gravity
Longitudinal Figure 3: Estimation of car velocity
ax:
acceleration
In a data pre-processing block the measured
Angular wheel signals are filtered by a low-pass and the
w i,j:
frequency inputs for the fuzzy estimator are calculated:
four wheels slip , and an acceleration value
D va. A time-delay of T, expressed by the
HU: Hydraulic Unit
term 1/z, is given as a feedback to the data
pre-processing unit.
Wheel brake
pi,j:
pressure
The fuzzy estimator itself is divided into two
parts. The first (Logic 1) determines which
i: l=left, r=right
wheel sensor is most reliable, and the second
(Logic 2) decides about the reliability of the
j: f=front, r=rear integral of the acceleration sensor, shown in
Figure 4. This cascade structure is chosen to
reduce the number of rules.
Estimation of Vehicle Speed Using
Fuzzy Logic

Figure 4: structure of the fuzzy estimator
Starting at block „Logic 1" and „Logic 2"
the crisp inputs are fuzzificated. The rule
base consists of 35 rules altogether. To
classify the present driving condition vehicle
acceleration is taken into consideration. The
output of the estimation is derived as a
weighted sum of the wheel measurement
plus the integrated and corrected
acceleration:
The Fuzzy-ABS Algorithm
The Fuzzy-Controller uses two input values:
the wheel slip SB:
and the wheel acceleration:
with wheel speed vWheel and vehicle speed
vFuz, which is given by the Fuzzy-Estimator.
The input variables are transformed into
fuzzy variables slip and dvwheel/dt by the
fuzzification process. Both variables use
seven linguistic values, the slip variable is
described by the terms
Slip = {zero, very small, too small,
smaller than optimum, optimum, too
large, very large},
and the acceleration dvwheel/dt by
dvwheel/dt = {negative large,
negative medium, negative small,
negative few, zero, positive small,
positive large}.
As a result of two fuzzy variables, each of
them having seven labels, 49 different
conditions are possible. The rule base is
complete that means, all 49 rules are
formulated and all 49 conditions are
allowed. These rules create a nonlinear
characteristic surface as shown in Figure 5.
Figure 5: fuzzy characteristic surface
Using this characteristic surface, the two
fuzzy input values slip and dvwheel/dt can
be mapped to the fuzzy output value for dynamic and embedded systems. It
pressure. The labels for this value are: provides an interactive graphical
environment and a customizable set of block
Pressure = {positive fast, positive libraries that let you design, simulate,
slow, zero, negative slow, negative implement, and test a variety of time-
fast} varying systems, including communications,
controls, signal processing, video
processing, and image processing

The structure of the fuzzy ABS controller is

shown in Figure 6.

Figure 6: structure of fuzzy ABS controller

The optimal breaking pressure results from

the defuzzification of the linguistic variable
pressure. Finally a three-step controller
determines the position of the magnetic
valves, whether the pressure should be
increased, and hold firm or decreased.

Figure 7: Baseline Simulation Results for

default parameters(braking with ABS)
Simulation of a Full Braking

After implementation of the whole system in

SIMULINK, a full braking on high-m -road
was carried out, with and without the fuzzy
ABS. Simulink is an environment for multi
domain simulation and Model-Based Design
Without fuzzy ABS the braking pressure
reaches a very high level and the wheels
block within short. This results in an
unstable behavior, the vehicle cannot be
steered anymore and the stopping distance
increases.

Figure 8: Stopping distance for hard

braking with and without ABS

With fuzzy ABS controller activated,

steerability is not only retained during the
whole braking maneuver, but the slowing
down length was considerably shortened as
well which is explained in figure 8.
Figure 9: Maximum braking simulation
The following graphs show the steady results (braking without ABS)
decline of the vehicle speed, the fluctuating
decline of the wheel speed of the left front
In the upper plot of Figure 8, observe that
wheel as an example and the fluctuating
the wheel locks up in about seven seconds.
level of the wheel slip. The applied braking
The braking, from that point on, is applied in
pressure is depicted in the last diagram. The
a less-than-optimal part of the slip curve.
other wheels behave approximately similar.
That is, when slip = 1, as seen in the lower
plot of Figure 8, the tire is skidding so much
on the pavement that the friction force has
dropped off.

This is, perhaps, more meaningful in terms

of the comparison shown in Figure 9. The
distance traveled by the vehicle is plotted for
the two cases. Without ABS, the vehicle
skids about an extra 100 feet, taking about
three seconds longer to come to a stop.
Implementation of the Fuzzy ABS
Controller

The fuzzy ABS controller uses the

microprocessor SAB 80C166 together with
the fuzzy coprocessor SAE 81C99A. Due to
the implementation of Fuzzy algorithms into
the hardware of the coprocessor, the
calculation speed of the host processor
increased significantly. The flexibility of the
coprocessor is considerable; up to 64 rule
bases are possible. While the control cycle
time was set to a standard value of 7 msec,
the computation time was only 0.5 msec.
This offers facilities for implementation of
extended vehicle dynamics control.

Test Results

After the whole system was carefully

simulated, tests on an experimental car
model, a rear driven car model, were carried
out in SIMULINK. Figure 10 shows a full
braking with ABS on dry asphalt surface.
Functional block parameter, signal
parameter and attributes have been
demonstrated and VIEWER SCOPE is used
for post processing of results. Embedded
MAT LAB EDITOR is used for program
instructing.
Figure 10: Results of test brake
The first diagram displays the decreasing
estimated speed of the vehicle vFuz and the
fluctuating decrease of the speed of the left
front wheel vl,f. Wheel acceleration and
wheel slip are shown in the second and third
graph. The slip value is limited successfully
by means of the output of the ABS
controller, which is the driver current of the
magnetic valve, presented in the next
diagram. Finally the system performance is
proved by the last graph. The longitudinal
acceleration ax is near the physical limit.
Conclusion

The basis of the controlling algorithm

consists of a nonlinear characteristic surface,
which was created by fuzzy logic. Fuzzy
logic provides an alternative way to
represent the linguistic and subjective
attributes of the real world in computing.
The convincing advantage of fuzzy logic is
the ability to modify and tune certain parts
of this characteristic surface easily and
carefully. Thus the control cycle time and
computation time was increased
significantly.

Implementation of the FUZZY ABS leads to

excellent results of braking behavior of the
test vehicle. It is able to be applied to control
systems and other applications in order to
improve the efficiency and simplicity of the
design process. The deceleration level and
steerability is comparable to commercially
available systems.

Reference

[1] Daiß, A. and Kiencke, U.:

Estimation of Vehicle Speed
- Fuzzy-Estimation in
Comparison, 4th IEEE CCA,
New York, 2003.
[2] Fuzzy Networks by Shane
Warren and Britteny
Ballard
[3] Antilock Breaking Systems
Reynolds, Jim (2000). Best of
British Bikes. Patrick Stephens
Ltd
[4] The Math Works, Inc.
1994-2010 SIMULINK
systems.