IRJET- ABS Functionality along with the Pressure Control
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This document summarizes a research paper that proposes improvements to anti-lock braking systems (ABS) to address issues caused by hard braking at high speeds on high-friction road surfaces. The current ABS system can cause the vehicle to pitch forward sharply due to a steep increase in brake pressure before ABS activation. This is addressed by utilizing pre-control actions (PCA) strategies along with the standard ABS functionality. The PCA strategies smooth the pressure increase to prevent sudden pitching. The proposed system design integrates feedback control of the pressure to allow a smooth transition from PCA to ABS states while improving braking performance. The implementation involves calculating slip, a control factor, reference speed adaptation, and transition from PCA to ABS control.
![International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395-0056
Volume: 06 Issue: 07 | July 2019 www.irjet.net p-ISSN: 2395-0072
© 2019, IRJET | Impact Factor value: 7.211 | ISO 9001:2008 Certified Journal | Page 3562
ABS Functionality Along with the Pressure Control
Namratha K N1
1M.Tech Student, Dept of CS & E, JSS S&T U, Mysuru
-------------------------------------------------------------------------***------------------------------------------------------------------------
Abstract - During the hard braking, the vehicle may go
uncontrollable that causes a slip and also it effects the
performance of the system. There are many primary
braking system but the Anti-lock Braking System always
plays a major role in the automotive industries. The ABS
prevents the locking of the wheel that keeps the vehicle
stable and steerable. Harder the brake, there is a shift in
the vehicle’s weight from the rear wheels to the front
wheels called Pitch. The sudden brake and pitching in the
vehicle increases the pressure inside the ABS. As a result, it
effects the ABS system. The PCA (Pre-Control Actions)
strategies along with ABS functionality is utilized.
Key Words: Antilock Braking System (ABS), Wheel
Slip, Deceleration, Control Factor, Target Pressure.
1. INTRODUCTION
Electronically monitored slowing mechanism (ABS) keep
brakes from locking during braking. In ordinary braking
circumstance the driver control the brakes, anyway
during cuts off braking or on dangerous roadways when
the wheels to approach lockup, the antilock comes into
picture [1]. The ABS regulates the brake line weight free
of the pedal power to take the wheel speed back to the
slip level range that important to the ideal braking
execution. The ABS does not permit full wheel lock under
braking. In straightforward terms, during crisis of
braking, the wheel does not get locked even on the off
chance that you push a full auto brake pedal and thus the
sliding does not happens. It enabled driver to control the
vehicle simpler, even on streets with low adhesion, such a
rain, snow and muddy road. The brain of Antilock braking
system comprise of Electronic Control Unit (ECU), wheel
speed sensor and hydraulic modulator [4]. ABS depends
on the various factors i.e. Wheel deceleration, Wheel slip
and different road conditions.
This paper is organized as follows. A brief introduction is
given in section 1, section 2 discusses the literature
survey, section 3 addresses an Overview of the Proposed
Scheme, section 4 discusses the System Design. Section 5
addresses the steps of Implementation followed by
conclusion and future work in section 6.
2. LITERATURE SURVEY
This is the opening paragraph to the work which explains
different papers and projects. A review is given on how
the braking system is developed from the past years and
how it is tested in the different road conditions. All the
referred papers which exposes about ABS and its
components and how it is helping in the stopping
distance, the detection of the various road condition and
how the reduce stopping time, limit slip ratio improves
the performance controlling system (reducing rise time
and overshoot) on the ABS brake is described.
In this paper, exposes about ABS and its components and
how it is helping in the stopping distance. Antilock
Braking System (ABS) is utilized in the automobiles to
prevent the slip and locking of wheel after brake. It is car
wellbeing framework, the controller is given to control
the fundamental torque to keep up ideal slip proportion.
The slip ration signify as far as vehicle speed and wheel
turn. It's a automated framework that kept running on
standards of threshold braking and rhythm braking
which were polished by apt drivers with past age
stopping mechanism. It reaction time is extremely
quicker with the goal that makes simple controlling for
the driver. ABS for the most part offer propelled vehicle
control and limit the ceasing separation in elusive and dry
surface, on the other hand on free surface like rock or
snow secured asphalt, ABS can altogether expand braking
separation, also improving vehicle control [6].
In this paper, how the rough road is detected using the
suspension information system is described. Direct
detecting of rough road conditions are utilized to alter
task of a wheel slip control framework. In any event one
suspension sensor detects a working parameter of the
suspension framework. A road surface classifier is
receptive to the suspension sensor for producing a road
surface sign speaking to a harshness of a road surface
over which the vehicle voyages. ABS system incorporates
a wheel speed sensor and a brake actuator. A functioning
braking control identifier wheel slip in light of the wheel
speed sensor during at any rate one of braking or
quickening of the vehicle and balances the brake actuator
because of the distinguished wheel slip. The dynamic
braking control is receptive to the road surface sign for
altering balance of the brake actuator as a component of
the road surface sign [2].
In this paper, proposed how the Antilock brakes give the
capacity to shorter stopping distance and the capacity to
steer and keep up control during hard braking,
particularly on wet and slippery surfaces. Variations in
the values of weight, the friction coefficient of the road,
road inclination and other nonlinear dynamics may
exceptionally influence the presentation of stopping
automations (ABS). In this paper, fuzzy self-tuning PID
controllers with utilizing ANFIS have been improved in
stopping automation. This controller planned with three](https://image.slidesharecdn.com/irjet-v6i7377-191113083938/85/IRJET-ABS-Functionality-along-with-the-Pressure-Control-1-320.jpg)
![International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395-0056
Volume: 06 Issue: 07 | July 2019 www.irjet.net p-ISSN: 2395-0072
© 2019, IRJET | Impact Factor value: 7.211 | ISO 9001:2008 Certified Journal | Page 3563
control destinations comprise of reduce stopping time,
limit slip proportion and improve the exhibition
controlling system on the ABS brake [5].
In this survey paper, different technologies and algorithm
used for execution of Anti Lock Braking System (ABS) is
described. The ABS is made more efficient and reliable.
Arduino is used for developing a prototype and to test the
reliability and efficiency. An overview of the previous ABS
work is also discussed [8].
3. AN OVERVIEW OF THE PROPOSED SCHEME
In the proposed work, the Pre-control Actions (PCA)
strategies are the part of the ABS system. The PCA
prevents the negative spike brake apply for the start of
the ABS on the high mue.
The goal of the undertaking is to overcome the following
aspects. Negative Effects of spike brake apply (weight)
could prompt greater braking distance (~ 1m) caused
due to:
1) a solid pitching of the vehicle body.
2) the steep pressure increment before the start the of
ABS which leads to the low performance.
Fig.1: Pitching of the vehicle body
Load Transfer from rear to Front Dependent on wheel
deceleration, mass, gravity and wheel base.
Vehicle Pitch is observed due to:
Weight transfer from rear to front when high
speed braking is applied on high mue.
Pressure buildup at Front wheels
Pressure release at Rear wheels ABS active (slip
> slip threshold and a wheel + offset)
Braking at 100kph on high mue could result into
vehicle pitching behavior as shown in the Figure 1 if
the steep brake pressure is not controlled and thus
brake performance could be affected.
4. SYSTEM DESIGN
Since the ABS is already having a existing architecture, [4]
need to make the required modifications for the diagram.
The figure 2 shows the old design in which pressure
increase is calculated with feed forward control in the old
design and steep pressure increase was controlled by 1.5
bars every cycle. There was no smooth transition
between PCA and ABS. If PCA is active at one of the
rear/front wheel, the ABS was overwriting the PCA [7]. As
a result pressure was decreasing suddenly. This could
effects the performance of the ABS system. The pressure
control is taken care in the new design along with the
ABS.
Fig.2: The Old Design
The figure 3 shows the new design, the pressure increase,
decrease and hold is taken care. On high mue, high speed
braking, steep pressure can lead to pitching of the vehicle.
Pressure increase design is made robust by introducing
feedback controller to:
Control steep pressure increase
Allows smooth transition from PCA to ABS states
Saves application tuning effort for the vehicle
pitch model.
Fig.2: The New Design](https://image.slidesharecdn.com/irjet-v6i7377-191113083938/85/IRJET-ABS-Functionality-along-with-the-Pressure-Control-2-320.jpg)
![International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395-0056
Volume: 06 Issue: 07 | July 2019 www.irjet.net p-ISSN: 2395-0072
© 2019, IRJET | Impact Factor value: 7.211 | ISO 9001:2008 Certified Journal | Page 3564
5. IMPLEMENTATION
The implementation in the SDLC means the coding had to
be done for the each specific requirement. The PCA
strategy is carried out in the four steps, in which the
control factor plays a major role. The control factor is
implemented in such a way that steep pressure increase
is smoothened. The four steps that are necessary for this
work are Slip calculation of PCA reference speed, Control
factor calculations, Reference speed adaptation
calculation and PCA to ABS Transition are described. The
variables like slip, wheel deceleration, target pressure
and control factor plays an important role. The four
implementation steps are explained below.
Slip calculation: Slip is a relative motion between
the wheel tire and road surface [3]. The formula for
calculating the slip is
Control Factor Calculation: Based on the Wheel
deceleration, PCA time and Slip percentage, the
control factor is decided between -1 to 3. The
formula used for the control factor calculation is:
Reference Speed Adaptation calculation: The
Pressure Target Increment is calculated as:
( ( ))
The PreControl Increment is nothing but the
pressure increment which is dependent on the
factors like PCA Time and Pressure Gradient.
PCA to ABS Transition: The ABS was overwriting
the PCA which is active in the FL&FR of the wheel
axle. As a result the pressure will suddenly
decrease as the ABS is active. This is taken care
based on the pitch.
6. CONCLUSION AND FUTURE SCOPE
The plot from the tool is verified and validated and it is
observed that when the slip is inside the threshold i.e. in
between 10% and 20% of slip then only the Pre-control
Increment is detected. For the PCA the ESDL class is
verified instead of the functionality. The verification is
done by doing the Unit Testing and the code coverage is
observed as 95%. For the pTarget Increment also the
output is verified by doing the Component Testing. The
overall functionality of pTarget Increment had been
verifiedandvalidated bychecking the plot from the CT and
observed that the rough road is detected only when the
wheel deceleration is in the range of -30m/s2 to -10
m/s2.
In this work, the pressure control is made only for the
ABS system. For the other components like VDC, TCS etc
can be considered as the future work.
REFERENCES
[1] WU Weidong, Yoon Yongsan, “Road identification for
Anti-Lock Brake Systems equipped with only wheel
speed sensor” in TSINGHUA Science & Technology,
P383-385, Volume 6, Number 4.
[2] Richard J. Barron, Danny R. Milot, Kenneth A. Doll,
Steven Dale Keen. (2002), “Rough road detection
using suspension system information”.
[3] M.Tanelli, L.Piroddi, S.M.Savaresi. (2008), “Real-time
identification of tire-road friction conditions” in IET
Control Theory andApplications.
[4] C. K. Huang and H. C. Shih. (2010), “Design of a
hydraulic ABS for a motorcycle” in J.Mech Science
Technology, vol. 24, pp. 1141-1149.
[5] N. Raesian, N. Khajehpour, and M. Yaghoobi (2011) , "A new
approach in Anti-lock Braking System (ABS) based on
adaptive neuro-fuzzy self-tuning PID controller” in 2nd
International Conference on Control,
Instrumentation and Automation (ICCIA).
[6] Sahil Jitesh , “Antilock Braking System (ABS)”,
International Journal of Mechanical Engineering and
Robotics Research, ISSN 2278 – 0149
www.ijmerr.com Vol. 3, No. 4, October, 2014.
[7] Konrad reif Ed. (2015), “Automotive Mechatronics:
Automotive Networking, Driving Stability Systems
Electronics”, Bosch Professional Automotive
Information, Springer Vieweg 2015, 354–364.
[8] Jay Shah, D. M. Chandwadkar (2016), “A review paper
on different implementation techniques associated
with Antilock-Braking System”, in IJRET:
International Journal of Research in Engineering and
Technology.](https://image.slidesharecdn.com/irjet-v6i7377-191113083938/85/IRJET-ABS-Functionality-along-with-the-Pressure-Control-3-320.jpg)
IRJET- ABS Functionality along with the Pressure Control
- 1. International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395-0056 Volume: 06 Issue: 07 | July 2019 www.irjet.net p-ISSN: 2395-0072 © 2019, IRJET | Impact Factor value: 7.211 | ISO 9001:2008 Certified Journal | Page 3562 ABS Functionality Along with the Pressure Control Namratha K N1 1M.Tech Student, Dept of CS & E, JSS S&T U, Mysuru -------------------------------------------------------------------------***------------------------------------------------------------------------ Abstract - During the hard braking, the vehicle may go uncontrollable that causes a slip and also it effects the performance of the system. There are many primary braking system but the Anti-lock Braking System always plays a major role in the automotive industries. The ABS prevents the locking of the wheel that keeps the vehicle stable and steerable. Harder the brake, there is a shift in the vehicle’s weight from the rear wheels to the front wheels called Pitch. The sudden brake and pitching in the vehicle increases the pressure inside the ABS. As a result, it effects the ABS system. The PCA (Pre-Control Actions) strategies along with ABS functionality is utilized. Key Words: Antilock Braking System (ABS), Wheel Slip, Deceleration, Control Factor, Target Pressure. 1. INTRODUCTION Electronically monitored slowing mechanism (ABS) keep brakes from locking during braking. In ordinary braking circumstance the driver control the brakes, anyway during cuts off braking or on dangerous roadways when the wheels to approach lockup, the antilock comes into picture [1]. The ABS regulates the brake line weight free of the pedal power to take the wheel speed back to the slip level range that important to the ideal braking execution. The ABS does not permit full wheel lock under braking. In straightforward terms, during crisis of braking, the wheel does not get locked even on the off chance that you push a full auto brake pedal and thus the sliding does not happens. It enabled driver to control the vehicle simpler, even on streets with low adhesion, such a rain, snow and muddy road. The brain of Antilock braking system comprise of Electronic Control Unit (ECU), wheel speed sensor and hydraulic modulator [4]. ABS depends on the various factors i.e. Wheel deceleration, Wheel slip and different road conditions. This paper is organized as follows. A brief introduction is given in section 1, section 2 discusses the literature survey, section 3 addresses an Overview of the Proposed Scheme, section 4 discusses the System Design. Section 5 addresses the steps of Implementation followed by conclusion and future work in section 6. 2. LITERATURE SURVEY This is the opening paragraph to the work which explains different papers and projects. A review is given on how the braking system is developed from the past years and how it is tested in the different road conditions. All the referred papers which exposes about ABS and its components and how it is helping in the stopping distance, the detection of the various road condition and how the reduce stopping time, limit slip ratio improves the performance controlling system (reducing rise time and overshoot) on the ABS brake is described. In this paper, exposes about ABS and its components and how it is helping in the stopping distance. Antilock Braking System (ABS) is utilized in the automobiles to prevent the slip and locking of wheel after brake. It is car wellbeing framework, the controller is given to control the fundamental torque to keep up ideal slip proportion. The slip ration signify as far as vehicle speed and wheel turn. It's a automated framework that kept running on standards of threshold braking and rhythm braking which were polished by apt drivers with past age stopping mechanism. It reaction time is extremely quicker with the goal that makes simple controlling for the driver. ABS for the most part offer propelled vehicle control and limit the ceasing separation in elusive and dry surface, on the other hand on free surface like rock or snow secured asphalt, ABS can altogether expand braking separation, also improving vehicle control [6]. In this paper, how the rough road is detected using the suspension information system is described. Direct detecting of rough road conditions are utilized to alter task of a wheel slip control framework. In any event one suspension sensor detects a working parameter of the suspension framework. A road surface classifier is receptive to the suspension sensor for producing a road surface sign speaking to a harshness of a road surface over which the vehicle voyages. ABS system incorporates a wheel speed sensor and a brake actuator. A functioning braking control identifier wheel slip in light of the wheel speed sensor during at any rate one of braking or quickening of the vehicle and balances the brake actuator because of the distinguished wheel slip. The dynamic braking control is receptive to the road surface sign for altering balance of the brake actuator as a component of the road surface sign [2]. In this paper, proposed how the Antilock brakes give the capacity to shorter stopping distance and the capacity to steer and keep up control during hard braking, particularly on wet and slippery surfaces. Variations in the values of weight, the friction coefficient of the road, road inclination and other nonlinear dynamics may exceptionally influence the presentation of stopping automations (ABS). In this paper, fuzzy self-tuning PID controllers with utilizing ANFIS have been improved in stopping automation. This controller planned with three
- 2. International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395-0056 Volume: 06 Issue: 07 | July 2019 www.irjet.net p-ISSN: 2395-0072 © 2019, IRJET | Impact Factor value: 7.211 | ISO 9001:2008 Certified Journal | Page 3563 control destinations comprise of reduce stopping time, limit slip proportion and improve the exhibition controlling system on the ABS brake [5]. In this survey paper, different technologies and algorithm used for execution of Anti Lock Braking System (ABS) is described. The ABS is made more efficient and reliable. Arduino is used for developing a prototype and to test the reliability and efficiency. An overview of the previous ABS work is also discussed [8]. 3. AN OVERVIEW OF THE PROPOSED SCHEME In the proposed work, the Pre-control Actions (PCA) strategies are the part of the ABS system. The PCA prevents the negative spike brake apply for the start of the ABS on the high mue. The goal of the undertaking is to overcome the following aspects. Negative Effects of spike brake apply (weight) could prompt greater braking distance (~ 1m) caused due to: 1) a solid pitching of the vehicle body. 2) the steep pressure increment before the start the of ABS which leads to the low performance. Fig.1: Pitching of the vehicle body Load Transfer from rear to Front Dependent on wheel deceleration, mass, gravity and wheel base. Vehicle Pitch is observed due to: Weight transfer from rear to front when high speed braking is applied on high mue. Pressure buildup at Front wheels Pressure release at Rear wheels ABS active (slip > slip threshold and a wheel + offset) Braking at 100kph on high mue could result into vehicle pitching behavior as shown in the Figure 1 if the steep brake pressure is not controlled and thus brake performance could be affected. 4. SYSTEM DESIGN Since the ABS is already having a existing architecture, [4] need to make the required modifications for the diagram. The figure 2 shows the old design in which pressure increase is calculated with feed forward control in the old design and steep pressure increase was controlled by 1.5 bars every cycle. There was no smooth transition between PCA and ABS. If PCA is active at one of the rear/front wheel, the ABS was overwriting the PCA [7]. As a result pressure was decreasing suddenly. This could effects the performance of the ABS system. The pressure control is taken care in the new design along with the ABS. Fig.2: The Old Design The figure 3 shows the new design, the pressure increase, decrease and hold is taken care. On high mue, high speed braking, steep pressure can lead to pitching of the vehicle. Pressure increase design is made robust by introducing feedback controller to: Control steep pressure increase Allows smooth transition from PCA to ABS states Saves application tuning effort for the vehicle pitch model. Fig.2: The New Design
- 3. International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395-0056 Volume: 06 Issue: 07 | July 2019 www.irjet.net p-ISSN: 2395-0072 © 2019, IRJET | Impact Factor value: 7.211 | ISO 9001:2008 Certified Journal | Page 3564 5. IMPLEMENTATION The implementation in the SDLC means the coding had to be done for the each specific requirement. The PCA strategy is carried out in the four steps, in which the control factor plays a major role. The control factor is implemented in such a way that steep pressure increase is smoothened. The four steps that are necessary for this work are Slip calculation of PCA reference speed, Control factor calculations, Reference speed adaptation calculation and PCA to ABS Transition are described. The variables like slip, wheel deceleration, target pressure and control factor plays an important role. The four implementation steps are explained below. Slip calculation: Slip is a relative motion between the wheel tire and road surface [3]. The formula for calculating the slip is Control Factor Calculation: Based on the Wheel deceleration, PCA time and Slip percentage, the control factor is decided between -1 to 3. The formula used for the control factor calculation is: Reference Speed Adaptation calculation: The Pressure Target Increment is calculated as: ( ( )) The PreControl Increment is nothing but the pressure increment which is dependent on the factors like PCA Time and Pressure Gradient. PCA to ABS Transition: The ABS was overwriting the PCA which is active in the FL&FR of the wheel axle. As a result the pressure will suddenly decrease as the ABS is active. This is taken care based on the pitch. 6. CONCLUSION AND FUTURE SCOPE The plot from the tool is verified and validated and it is observed that when the slip is inside the threshold i.e. in between 10% and 20% of slip then only the Pre-control Increment is detected. For the PCA the ESDL class is verified instead of the functionality. The verification is done by doing the Unit Testing and the code coverage is observed as 95%. For the pTarget Increment also the output is verified by doing the Component Testing. The overall functionality of pTarget Increment had been verifiedandvalidated bychecking the plot from the CT and observed that the rough road is detected only when the wheel deceleration is in the range of -30m/s2 to -10 m/s2. In this work, the pressure control is made only for the ABS system. For the other components like VDC, TCS etc can be considered as the future work. REFERENCES [1] WU Weidong, Yoon Yongsan, “Road identification for Anti-Lock Brake Systems equipped with only wheel speed sensor” in TSINGHUA Science & Technology, P383-385, Volume 6, Number 4. [2] Richard J. Barron, Danny R. Milot, Kenneth A. Doll, Steven Dale Keen. (2002), “Rough road detection using suspension system information”. [3] M.Tanelli, L.Piroddi, S.M.Savaresi. (2008), “Real-time identification of tire-road friction conditions” in IET Control Theory andApplications. [4] C. K. Huang and H. C. Shih. (2010), “Design of a hydraulic ABS for a motorcycle” in J.Mech Science Technology, vol. 24, pp. 1141-1149. [5] N. Raesian, N. Khajehpour, and M. Yaghoobi (2011) , "A new approach in Anti-lock Braking System (ABS) based on adaptive neuro-fuzzy self-tuning PID controller” in 2nd International Conference on Control, Instrumentation and Automation (ICCIA). [6] Sahil Jitesh , “Antilock Braking System (ABS)”, International Journal of Mechanical Engineering and Robotics Research, ISSN 2278 – 0149 www.ijmerr.com Vol. 3, No. 4, October, 2014. [7] Konrad reif Ed. (2015), “Automotive Mechatronics: Automotive Networking, Driving Stability Systems Electronics”, Bosch Professional Automotive Information, Springer Vieweg 2015, 354–364. [8] Jay Shah, D. M. Chandwadkar (2016), “A review paper on different implementation techniques associated with Antilock-Braking System”, in IJRET: International Journal of Research in Engineering and Technology.