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Vehicle System Dynamics: International Journal of Vehicle Mechanics and Mobility

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Design of a hydraulic anti-lock braking modulator and an intelligent brake pressure controller for a light motorcycle
C-Y Lu & M-C Shih
a

Department of Mechanical Engineering , National Cheng-Kung University , Tainan, Taiwan, ROC Published online: 06 Aug 2006.

To cite this article: C-Y Lu & M-C Shih (2005) Design of a hydraulic anti-lock braking modulator and an intelligent brake pressure controller for a light motorcycle, Vehicle System Dynamics: International Journal of Vehicle Mechanics and Mobility, 43:3, 217-232 To link to this article: http://dx.doi.org/10.1080/00423110412331282878

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Vehicle System Dynamics Vol. 43, No. 3, March 2005, 217 232

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Design of a hydraulic anti-lock braking modulator and an intelligent brake pressure controller for a light motorcycle
C.-Y. LU and M.-C. SHIH*
Department of Mechanical Engineering, National Cheng-Kung University, Tainan, Taiwan, ROC

The object of this paper is to design a new hydraulic modulator and an intelligent sliding mode pulse width modulation (PWM) brake pressure controller for an anti-lock braking system, for application to light motorcycles. The paper presents a design principle and a mathematical analysis of the hydraulic anti-lock braking modulator. The intelligent sliding mode PWM brake pressure controller based on vehicle acceleration is designed and tested. A three-phase pavement experiment and a rear brake inuence test are undertaken to verify the performance of the controller and the modulator. A light motorcycle is built for the real vehicle anti-lock braking experiments. The experimental results show that both the intelligent controller and the hydraulic modulator designed in the study perform well in the anti-lock braking operation.

1. Introduction In the past few decades, many types of anti-lock braking systems (ABS) have been installed in dierent kinds of vehicle [1 11], but not in lightweight motorcycles. Light motorcycles, for example a 125cc scooter with a 100 130 kg dry weight, are used frequently in big cities. When riders of motorcycles without ABS perform emergency braking maneuvers, they are frequently thrown from the vehicle. This is particularly apparent in wet conditions. As a result, non-ABS light motorcycles cause many casualties. Most of the ABS installed on four-wheel vehicles adopt an additional hydraulic pump and valves to regulate the brake pressure. But both size and cost constraints prevent their installation on light motorcycles. In this study, a hydraulic anti-lock braking modulator is designed and tested for light motorcycle ABS. The relationship between the longitudinal tyre frictional coecient, the lateral tyre frictional coecient and the slip ratio, all of which play an important role in ABS design, are described [12 17]. As the slip ratio increases from zero, the longitudinal tyre frictional coecient typically reaches a maximum and subsequently approaches a

*Corresponding author. Email: mcshih@mail.ncku.edu.tw

Vehicle System Dynamics ISSN 0042-3114 print/ISSN 1744-5159 online 2005 Taylor & Francis Group Ltd http://www.tandf.co.uk/journals DOI: 10.1080/00423110412331282878

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horizontal asymptote. Stopping distance can be shortened eectively if the slip ratio is kept between 8% and 30% [12]. At the same time, there is also good steering controllability. For dierent road surfaces, the characteristics between the tyre frictional coecient and slip ratio can be described by a semi-empirical tyre model [18]. Signicant system parameters such as vehicle mass and environmental inuences (rain, snow, etc.) all combine to exacerbate this control problem. Recently, the VSS (variable-structure system) design technique has been successfully applied to ABS control problems [19, 20]. These two papers present sliding mode ABS controller design, using pulse width modulation (PWM) and switching control, and both obtain good experimental results on their test stand. Furthermore, a brake pressure control logic using sliding mode PWM controller has been considered by Wu [21]. Five preset values of angular acceleration of wheel instead of the slip ratio decide the control logic of his controller. The accurate slip ratio is not easy to ascertain because the equipment required to measure the actual vehicle velocity is expensive. In this study, an intelligent anti-lock brake pressure control logic, which uses the vehicle acceleration as the main input is designed and tested.

2. System description 2.1 Experimental light motorcycle Two rotary encoders are installed on the front and the rear wheel, respectively, to measure the angular velocity. An accelerometer located at the center-of-gravity position of the test motorcycle is used to measure the acceleration while braking. Two pressure transmitters are installed on the brake pump and the brake calipers, respectively, of the front wheel brake. A microcomputer is used to record data measured by the sensors and control an electric motor through an AD/DA card. The vehicle velocity is calculated by integration of the measured acceleration. Two worn tyres with average groove depths of 1.8 mm and ination pressure of 2.2 bar are used for the experimental light motorcycle.

2.2 Hydraulic anti-lock braking modulator An electric motor is adopted for its smooth mechanical behaviour to drive a screw in the hydraulic anti-lock braking modulator designed in the study. The hydraulic diagram of the anti-lock braking modulator is shown in gure 1. 2.2.1 Brake handle. Figure 2 shows a rider gripping a brake handle with a force Fp. Force Fp and Fout is acted on the brake handle with an equation of leverage: Fout la lab Fp lb _ p 1 Fp 1 K F tp tp _ out 1 Fout lab K F tp tp

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Figure 1. Hydraulic diagram of the anti-lock braking modulator designed in the study.

Figure 2. Free-body diagram of brake handle.

where K is a steady value of the gripping force and tp is a time constant while the gripping force is gradually acted. 2.2.2 Brake pump. From Newtons second law, a dynamic equation of the brake pump (see gure 3) can be derived: _ m Mm x m ; Fout Am DPm Cm x DPm Pm P0 3

where xm is the displacement of the spool in the brake pump, Mm is the mass of the spool in the brake pump, Pm is the pressure in the brake pump, P0 is the ambient pressure, Cm is the damping ratio in the brake pump, and Am is the cross-section area of the spool in the brake pump. Therefore, m x _m Fout Am Pm Cm x Mm 4

When the brake uid ows from the brake pump to the modulator, the volume ow rate, Qm, is:

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Figure 3. Free-body diagram of brake pump.

s 2 Pm PL Qm Cd A5 r _ m , is: The derivative of the volume in the brake pump, V s 2 _ m Am x _ m Qm Am x _ m Cd A5 Pm PL : V r Therefore, the derivative of the pressure in the brake pump is: s _m b 2 V _m b _ m Cd A5 Pm PL P A m x r Vm0 Vm0

where r is the density of brake uid, bis the bulk modulus, Cd is the discharge coecient, A5 is the area of the throttle in the brake pump, PL is the pressure in the left chamber in the modulator, Vm0 is the initial volume of Vm. 2.2.3 Modulator. The scheme of the modulator is shown in gure 1. 2.2.3.1 Operating sequence. As shown in gure 1, when a motorcycle rider grips the brake handle, the brake uid will ow from the brake pump to the brake disc through the modulator. When the wheel is locked, the control device will send commands to the electric motor to drive the screw descendent, and the ow passage in the modulator will be closed concurrently. At the same time, the volume of the right chamber will be increased to decrease the brake pressure. When the wheel is released, the control device will send commands to drive the screw ascendent and decrease the volume of the right chamber to increase the brake pressure. When the rider loosens his grips, the brake uid ows from the brake calipers to the brake pump rapidly through a reux check valve in the modulator before the ow passage is opened by the electric motor. But the ow passage of the modulator may not be opened by a breakdown of the electric motor after a long operating period. In this case, the brake uid can ow from the brake pump to the brake calipers through a safety check valve in the modulator; therefore the original brake ability is still kept when the electric motor is at fault. 2.2.3.2 Mathematical analyses of the hydraulic modulator. The ow passage is open initially. As shown in gure 1, the volume ow rate from the brake pump to the left

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chamber is shown in equation (5). The volume ow rate from the left chamber to the right chamber is: 8 q 2PL PR > > ifPL 4PR and the flow passage is open < Cd Ac r q 8 Qc 2PR PL if PR 4PL and the flow passage is open Cd Ac > r > : 0 when the flow passage is closed

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The volume ow rate from the right chamber to the brake disc is: q 8 < Cd Ad 2PR PS if PR 4PS r q Qd : : G A 2PS PR if P 4P d d S R r

The volume ow rate from the right chamber to the left chamber through the reux check valve is: ( q 2PR PL ; if PR 4PL : C A d b r 10 Qb 0 ; if PL 4PR The volume ow rate from the left chamber to the right chamber through the safety check valve is: ( q 2PL PR A ; if PL PR 4KP : C s d r Qs 11 0 ; if PL PR 5KP The volume ow rate caused by the displacement of the modulating shaft in the modulator is: _: Qh Ah h 12

where Ac is the cross-section area of the ow passage in the modulator, Ad is the cross-section area of the ow passage between the left chamber and the brake disc, Ab is the cross-section area of the reux check valve, As is the cross-section area of the safety check valve, KP is a preset pressure to open the safety check valve, Ah is the cross-section area of the modulating shaft, h is the displacement of the modulating shaft. The derivative of the pressure in the left chamber is shown in equation (13). The derivative of the pressure in the right chamber is shown in equation (14). _ L b Qm Qc Qb Qs : P V L0 _ R b Qc Qd Qs Qb Qh : P VR0 13

14

Where, VL0 is the initial volume of brake uid in the left chamber, VR0 is the initial volume of brake uid in the left chamber.

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2.2.4 Brake calipers. The derivative of the pressure in the brake calipers is shown in equation (15). The relationship between the brake pressure and the brake torque is shown in equation (16). _ b Qd P S VS0 Tb Kb PS 15 16

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where VS0 is the initial volume of the brake uid, Tb is the brake torque, PS is the pressure in the brake disc, Kb is a torque gain.

2.3 Characteristic of the hydraulic anti-lock braking modulator The characteristic data of the hydraulic anti-lock braking modulator designed in the study depends on its geometric dimensions. The modulator is driven by an electric motor, as shown in gure 1. One may increase the maximum pressure rate by increasing the area of the modulating shaft, Ah, or raising the screw pitch. But oppositely, the torque requirement of the electric motor will be increased, too. The maximum pressure change is proportional to the displacement of the modulating shaft, h, but a higher displacement of the shaft will make a longer modulator, which may cause trouble in installing the modulator on a light motorcycle. These properties have to be traded o for applying the modulator in dierent kinds of vehicle. In the present study, the maximum pressure rate and the maximum pressure change are set to be 150 bar/sec and 100 bar, respectively. The response time of the system is mainly related to the response of the electric motor, 1.5 ms.

3. Intelligent sliding mode PWM brake pressure controller design 3.1 Sliding mode PWM controller In the study, sliding mode control theory is adopted to design the controllers because of its robustness [19]. A sliding mode PWM slip-ratio controller has been designed and tested [22]. In the study, the sliding mode PWM controller is designed to trace a target brake pressure determined by an intelligent brake pressure control logic described in section 3.3, and the sliding mode index Sslide is dened as: _ slide Sslide Eslide l E 17

where Eslide = Pref Ps; Pref is the target brake pressure and l is a strictly positive _ slide is the derivative of Eslide: constant. E _ slide dEslide  Eslide k 1 Eslide k E Ts dt where TS is the sampling period. 18

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3.2 Brake pressure control logic on ABS Wu [21] developed a brake pressure control logic for ABS on his passenger car ABS test stand in 2001. The target brake pressure of this control logic is not determined directly. There are ve xed preset values of the angular acceleration of wheel in this control logic, as shown in gure 4. From the comparison of the angular acceleration and the ve values, the brake pressure control logic could determine a target brake pressure to increase, hold or decrease the brake pressure. Nevertheless, the ve preset values must be dierent while braking on dierent kinds of road surface. But the way to identify those ve values on dierent kinds of road surfaces is not illustrated in his study. Furthermore, the tyre conditions are changed after a long operating period, and the ve preset values do not t their conditions at all times.

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3.3 Intelligent brake pressure control logic A scheme of the intelligent brake pressure control logic designed in the study for ABS is shown in gure 5. Figure 6 shows a block diagram of the intelligent anti-lock braking control system. In the study, a target brake pressure is determined directly by the vehicle acceleration and vehicle velocity. A fuzzy regulator is employed to compensate inuences on the anti-lock braking control system. The main equation of the intelligent brake pressure control logic is shown below: Pref Pint a1 a a2 Vv 19

where a1 and a2 are two parameters of the target brake pressure, and Pref. A is the vehicle acceleration. Vv is the vehicle velocity. Pint is a compensated value determined by the fuzzy regulator. Because of the feedback of the vehicle acceleration, the changes of the road conditions or the tyre conditions could be identied through the intelligent brake pressure control logic designed in the study. If the brake pressure is too high, the tyre will be locked too soon, and in addition, the tyre frictional force will decrease [12]. Therefore, the target brake pressure will decrease with decreasing vehicle deceleration. When the vehicle is braking from a high frictional pavement to a low one, the vehicle deceleration and the target brake pressure will be decreased at the same time by the intelligent brake pressure control logic to avoid the wheels locking. When a vehicle is running on a dry pavement, the tyre frictional force is larger than it is when running on a wet pavement. The road conditions change the tyre frictional force. The tyre frictional force is also changed with tyre lifetime. The properties of a used tyre are not the same as a new one. Those changes are dicult to be considered in an anti-lock braking controller, and an accurate and complete tyre model is not easy to identify. But the change of vehicle acceleration due to the change of the tyre frictional force is easy to measure. The intelligent brake pressure control logic is based on the vehicle acceleration. There are a number of inuences that lead to measurement errors of the vehicle acceleration, such as vehicle pitch due to the suspension system, tyre exibility, inclination of the road, vibrations in heavy braking conditions, etc. But the components of those inuences in the vehicle brake direction are relatively small to the vehicle deceleration, except the inclination of the road. If the motorcycle is running on an inclined road surface, the measurement of the vehicle acceleration will be

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Figure 4. Brake pressure control logic [21].

Figure 5. The scheme of the intelligent brake pressure control logic.

inuenced by the component of the gravity. At that time, the fuzzy regulator will modify the inuence to the target brake pressure. The fuzzy regulator designed for the intelligent brake pressure control logic in the study is shown in gure 7, which determines the value of Pint. The purpose of the fuzzy regulator is to modify the target brake pressure to a more accurate value. Da and DPs are the input signals of the fuzzy regulator, where, Da = a(k) a(k 1), DPs = Ps(k) Ps(k 1). No matter what the inclination of the road surface (uphill or downhill), if Da is not increased or decreased with DPs, the fuzzy regulator will determine a compensated value, Pint, to decrease or increase the target brake pressure, Pref. Inclined roads only inuence the target brake pressure at the beginning of braking, and the fuzzy regulator will modify it as the times of sampling increase. But if the inclined angle of road is too big or the inclination angle varies with time, the brake performance may be worsened, and a level meter will need to be installed. Through the same rules of the fuzzy regulator, other inuences will only bring a small vibration to the target brake pressure as shown in experiments in the study, but not worsen the performance of the controller. The value of a1 could be determined directly by the proportion of the brake pressure and the vehicle acceleration. The maximum value of the tyre friction coecient versus slip ratio curve changes with vehicle velocity [22]. A small increase of the target brake

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Figure 7. The fuzzy regulator.

pressure while the vehicle velocity is decreasing is considered in the study, a2. The estimation of a1 and a2 does not and cannot be accurate. The accurate values of a1 and a2 are time-variant, because the tyre conditions or the brake conditions are not constant. The estimation errors of a1 and a2 will be compensated by the fuzzy regulator through the same rule between Da and DPs described in the previous paragraph. The input signals, which are crisp values but nonfuzzy variables, of the fuzzy regulator must be fuzzied by the fuzzier. The fuzzier performs a mapping from the crisp point to a fuzzy set. A fuzzy set is denoted by a linguistic term such as positive error, or negative error, and is characterized by membership functions. The fuzzier of the fuzzy regulator is a nonsingleton (triangular) fuzzier. The fuzzy rule base of the fuzzy regulator is IF-THEN rules, which is typically expressed in the form of a fuzzy conditional statement: Ri: IFDa is Ai ANDDPs is Bi, THEN Pint is Ci where Ai, Bi and Ci are fuzzy sets characterized by membership functions mA(Da), mB(DPS) and mC(Pint), respectively. If there are n fuzzy sets for each of the variables Da,

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DPs, Pint, then there will be n2 total number of fuzzy rules. This fuzzy rule set could be combined into one single rule by the following operator: R = R1[R2[. . .[Rn2. To compute the subsequent output Pint, a max min inference method, is used to be the fuzzy inference engine in the paper and shown below: mG Pint maxfminmAi Da; mBi DPs ; mRi Da; DPs ; Pint g 20

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After applying the max min inference technique, the subsequent output is obtained. However, this output value is still a fuzzy quantity. The output of a fuzzy logic controller generated by the fuzzy algorithm must be defuzzied to a crisp value by the defuzzier. The center-of-gravity method is preferred to be the defuzzier, which is represented by
n2 P

Pint i1

Pint;i mG Pint;i
n2 P i 1

21 mG Pint;i

The value of the Pint is obtained. The membership functions used in the fuzzy regulator are shown in gure 8 and the fuzzy rule base is shown in gure 9.

4. Experimental results All the experiments are operated for a 10 ms sampling period and the brake handle is gripped at around 45 km/hr. All the experiments are taken on a dry low frictional pavement [22]. As shown in gure 10, brakes are applied to both the front and the rear wheels at the beginning of the test with a set of a1 ( 7 4.05) and a2 ( 7 0.12). Table 1 shows the stopping distance of the 50 times experimental results.

4.1 Three-phase pavement test When a brake test is considered on a three-phase pavement with the initial vehicle velocity at around 45 km/hr, a longer brake time is required to show the performance of the intelligent controller apparently. Instead of increasing the initial vehicle velocity, for the sake of safety, only braking the front wheel is adopted to increase the brake time in this test.

Figure 8. The membership functions.

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Figure 9. Fuzzy rule base.

Figure 10. One of the experimental results using intelligent sliding mode PWM brake pressure controller with a moderate initial braking pressure.

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Table 1. The stopping distances of the 50 times experimental result (both wheels are braked at the beginning) using intelligent sliding mode PWM brake pressure controller. Stopping distances 9.6 9.8 m 9.8 10 m Times 41 9

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The three-phase road surface is composed of the following conditions: (i) the road is dry for an initial 5.5 m distance, (ii) the road is wet between 5.5 and 10 m and (iii) the road reverts back to dry again beyond 10 m distance. Figure 11 shows the experimental results using the intelligent sliding mode PWM brake pressure controller on the three-phase pavement to trace the target brake pressure with another set of a1 ( 7 4.82) and a2 ( 7 0.12). There is apparently chattering in the target brake pressure of the experimental results. This phenomenon is caused by the inconsistent property of the road surface and the inuences described in section 3.3. The intelligent brake pressure control logic detects the changes of the road condition accurately and the brake is indeed controlled around the target brake pressure by the sliding mode PWM controller. Table 2 shows the stopping distances of the 50 experimental results at the three-phase pavement test.

4.2 Rear brake inuence test The rear brake system of the light motorcycle in the study is not a hydraulic type; it is a mechanical drum. Most of the rear brakes on light motorcycles are drum systems. One cannot use a hydraulic ABS to control a mechanical drum brake system. This kind of brake will be a problem to hydraulic anti-lock braking control. The mechanical drum brake system can be considered as another inuence to the intelligent brake pressure control logic. Although the brake force is not constant during the whole brake process, the variation of it is small, except when the wheel is locked. An undisputable fact is that a hydraulic ABS can do nothing for a locked mechanical drum brake system. When the rear drum wheel of the light motorcycle is not locked, the variation of vehicle acceleration caused by the change of rear brake force or other inuences will be compensated by the fuzzy regulator of the intelligent controller with the same rules described in section 3.3. To show the inuence of the rear drum brake system, a rear brake inuence test is mapped out in this section. The front wheel is braked at the beginning of the test till the end and the rear wheel is braked with a moderate force at around 7.5 m after the test is begun. As shown in gure 12, the target brake pressure is increased with the increasing vehicle deceleration caused by the brake of the rear wheel and then decreased by the modication of the fuzzy regulator. The inuence caused by the action of rear brake system with a non-locked rear wheel is controllable. The changes of brake condition are detected by the intelligent brake pressure control logic well and the performance of the controller is not worsened in the rear brake inuence test. Table 3 shows the stopping distances of the 50 experimental results at the rear brake inuence test.

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Figure 11. One of the experimental results using intelligent sliding mode PWM brake pressure controller on the three-phase pavement with a moderate initial braking pressure.

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Table 2. The stopping distances of the 50 times experimental result at the three-phase pavement test using intelligent sliding mode PWM brake pressure controller. Stopping distances 14.4 14.6 m 14.6 14.8 m 14.8 15.0 m Times 18 31 1

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Figure 12. One of the experimental results of the rear brake inuence test.

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Table 3. The stopping distances of the 50 times experimental result at the rear brake inuence test using intelligent sliding mode PWM brake pressure controller. Stopping distances 10.2 10.6 m 10.6 11.0 m Times 38 12

Table 4. The results of dierent kinds of controller with moderate initial braking pressure.

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Controller type Without ABS

Test conditions Dry low frictional pavement Three-phase pavement test Rear brake inuence test Dry low frictional pavement Three-phase pavement test Rear brake inuence test Dry low frictional pavement Three-phase pavement test Rear brake inuence test Dry low frictional pavement Three-phase pavement test Rear brake inuence test

Brake times (s) 2.09 2.51 1.88 1.95 2.45 1.84 1.86 2.38 1.77 1.84 2.25 1.69

Stopping distances (m) 13.11 15.69 11.75 12.19 15.31 11.5 11.63 14.88 11.06 11.54 14.60 10.54

P1R4

Sliding mode PWM slip-ratio controller

Intelligent sliding mode PWM brake pressure controller

4.3 Comparison To show the performance of the intelligent sliding mode PWM brake pressure controller, comparisons with the other kinds of controller are given in this section. The brake handle is gripped at around 45 km/hr. The P R conditions presented by Guntur and Ouwerkerk [23] and the sliding mode PWM slip-ratio controller [22] are adopted in the comparison. Only the front wheel is braked in the comparison brake test. Detailed experimental data about brake times and stopping distances are shown in table 4. One of these is arbitrarily chosen and compared with each other. The performances of the intelligent sliding mode PWM brake pressure controller are not apparent on the dry, low frictional pavement. As shown in table 4, when the road conditions (three-phase pavement test) or the brake conditions (rear brake inuence test) are changed, the performances of the intelligent sliding mode PWM brake pressure controller are better than the other kinds of controller.

5. Conclusions 1. The experimental results show that the design of the hydraulic anti-lock braking modulator is applicable for the light motorcycle.

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2.

3.

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4.

Through the three-phase pavement test, the changes of road conditions could be determined accurately through the intelligent brake pressure control logic designed in the study. The brake pressure could be controlled around the target values well by the sliding mode controller. Many inuences are considered in the study. The inuence of the rear drum brake system of the light motorcycle is considered in the rear brake inuence test and modied through the intelligent brake pressure control logic and the fuzzy regulator. The performances of the system control are veried through the experiments of the three-phase pavement test and the rear brake inuence test in the study.

References
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