ABSTRACT

This paper deals with study and tests on an experimental car with antilockbraking 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 design of a symbolic sensor that identifies the condition of the runway
surface (dry, wet, icy, etc.) during the braking of a commercial aircraft is also discussed. The
purpose of such a sensor is to generate qualitative, real-time information about the runway
surface to be integrated into a future aircraft ABS. It can be expected that this information can
significantly improve the performance of ABS. For the design of the symbolic sensor different
classification techniques based upon fuzzy set theory and neural networks are proposed.

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GOALS:
We are here-by supporting our application on sensors and actuator systems by
elucidating the working of:

A sensor for an antilock brake system of an aircraft and

Anti lock braking systems using fuzzy logic

Introduction:
Recently there has been a growing interest in intelligent control techniques for
the design of aircraft and road vehicle Antilock Brake Systems (ABS). In particular, rulebased, fuzzy logic controllers have been applied to this problem and successfully tested in
simulation. In fact, the use of non-linear, fuzzy control techniques appears to be particularly
appropriate for the ABS control problem because of the high non-linearity of the system and
the lack of a precise physical model of the friction force between tyre and runway. In addition
to that, the controller must operate at an unstable equilibrium point to achieve an optimal
braking performance. The most important problem in ABS control design - fuzzy or
conventional - is that the optimum adhesion coefficient varies significantly with the surface
condition (i.e. dry, wet, icy, etc.) of the runway. Because the latter is unknown, it is extremely
difficult to define a controller that guaranties an optimal braking performance for all types of
runway conditions.
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.

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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 SAE 81C99A. Measurements in the experimental car prove the functionality of
this automotive fuzzy hardware system.

Antilock-Braking Systems
The aim of an ABS is to minimize brake distance while steer ability is retained
even under hard braking. To understand the underlying physical effect which leads to wheelblocking during braking, consider Figure 1a: Coefficient of friction is shown as a function of
wheel slip, relating to the terms given in Figure 1b.
FZ: wheel load

R: wheel radius

center
FL: longitudinal force

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w: angular wheel frequency

v: velocity of wheel

b)

Calculating the wheel

slip by

..(1)the longitudinal wheel force

,

results in

At the beginning of an uncontrolled full braking, the operating point starts at

s = 0, then rises steeply and reaches a peak at s = s

. After that, the wheel locks within a few

max

milliseconds because of the declining friction coefficient characteristic which acts as a

positive feedback. At this moment the wheel force remains constant at the low level of sliding
friction. Steering is not possible any more. Therefore a fast and accurate control system is
required to keep wheel slips within the shaded area shown in Figure 1a

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