2009 International Conference on Intelligent Human-Machine Systems and Cybernetics

Research on ABS and TPMS System merging technology

Jiapeng Han Xiaofeng Tang Chen Meng Yongyan Liu

Traffic & Vehical Engineering College, Machinery Engineering
Shandong University of Technology
Zibo , Shandong Province, China
hjpsdlgdx@sdut.edu.cn

Abstract—ABS and TPMS is a technical measure enhanced between slip rate and coefficient of friction. The equation is
automobile initiative security. Nowadays ABS system and the as follows:
TPMS system are mutually independent , the article proposed
μh
a merged thought between the two. Using fuzzy PID adaptive μ= S ( S <= S 0 )
control algorithm realized two kind of functions, and using S0
mat lab tool simulate system. The simulation result showed (4)
that the fusion thought proposed in this article guaranteed to μh − μ g S0 μh − μg
control slipping rate and monitored tire pressure, which μ= − S (S > S 0 )
explained system feasibility and saved cost simultaneously. 1 − S0 1 − S0
In this equation, S—practical slip rate; μ --- ground
Keywords: ABS ；TPMS ；mat lab ; fuzzy PID algorithm;
vertical adhesion; μ g --- ground vertical adhesion when
I. INTRODUCTION locked; μh --- longitudinal peak value coefficient of
As automobile initiative security technology, ABS could
ensure bearing stability under braking condition and defend adhesion .; S 0 ---slip rate corresponded ground longitudinal
against side and running offset. While TPMS could timing peak value coefficient of adhesion .
monitor blow-out and malign traffic accident . At present,
ABS has been standard configuration, while TPMS is also
widely applied high-end, however, for the moment the two
systems are mutually independent, so the article combined
the two systems ,which could realize multiple functions and
save cost and make for popularizing employ.
II. MATHEMATICAL MODELING
Figure1 tire properties curve
A. Vehicle dynamics modeling
C. Vehicle tire longtudinal stiffness estimation
In view of mainly carrying on basic control strategy
mathemati-cal model
research and design, so when automobile dynamics mode is
established,suppose that automobile has approximately
uniform, controlled system is non-transmission delay linear According to SAE,
dynamic system, and do not think over wind resistance. F = CxS （5）
Then vehicle dynamics modeling is built as follows:
Suppose that the vehicle uses the front wheel as the
.
driving. According to the theory of differential, the locking
Vehicle motive equation: M v = − FS (1) coefficient of bevel gear differential is 0.05~0.15 generally
and the rate of the two half shaft torque is 1.11~1.35 and
. tire pressure monitoring system(TPMS) is mainly aiming at
Wheel motive equation: I ω = FS R − Tb （2） those cars driving at highway, so we can consider that little
Wheel portrait friction: Fs = Fz μ (3) difference exist between the left and right half shaft torque
and the torque distributed to the two half shaft is
In this equation , M---1/4 gross vehicle weight; v--- approximately equal. Therefore, for each driving wheel, its
vehicular velocity; I---moment of inertia; FX --ground driving force Fq is half of the vehicle's, that is
brake force; μ ---ground vertical adhesion.
1
B. tire modeling Fq = Ft (6)
2
Tire modeling is referred to the function relationship
where Ft is the vehicle driving force.
between tire adhesion and other each kind of parameter. The
article adopts bilinear model to explained the relation Based on the automobile running equations:

978-0-7695-3752-8/09 $25.00 © 2009 IEEE 141

DOI 10.1109/IHMSC.2009.43
 Ft = F f + Fw + Fi + F j (7) reasoning, and by anti fuzzy method , system may obtain
precision control output to defuzzifier gravity method.
where F f is the rolling resistance, Fw is the air
C D AV 2 B. PID control algorithm
resistance, and Fw = , Fj is acceleration
21.15 The control system has two parts: a routine PID conrol
part and fuzzy inferential parameter revising part . Routine
resistance, F j = ma , a is the vehicle driving
discrete PID controller position equation as follows:
acceleration.
From (5)、（6）and (7)，we can get： u (k ) = u (k − 1) + Δu (k )
F f + Fw + Fi + F j = 2C x S (8) Δu ( k ) = K p {e( k ) − e( k − 1) +
T T
e( k ) + d [e(k ) − 2e(k − 1) + e(k − 2)]}
T T
According to the automobile theory, Choose the max and I

get f = 0.020 ,then (8) has simplified form: (12)

2
In this equation, T stands for sampling period , Td is
C D AV differential time coefficient ,Ti is integral time coefficient ,
+ ma = 2C x S (9)
21.15 Kp is proportional coefficient, e(k) means slip rate times
k, Δu (k ) braking torque increment.
III. CONTROL ALGORITHM AND SIMULATION Proportional coefficient value Kp impresses speed and
A. ABS Fuzzy control parameter design precision of system, the greater the value, the rapidness the
Nowadays, ABS control algorithm mainly has logic respond speed of system is, and the higher adjust precision
threshold control, PID control, optimal control, synovial of system, which may induces system instability. Integral
variable structure control, fuzzy control , neural network function coefficient value Ki has influence in system’s
control, genetic algorithm and so on. Combine study stabilization precision. The bigger Ki is ,the more quick
practice, the article adopt fuzzy - PID adaptive control system static error banish. However, if Ki is too big , system
algorithm, which control principle is as follows : may produce integral saturated phenomenon in the response
initial period, which breeds bigger modulation in the
Fuzzy response process. Differential coefficient Kd also has
Inference influence in system’s dynamic characteristic.
Just started in ABS, e is biggest. In order to speed up the
speed of response of system, and prevent differential
coefficient because of e instantaneous fill-out, the value e
should bigger. According to this viewpoint , system mounts
different values to control speed.
PID C. TPMS arithmetic
object

controller
de This article adopts the indirect tire pressure monitoring
method, and according to tire pressure and longitudinal
dt
rigidity relations, the change of tire longitudinal rigidity
refects the change of tire pressure, But the method of
monitoring tire longitudinal rigidity is as follows:
According to vehicle dynamics equation (1),(3), building the
Figure 2 fuzzy PID self-tuning controller principle chart
equation:
Establishing fuzzy controller needs to found fuzzy rule,
input and output parameter and membership function. The
a = − μg (13)
article chooses slip rate e and error rate ec as input Based on tire modeling equation(5), tire longitudinal
parameter, and output parameter as u. The fuzzy linguistic rigidity estimate mathematics modeling(11)and (13), we can
value respectively is :Error e :{negative big , negative small, obtain calculate tire longitudinal rigidity equation:
zero, positive small, positive big};Error rate ec:{ negative 1 m(− μg ) + λv 2
big , negative small, zero, positive small, positive big };u: Cx = (14)
2 λ
{zero, positive small, positive middle, positive big}.
The basic universe of Slip rate error is [-0.2,0.2]; basic C AV 2
In the equation, λ = D ,v---speed.
universe of Slip rate error change rate is [-1,1], which 21.15
change them into universe[-3,3], output value u basic By using ground adhesion and vehicle value, we can
universe [0 18].
After Slip error and error change rate have acquired obtain tire longitudinal rigidity value, then by value C x
correspond language, according to fuzzy rule table, by fuzzy the tire pressure value is obtained.

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 IV. SIMULATION RESEARCH radius is 0.262m. The research explained that In entire
Using fuzzy toolbox of simulink stripped from mat lab research process of tire pressure, because of the minuteness
design fuzzy PID compound control arithmetic, the of tire pressure during 5 10 15 percent standard pressure, we
simulation figure is as follows: can only explain tire pressure under standard situation and
20percent standard pressure.
0.2
Product
Constant1

V.
1 1

CONCLUSION
-K-
s
Gain Saturation Product1 Gain3 Integrator
Add2
Fuzzy Logic
du/dt 1 Controll er

From figure we can also obtain that: Adopting fuzzy

-K- In1 Out1
Derivative Gain1 Saturation1
Product2 Gain4
Subsystem
Add

In2

Subsystem2
Out2 -K-

Gain8
-K-

Gai n9 du/dt 12 PID adaptive control arithmetic could guarantee the slipping
rate range from 10 percent to 30 percent, and tire
9.8 Derivative1 Gain2
Gain11 Scope
In1 Out1
1
-K- Subtract1

longitudinal rigidity respective value assumes small change,

s STOP Subsystem1
-K- 1
Gain12 Gai n13 Integrator2 s
Gain10
Stop Simulation
-K- Integrator3 Scope1
Product3
Scope4
Add3 which explained in vehicle entire travel and brake process,
system may simultaneously monitor the slipping rate and
Scope2
Divi de1 Constant2
Scope3
1
Subtract2

the tire longitudinal rigidity change, and explained that

Saturation2 Di vide

Fig3 fuzzy PID self-tuning compound chart
Using FIS provided by fuzzy logic toolbox, two input
and three output fuzzy controller is built, and decision-
making introduces And method, nti fuzzy method is
centriod,, which is composed for sum. Test car is odd
switz0.8. Calculation parameter is an follows: ：
2 travel security in the braking process.
g=9.8 m / s ， m=1200kg, C D =0.3, auto frontal area is
A=1.495*1.485,
tire free radius is r=0.375; μ h = 0.8; μ g = 0.7 , standard
slip rate λ =0.2； V0 =80m/s.
Simulation step adopts five
steps variable step runge-kuta process, simulation step is
0.02s.
When simulated, system choose right value of Kp,Ki,Kd,
then simulation curve at standard pressure (207kpa) , Tire
pressure dropped to,10（186.3kpa）, 20(165.6kpa) , Please see
last page of this document for simulation results.
The next table shows the situation of tire longitudinal
rigidity change value and slipping rate along with tire
pressure change.
Table 1 tire longitudinal rigidity value Under different
pressure and dynamic radius
P (Kpa) 207 196.6 186.3 175.9 165.6
5 5
R(m) 0.2 0.261 0.259 0.258 0.258
620 5 8 7 0
Cx（10^4 4.7 4.9 4.95 5.1
） research about estimation of tire longitudinal stiffness based
S 0.7 0.75
T 0.5 0.5
The article choose standard tire pressure as 207kpa, Then
by 5%, 10%, 15%, 20%, 25% proportion reduces
respectively ,which obtained tire static radius change .From
table 1 we can get that the change of tire radius is about
2 * 10 −4 ,and tire longitudinal rigidity change is about
0.15 and slipping rate change is very small, which shows
that during tire pressure change ,we can suppose that tire
implanted TPMS function into ABS controller optimized
braking ability based on slip rate of ABS controller, and
could monitor tire pressure . All that ensured automobile
security in the braking process, and further showed Merging
ABS system and TPMS system guarantees that system may
have good control braking force performance and vehicle
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 4
0.35 x 10
7

0.3 6.5

6
0.25

5.5
0.2
5

0.15 4.5

4
0.1
3.5
0.05
3

0 2.5
0 1 2 3 4 5 6 7 8 9 10 0 1 2 3 4 5 6 7 8 9 10

Fig 4 slip rate curve and tire longitudinal rigidity curve under standard tire pressure

4
x 10
7.5
0.35

7
0.3
6.5

0.25 6

5.5
0.2
5

0.15
4.5

4
0.1

3.5
0.05
3

0 2.5
0 1 2 3 4 5 6 7 8 9 10 0 1 2 3 4 5 6 7 8 9 10

Fig5 slip rate curve and tire longitudinal rigidity curve under 20% tire standard pressure

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