AJESH R G S 7 MECHANICAL 7403 MEC

FUNCTION OF ABS
ABS helps to maintain control and directional stability of an automobile in case of extreme braking Supports electronic stability control, brake assist, traction control

An ABS system consists of the following components:

Wheel speed sensors

Brake calipers
A hydraulic motor

Pressure release valves

A quick thinking computer which coordinates

the whole process

Wheel speed sensor (A), ABS control module (B) hydraulic motor and pressure release valves (C), Brake pipe leading to caliper (D)

ABS in detail
The four wheels shown are braking heavily as a result of heavy brake pedal application, and the green wheel is about to lock up. . The ABS control module (B) detects the onset of a skid through the sensor (A) in this wheel and reacts by releasing the brake pressure slightly by rapidly opening a pressure release valve (C). This lowers the pressure in the brake pipe (D) which causes the brake caliper to loosen its grip on the brake disc on the locking wheel.A hydraulic motor (C) will build up the pressure again to the optimum braking force and the valve will revert to the closed position.

Anti-Lock Brake Types

Four-channel, four-sensor ABS There is a speed sensor on all four wheels and a separate valve for all four wheels Three-channel, three-sensor ABS A speed sensor and a valve for each of the front wheels, with one valve and one sensor for both rear wheels One-channel, one-sensor ABS It has one valve, which controls both rear wheels, and one speed sensor. . In this system it is also possible that one of the rear wheels will lock, reducing brake effectiveness.

Several types of ABS systems

Bosch ABS Actuator (BAA)

Nippon-Denso ABS Actuator (NAA)

ABSTRACT
Two yaw motion control systems that improve a vehicle lateral stability are proposed in this study: a braking yaw motion controller (BYMC) and a steering yaw motion controller (SYMC). A BYMC control the braking pressure of the rear inner wheel, while a SYMC steers the rear wheels to allow the yaw rate to track the reference yaw rate. The performance of the BYMC and SYMC are evaluated under various road conditions and driving inputs. They reduce the slip angle when braking and steering inputs are applied simultaneously, thereby increasing the controllability and stability of the vehicle on slippery roads.

FUNCTIONS OF YAW MOTION CONTROLLER

The main task of a YMC is to limit the slip angle to

prevent vehicle spin.

To maintain the slip angle below a characteristic

value to preserve some yaw moment gain

YAW MOTION CONTROLLER

A yaw motion control device for a vehicle includes a steering angle sensor for detecting the steering angle of a steering wheel of the vehicle and a steering angle memory means operatively connected to the steering angle sensor for storing at least a previous value of the steering angle. A reference yaw rate generator generates a reference yaw rate in response to an input from the steering angle memory, and a yaw rate detector detects the yaw rate of the vehicle. Further, a yaw motion corrector controls the yaw motion of the vehicle in response to the outputs from the reference yaw rate generator means and the yaw rate detector. The yaw motion control device set forth above can also be employed with a vehicle speed detector for detecting the speed of the vehicle, and for outputting the vehicle speed to said reference yaw rate generator to provide greater accuracy in controlling the yaw motion of the vehicle.

Schematic of BYMC and SYMC system.

Effect of road conditions on the yaw motion controller

Vehicle responses on dry asphalt

The slip of the rear wheels when the BYMC is used

When the BYMC is used, it controls the desired slip of the rear inner wheel, which is the right rear wheel for this driving condition. The ABS modifies the brake pressure of the rear inner wheel to follow the desired slip

The steering angle of the rear wheels when the SYMC is activated

When the SYMC is used, the steering angle of the rear wheels is initially opposite to that of the front wheels, but the direction is changed as the braking maneuver proceeded. The front steering angle is maintained at 5 after 2.5 s and the rear steering angle is reduced to zero because of the vehicle speed reduction

ABS, BYMC and SYMC vehicle trajectories on dry asphalt.

ABS, BYMC and SYMC vehicle trajectories on wet asphalt.

ABS, BYMC and SYMC vehicle responses on wet asphalt

ABS, BYMC and SYMC vehicle trajectories on wet asphalt.

ABS, BYMC and SYMC vehicle responses on snow paved road.

ABS, BYMC and SYMC vehicle trajectories on snow paved road

Sinusoidal input and vehicle response

When a sinusoidal input is applied, the steering control alternates between the left and right rear wheels. The BYMC controller calculates the desired slip of the rear inner wheel, while the ABS controls the brake pressure according to the desired slip. As shown in the bottom left plot, if the left wheel is on the inside of the turn, its slip changes from 0.2 to the desired value, while the slip of the right wheel became 0.2 to reduce the stopping distance.

Split-l road and vehicle response

The ABS vehicle shows the largest deviation from a straight line, while the BYMC and SYMC vehicles have only small deviations. These results demonstrate that the BYMC and SYMC enhance the lateral stability of the vehicle and its safety on a split-l road.

Vehicle trajectories on on split l lon splitroad. Vehicle Vehicle on l road.split trajectories on Vehicle trajectories splitsplit road. l l road. Vehicle trajectories trajectories Vehicle trajectories road.

CONCLUSIONS
The first is a braking yaw motion control system that controls the braking pressure of the rear inner wheel; the other is a steering yaw motion control system that controls the steering angle of the rear wheels
When the vehicle is subjected to a braking and cornering maneuver, the BYMC and SYMC improve its lateral stability and controllability, regardless of the road conditions, because they allow the yaw rate of the vehicle to track the reference yaw rate, reducing the slip angle.
When full braking pressure and a sinusoidal steering input are applied, both the BYMC and SYMC vehicles have reduced slip angles..

CONCLUSIONS
When full braking input and no steering input are applied to a vehicle on a split ll road, the vehicle travels to the side of he road with high friction. However, the BYMC and SYMC reduce the deviation, allowing the vehicle to travel forward.

The SYMC performs better than the BYMC by creating smaller slip angles.

REFERENCEs
[1] Fennel H, Ding EL. A model-based failsafe system for the continental TEVES electronic-stability-program (ESP). SAE2000-01-1635; 2000. [2] Van Zanten AT. Bosch ESP systems: 5 years of experience. SAE2000-01-1633; 2000. [3] Esmailzadeh E, Goodarzi A, Vossoughi GR. Optimal yaw moment control law for improved vehicle handling. Mechatronics 2003;13:65975. [4] Nikzad SV, Naraghi M. Optimizing vehicle response in a combined ride and handling full car model by optimal control strategies. SAE 2001-01-1581; 2001. [5] Song J, Boo K. Performance evaluation of traction control systems using a vehicle dynamic model. Proc Inst Mech Eng Part D 2004;218(7):68596. [6] Siahkalroudi VN, Naraghi M. Model reference tracking control of a 4WS vehicle using single and dual steering strategies. SAE 2002-01-1590; 2002. [7] Song J. Performance evaluation of a hybrid electric brake system with a sliding mode controller. Mechatronics 2005;15:33958.