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First International Conference on Advances in Physical Sciences and Materials IOP Publishing
Journal of Physics: Conference Series 1706 (2020) 012216 doi:10.1088/1742-6596/1706/1/012216

Design of Antilock Braking System Based on Wheel

Slip Estimation
Dankan Gowda V1 , Ramesha M 2 , Sridhara S B3 , Naveena Pai G4
and Sachin Kumar Patil5
1
Department of Electronics and Communication Engineering.
B.M.S. Institute of Technology and Management, Bangalore, Karnataka (State), INDIA.
2
Department of Electronics and Communication Engineering.
Gitam School Of Technology,Gitam (Deemed To Be University), Bangalore, Karnataka
(State), INDIA.
3
Department of Electronics and Communication Engineering.
Vijaya Vittala Institute of Technology , Bangalore, Karnataka (State), INDIA.
4
Department of Electronics and Communication Engineering.
Yenepoya Institute of Technology, Moodbidri, , Karnataka (State), INDIA.
5
Department of Electronics and Communication Engineering.
AGMR College of Engineering and Technology, Varur,Hubli, , Karnataka (State), INDIA.
E-mail: [email protected]

Abstract. The goal in this research is to develop a brand new ABS set of rules the use
of doubtlessly available statistics approximately wheel forces. A novel ABS set of rules that
uses both force and wheel slip measurements for manipulate is designed. In this study, a new
integrated Nonlinear tracking Control (NTC) is evolved that includes the dynamic evaluation of
hydraulic braking systems. A longitudinal dynamic behaviour of vehicle model under straight
manoeuvre is simulated, which includes the angular wheel speed, vehicle velocity, wheel slip
variation, brake pressure modulation and stopping distance. Mathematical modelling of Vehicle
Braking System has been carried out in simulink, which employs a car pitch optimization using
nonlinear control, when vehicle undergoes a surprising acceleration/deceleration and for the
duration of panic braking scenario.

1. Introduction
The first ABS dates again to 1929 and is credited to the French automobile and aircraft pioneer
Gabriel Voisin. Later in 1945, the primary set of mechanical ABS brakes were implanted on
a Boeing B-47 to prevent spin outs and tires . In 1952, Dunlops Maxaret automatic and fully
mechanical brake manipulate was one of the most vital gadgets in the history of the aviation
safety. Back then, vast development in braking efficiency and the elimination of the pilots fear of
over-braking, which could bring about skidding and burst of tires has ended in a marked discount
in touchdown distances (as much as 30%). ABS brakes have been usually set up in airplanes
thenceforth. Though already acknowledged as a revolutionary system in the aviation scenery
during the 1960s, fully mechanical systems saw limited automobile use on high end automobiles
only. In 1972, ”The British Jensen Interceptor automobile became the first production car to
offer a Maxaret-based ABS”.[1] Low reliability of system electronics and low public awareness,
allied to the additional cost to the buyer, led to their quiet withdrawal from the market in the
Content from this work may be used under the terms of the Creative Commons Attribution 3.0 licence. Any further distribution
of this work must maintain attribution to the author(s) and the title of the work, journal citation and DOI.
Published under licence by IOP Publishing Ltd 1
First International Conference on Advances in Physical Sciences and Materials IOP Publishing
Journal of Physics: Conference Series 1706 (2020) 012216 doi:10.1088/1742-6596/1706/1/012216

middle 1970s.
The development of digital electronics changing from analogy to integrated circuits and
microprocessors resulted in a major milestone in automobile manufacture with the introduction
of the Bosch ABS on the Mercedes-Benz Class passenger car in 1978. It was the first completely
electronic four-wheel multi-channel ABS. BMW and others succeeded shortly. Japanese brake
and vehicle manufactures introduced ABS brakes based totally at the Bosch machine in addition
to their personal designs by way of the middle Nineteen Eighties. The Bosch device become used
in 1986 in corvette and Cadillac Allante, followed by way of Ford in 1987. Since the late 1980s
and early 1990s, ABSs were determined on almost all top models of each manufacturer. By the
late 1990s, nearly all passenger automobiles and mild vans were prepared with four-wheel ABSs,
either as an choice or well known equipment.

2. Related work
”The Magic Formula (MF) tire model provides a set of mathematical formulae from which the
forces and moment acting from road to tire can be calculated at longitudinal, lateral and camber
slip conditions, which may occur simultaneously”. ”The Magic Formula concept is an elegant,
empirical method of fitting tire data for inclusion [2]in vehicle dynamics models”. ”The formula
gives a good representation of measured tire characteristics while certain coefficients of the model
retain a physical significance and therefore be expected to respond to road surface variations in
a meaningful manner”.

2.1. General Form of Magic Formula

”The general shape of the formula that holds for a given cost of vertical load and camber
perspective is given by” :
y(x)=DsinC arctan[Bx(1-E)+E arctan(Bx) ] (1)
Y(x)=y(x)+Sy
X=x+Sx
Where, Y stands for either forces or moments X may represent the slip angle or longitudinal
slip Sx , Sy , B, C, D and E are the anti-symmentric shape coefficients.
The shape coefficients have to be diagnosed from the experimental information the usage of the
nonlinear-curve-becoming algorithms[3]. For speedy execution-of-the iteration procedure during
becoming and to make certain convergence, it is critical to generate preliminary estimates of the
six coefficients which might be close to their very last values as shown in Figure .1.
”Where, Sx , Sy can be estimated with reasonable accuracy directly from the experimental
data for a tire”
”BCD corresponds to the slope at the origin”
D describes the peak value of the force or moment (y)
C can be estimated[4] corresponding to a large value of x
B relates approximately to the dupe in the linear range
”E controls the slip at which the peak occurs”.

2.2. Formulae of the Magic Tire Model for Braking

A. General formula for pure slip
y(x)=DsinC arctan[Bx (1-E)+E arctan(Bx )]
Y(x)=y(x)+Sy
X=x+Sx
Where, D=peak factor= ym ax
C= shape factor =2/πarcsin (ys /D)
B= stiffness factor=(dy/dx)
E=curvature factor = (Bxm -tan(π/2C))/(Bxm -arctan(Bxm ))

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First International Conference on Advances in Physical Sciences and Materials IOP Publishing
Journal of Physics: Conference Series 1706 (2020) 012216 doi:10.1088/1742-6596/1706/1/012216

Figure 1. Typical Tire Characteristic of Magic Formula

Figure 2. Magic Formula Optimization

Sx = Horizontal shift
Sy = Vertical shift.

B. The Lateral Force

Yy =Fy (Lateral Force)
Xx = α (side slip angle)
Dy =µy m Fz =(α1 Fz +α2 )Fz
BCD=a3 sin(2 arctan(Fz /a4 ) ) (1-a5 |γ|)
Cx =ao
By =BCDy /Cy Dy
Ey =a6 Fz +a7
Sx y=a8 γ +a9 Fz +a1 0

C. Longitudinal Force
Yx =Fx (Longitudinal Force)
Xx = s (Longitudinal slip)
Dx =µx m Fz (b1 F1 + b2 )Fz
BCD=(b3 Fz 2 +b4 Fz ) exp(-b5 Fz )
Cx =bo
Bx =BCDx /Cx Dx

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First International Conference on Advances in Physical Sciences and Materials IOP Publishing
Journal of Physics: Conference Series 1706 (2020) 012216 doi:10.1088/1742-6596/1706/1/012216

Figure 3. Magic Longitudinal Force vs. Slip on Wet Surface

Ex =b6 Fz 2 +b7 +b8

Sx x=b9 Fz + b1 0
Sy x=0

Figure 4. Longitudinal Force vs. Slip on Dry Concrete Surface

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First International Conference on Advances in Physical Sciences and Materials IOP Publishing
Journal of Physics: Conference Series 1706 (2020) 012216 doi:10.1088/1742-6596/1706/1/012216

Figure 5. Longitudinal Force vs. Slip on Snow Surface

3. Magic Formula Optimization

The desired largest function force could be more exactly derived from MF tire model, The great-
est friction force will occur [5]at the desired slip x∗ . Therefore, one can find
dy ∗
dx = 0 under the condition x=x . (2)
From Magic Formula, one has
dy BCD
dx = [Bx(1−E)+Earctan(Bx)]2
(1-E+E/(1+B2 x2 ))cosCarctan[Bx(1-E)+E arctan(Bx) ] (3)
Then the Equation (1) and (2) yield
cos(C arctan[B x ∗ (1-E) +E arctan(Bx∗ )]) =0 (4)
Hence, ”the optimized slip can be expressed as”
x ∗ = (tan(0.5π/C)-E arctan(B x ∗ ))/B(1-E). (5)

The control architecture is used only when x∗ finally gets convergent as shown in Figure.2,
which is a close loop control system.
On Comparing sliding model optimization and magic formula optimization, results of both
of them yield very close to optimal tracking of the desired trajectory. The optimal peak
slip controlled within MF[6,7] model is known without error. However, MF optimization is
strongly dependent on the road conditions because the required shape coefficients differ with
road conditions change.

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First International Conference on Advances in Physical Sciences and Materials IOP Publishing
Journal of Physics: Conference Series 1706 (2020) 012216 doi:10.1088/1742-6596/1706/1/012216

Figure 6. Longitudinal Force vs. Slip on Slippery Ice Surface

Figure 7. Lateral Force vs. Slip Angle in Cornering

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First International Conference on Advances in Physical Sciences and Materials IOP Publishing
Journal of Physics: Conference Series 1706 (2020) 012216 doi:10.1088/1742-6596/1706/1/012216

Figure 8. Block Diagram of Optimal ABS Control System

Figure 9. Desired Force and Nonlinear Tracking Controller

4. Road Surface Correction of Magic Formula

A series of -slip profiles for the different road surfaces are presented in Figure.1 generated by
the tire model with optimized system variables. Further, the sensitivity of the magic formula on

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First International Conference on Advances in Physical Sciences and Materials IOP Publishing
Journal of Physics: Conference Series 1706 (2020) 012216 doi:10.1088/1742-6596/1706/1/012216

different road conditions is investigated for a selected tire. Thus, data of a tire on various road
surfaces is measured. ”The MF tire model was employed because it gives an amazing illustra-
tion of measured tire characteristics and since certain coefficients of the version hold a bodily
significance, is therefore predicted for them to react to street surface variations in a meaningful
manner”. ”In the outcomes of the measurements data on different avenue surfaces are offered
as display in Table.1”.

Figure 10. Nonlinear tracking Controller

Figure 11. Desired Force

The results of lateral force measurements were tested ”on laboratory as well as road surfaces”.
”The different road surfaces of ”A”, ”B”, ”C” and ”Lab” present the different lateral force
distributions dependent to the wheel slip with the use of a same structure tire as described in
the paper”. ”The measurement results show that parameters of a1 , a2 and a3 in the MF change
significantly from surface to surface”. ”From all of above, also it was found that a tire model
could be transferred from one surface to another by including two weighting parameters C1 , C2
in the MF with respect to a theoretical road surface as follows”:
D∗ =C1 D
(BCD)∗ =C2 BCD

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First International Conference on Advances in Physical Sciences and Materials IOP Publishing
Journal of Physics: Conference Series 1706 (2020) 012216 doi:10.1088/1742-6596/1706/1/012216

Figure 12. Magic Formula Tire Model

Figure 13. Magic Formula Optimizer

Figure 14. Vehicle and Wheel Dynamics Model

where, D=a1 Fz 2 +a2 Fz

BCD=a3 sin (2 tan− 1(Fz /a4 )) (1-a5 | γ |)
The weighting parameters C1 , C2 different[8,9] road surfaces are given as Table.2.

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First International Conference on Advances in Physical Sciences and Materials IOP Publishing
Journal of Physics: Conference Series 1706 (2020) 012216 doi:10.1088/1742-6596/1706/1/012216

Figure 15. Accelerating Torque

Figure 16. Road Condition Parameter and its Estimation

Further investigations, proved that the equal assumptions are also suitable for the longitudi-
nal dynamics. In an empirical result, become proposed consequently, the parameters in MF can
be written[10,11] as a function of vertical load on the tire as
C=1.8
D=b1 Fz 2 + b2 Fz
B= (b3 Fz 2 + b4 Fz )/ (CD)(exp ( b5b2F z))
E= b6 Fz 2 + b7 Fz + b8

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First International Conference on Advances in Physical Sciences and Materials IOP Publishing
Journal of Physics: Conference Series 1706 (2020) 012216 doi:10.1088/1742-6596/1706/1/012216

Figure 17. Estimated Error between Real and Estimated

Figure 18. Estimated Relative Velocity

The coefficients corresponding to a wet road that were used in the model and simulations,
are given in Table.3. The braking force vs. slip is shown in Figure.3 . The maximum braking

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First International Conference on Advances in Physical Sciences and Materials IOP Publishing
Journal of Physics: Conference Series 1706 (2020) 012216 doi:10.1088/1742-6596/1706/1/012216

Figure 19. Estimated and Real Longitudinal velocity

Table 1. Lateral coefficients for different surfaces

Surface Coefficients Road A Road B Road C Lab
a1 -43.707 -42.026 -39.925 -35.408
a2 1329.305 1280.406 1215.734 1086.310
a3 1285.465 1378.389 1306.211 1502.732
a4 8.875 8.847 8.832 8.792
a5 0.017 0.016 0.016 0.014
a6 -0.021 -0.025 -0.032 -0.025
a7 -0.513 -0.428 -0.378 -0.451
a8 -0.111 -0.132 -0.136 -0.141
at t 8.210 7.977 7.542 8.122

Table 2. Road Correction factors C1 and C2

Surface Road A Road A Road B Road B Road C Road C
Surface C1 C2 C1 C2 C1 C2
Tire A 1.226 0.776 1.213 0.843 1.176 0.872
Tire B 1.224 0.855 1.186 0.917 1.119 0.869

Table 3. Longitudinal coefficients for wet road

b1 b2 b3 b4 b5 b6 b7 b8
-21.3 744.0 49.6 226.0 0.3 -0.006 0.056 0.486

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First International Conference on Advances in Physical Sciences and Materials IOP Publishing
Journal of Physics: Conference Series 1706 (2020) 012216 doi:10.1088/1742-6596/1706/1/012216

Figure 20. vehicle and wheel angular velocity

Table 4. Longitudinal coefficients for different surfaces

Surfaces Dry Concrete Wet Asphalt Snow Slippery Ice
b1 -33.015 -21.3 -6.56 -3.28
b2 1153.2 744.0 229.152 114.576
b3 113.398 49.6 9.92 4.96
b4 516.593 226.0 45.2 22.6
b5 0.3 0.3 0.3 0.3
b6 -0.006 -0.006 -0.006 -0.006
b7 -0.056 -0.056 -0.056 -0.056
b8 -0.486 -0.486 -0.486 -0.486

Table 5. Correction factors for different surfaces

Surfaces Dry Concrete Wet Asphalt Snow Slippery Ice
c1 1.55 1 0.308 0.154
c2 2.286 1 0.2 0.1

force corresponds to wet asphalt with fiction[12,13] coefficient ranging from 0.4 to 0.5 when the
normal loads equal to 2kN, 4kN, 6kN and 8kN.

5. Longitudinal Force for Straight Line Braking

The typical experimental test results for the straight line braking was given in Figure 3,
Corresponding to this typical plot, the MF coefficients corrected to different road surfaces are

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First International Conference on Advances in Physical Sciences and Materials IOP Publishing
Journal of Physics: Conference Series 1706 (2020) 012216 doi:10.1088/1742-6596/1706/1/012216

Figure 21. Vehicle and Wheel Speed in Absence of Controller

Figure 22. Normalized Relative Slip in presence and absence of controller

given in Table .4. Using Alleyne’s empirical results (Table 3), the two corrections factors C1
and C2 for different road [14,15] surfaces are results as in Table .5. Note that the large variation
with lateral force of parameter b4 is due to the large changing of C2 .

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First International Conference on Advances in Physical Sciences and Materials IOP Publishing
Journal of Physics: Conference Series 1706 (2020) 012216 doi:10.1088/1742-6596/1706/1/012216

Figure 23. Vehicle and wheel Speed

Therefore, the braking force vs. slip ratio for the corresponding coefficients of the dry
concrete, snow and slippery[16,17] ice surfaces, are shown in Figure.3. to Figure.5., which are
used in the simulation. From the results of Figure .4. to Figure 6. optimal slips are 5%-15% for
dry concrete surface, 15%-35% for snow surface, 10% -30% for slippery ice surface and the road
adhesion are around 1, 0.2 and 0.08, which are in good correlation with the typical experimental
test results as shown in Figure.3.

6. Lateral and Longitudinal Forces while Turning

Of al1 the manoeuvers encountered in everyday driving, one of the most critical and most
significant for motor vehicle mean is braking during cornering. The vehicle’s response pattern
must represent the optimum compromise between steering response, stability and braking
effectiveness[18,19]. Improvement of cornering performance with consideration of braking is
important for automobile safety. Therefore, it is necessary to analyze vehicle dynamics and
cornering characteristics with consideration of both friction and braking forces. From the typical
experiment test results given in Figure 3 and based on Jagt’s empirical results (Table. l), the
typical lateral [20,21] coefficients for dry concrete normal road condition that are further used
in this study are given in Table.6. Therefore, the normal lateral force vs. side slip angle
corresponding to the correction factor coefficients further used in the braking system are shown
in Figure.6., which also is good correlation in well with the typical experimental test results as
shown in Figure.7.

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First International Conference on Advances in Physical Sciences and Materials IOP Publishing
Journal of Physics: Conference Series 1706 (2020) 012216 doi:10.1088/1742-6596/1706/1/012216

Figure 24. Vehicle Stopping Distance

7. Simulation and Results

The block diagram of the control system is shown in Figure.8. The nonlinear tracking control
law requires estimates of the value of friction coefficients and braking performance.

7.1. Block Diagrams of the Simulation System

The optimal ABS control system block diagrams and functions are described below. The
controller is conceived as a system that[22,24] identifies the design force in conjunction with
the displacement of the actuator. The detailed description of the simulation system is given in
Figure.9 to Figure.14. From the simulation results it is often ensured that a upright parameter
trailing is obtained as long because the relative contact speed is totally different from zero. The
nonlinear observer also successfully estimates the vehicle longitudinal velocity. Figure.8, shows
the[25,26] Simulink Model of vehicle model consisting of wheel and vehicle dynamics. Figure
15. Shows the Accelerating Torque, Figure 16, shows the Road Condition Parameter and its
Estimation, Figure 17 shows the Estimated Error between Real and Estimated, Figure 18 shows
the Estimated Relative Velocity and Figure 19 shows the Estimated and Real Longitudinal
velocity, Figure 20 shows the vehicle and wheel angular velocity and the vehicle slip and wheel
speed in absence of controller is depicted in Figure 21. Normalized Relative Slip in presence and
absence of controller as shown in Figure 22 and Figure 23 shows the Vehicle and wheel Speed
in presence of controller and the vehicle stopping distance in presence of bang bang controller
and mode controller is shown in Figure.24.

8. Conclusion
The stopping distances of the proposed system are smaller than that when implementing without
a control, mainly at high speed. The proposed system performances shown better representation
for vehicle stopping distance and deceleration on dry roads. The reason is the proposed system
is based upon the dynamic analysis of the hydraulic braking system, hence it is more stable and

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First International Conference on Advances in Physical Sciences and Materials IOP Publishing
Journal of Physics: Conference Series 1706 (2020) 012216 doi:10.1088/1742-6596/1706/1/012216

exactly tracks the desired trajectory. From the simulation results it is able to be ensured that,
an awesome parameter monitoring is obtained, so long as the relative touch velocity is not like
zero. The nonlinear observer also successfully estimates the car longitudinal velocity.

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