This paper describes the design of an antilock braking system (ABS) control for a passenger vehicle that employs an electronic wedge brake (EWB). The system is based on a two-degree-of-freedom (2-DOF) vehicle dynamic traction model, with the EWB acting as the brake actuator. The developed control structure, known as the Self-Tuning PID controller, is made up of a proportional-integral-derivative (PID) controller that serves as the main feedback loop control and a fuzzy supervisory system that serves as a tuner for the PID controller gains. This control structure is generated through two structures, namely FPID and SFPID, where the difference between these two structures is based on the fuzzy input used. An ABS-based PID controller and a fuzzy fractional PID controller developed in previous works were used as the benchmark, as well as the testing method, to evaluate the effectiveness of the controller structure. According to the results of the tests, the performance of the SFPID controller is better than that of other PID and FPID controllers, being 10% and 1% faster in terms of stopping time, 8% and 1% shorter in terms of stopping distance, 9% and 1% faster in terms of settling time, and 40% and 5% more efficient in reaching the target slip, respectively.
The brake system is one of the most critical parts of a vehicle's technology for avoiding accidents. The ultimate focus of the braking system is to guarantee that adequate stopping force is available to stop the vehicle's longitudinal movement. Therefore, the ability of a brake system to stop a vehicle must be examined in terms of analyzing the brake system's performance and the implementation of the brake system on actual vehicles. This study offers a performance evaluation of the Electronic Wedge Brake based on the Cone Wedge Shape (CW-EWB) on the vehicle brake systems. The evaluation was carried out through dynamic assessments, namely sudden braking tests at constant speeds of 40, 60, and 90 km/h using the MATLAB Simulink software simulation method and an experimental study using hardware-in-loop simulation (HILS). In the simulation study, the performance of the vehicle brake system using CW-EWB was compared with the brake performance of the vehicle using the conventional hydraulic brake (CHB). The results showed that CW-EWB behaved similarly to the hydraulic brake in terms of required brake torque output but with a faster response time, i.e., between 0.5 – 1 s. The HILS experimental study was conducted to evaluate the performance of the CW-EWB on actual vehicles. This method confirmed the HILS results against the simulation results with a variable response time of less than 6%. Vehicle body speed, wheel speed, longitudinal tire slip, and stopping distance experienced by the vehicle were all evaluated. The study's findings show that the proposed CW-EWB is quite effective and sufficiently dependable to be used as a vehicle brake system, notably in Antilock Braking Systems.
This paper describes a new design of an electronic wedge brake (EWB) system called the Cone Wedge Shape Based Electronic Wedge Brake (CW-EWB). The CW-EWB brake is made up of two cone wedges, one female and one male, stacked on top of each other. The CW-EWB is powered by the linear movement of a roller screw caused by the rotation of an electric motor through the roller screw, which causes the lower wedge to move tangentially to the disc brake, creating braking torque as the wheel rotates. A dynamic model of the CW-EWB that creates braking torque was built in this study, utilising a physical parametric estimate method. A torque tracking controller based on the proportional integral derivative (PID) control scheme is presented to ensure the CW-EWB model performs properly. The resulting mathematical model and control method were then experimentally tested using a braking test rig outfitted with multiple sensors and input-output (IO) devices. The performance of the brake mechanism is analysed in terms of actuator voltage, current, wedge position, wheel speed, and brake torque. Consequently, comparisons are made between experimental outcomes and simulated model responses. There are comparable trends between simulation results and experimental data, with an acceptable level of error.
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