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Integrated Slip-Based Torque Control of Antilock Braking System for In-Wheel Motor Electric Vehicle

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Integrated Slip-Based Torque Control of Antilock Braking System for In-Wheel Motor Electric Vehicle IEEJ Journal of Industry Applications Vol.3 No.4 pp.318–327 DOI: 10.1541/ieejjia.3.318 Paper Integrated Slip-Based Torque Control of Antilock Braking System for In-Wheel Motor Electric Vehicle ∗a) ∗∗ Wen-Po Chiang Non-member, Dejun Yin Non-member ∗ ∗ Manabu Omae Non-member, Hiroshi Shimizu Non-member (Manuscript received March 31, 2013, revised Jan. 17, 2014) In electric vehicles (EVs), cooperative control between a regenerative brake system (RBS) and the conventional hydraulic brake system (HBS) enhances the brake performance and energy regeneration. This paper presents an inte- grated antilock braking control system based on estimating the wheel slip to improve the anti-slip performance of a four wheel drive in-wheel motor EV. A novel anti-slip control method for regenerative braking was developed and inte- grated with a hydraulic antilock braking system (ABS) according to the logic threshold concept. When combined with the features of driving motors, the proposed method can improve the brake performance under slip conditions. Com- parative simulations showed the proposed control approach provided a more effective antilock braking performance than the conventional ABS. Keywords: anti-slip control, antilock braking system, brake force distribution, in-wheel motor electric vehicle, regenerative brake system The productions of HEV and EV in current automotive 1. Introduction market obviously have also taken advantage of regenerative The electric vehicle (EV) as a zero carbon dioxide emis- technology to enhance the energy efficiency. However, dur- sion automobile having superior efficiency is currently be- ing the emergency braking i.e. the slip condition, commer- ing developed due to deterioration of environment issues (1) (2). cial EVs or HEVs do not reply on the regenerative braking Electric motor drive EV has not only the character of high ef- but the antilock braking system (ABS) of HBS. The ABS ficiency, but the outstanding features of rapid response, easy control algorithm makes braking force and cornering force measurement and accurate controllability by comparing to in- to be well used as possible by monitoring wheel accelera- ternal combustion engine vehicle (ICEV) (3) (4). The regenera- tion and slip ratio based on the logic threshold control (LTC) tive brake system (RBS) that drives motor as a generator to method. When control unit detects the potential sliding, con- convert moving kinetic energy into the electric energy storing trol system reduces regenerative braking force and reverts to in the battery pack has been researched widely to improve en- the hydraulic braking only so that the hydraulic ABS can take ergy efficiency. full responsible during the skidding. The main purpose is In the early research works, the RBS and hydraulic brake that the brake performance is prior to the energy regenera- system (HBS) are coordinated to concentrate on either energy tion. However, conventional hydraulic ABS leads to the os- regeneration in normal braking or vehicle stability perfor- cillatory deceleration causing unfavorable ride comfort and mance in emergency braking. During normal braking, how the advantages of the motor are not well utilized. Neverthe- to obtain the maximum energy regeneration is an interesting less, because the hydraulic braking is not able to compensate issue and had been respectfully studied (5)–(7). Nevertheless, the loss of reduced regenerative braking rapidly, the decel- some studies are devoted to anti-slip control for vehicle sta- eration decreases suddenly causing incongruous deceleration bility regardless of energy efficiency (8)–(11). Recently, due to feeling (15). the benefits of hybrid brakes, the brake control strategies have In order to cope with problems, some research works attracted attention on coordination between energy recovery proposed the independently regenerative anti-slip control and vehicle stability for hybrid electric vehicle (HEV) (12) (13) method (9) (16) or the cooperative control strategy with hydraulic and EV (14) applications. These studies have presented that ABS to maintain the vehicle stability and brake performance the developed control strategies can carry out sufficient en- during the emergency braking (8) (13) (14) (17)–(21). In these studies, ergy recovery while maintaining vehicle stability. the cooperative ABS control methods are presented in sev- eral control scenarios. The first type is to propose an ABS a) Correspondence to: Wen-Po Chiang. E-mail: bradbogy@sfc. reinforcement system to improve the traditional hydraulic keio.ac.jp ∗ ABS performance by adjusting the proper regenerative brak- Graduate School of Media and Governance, Keio University ing force. The regenerative braking is taken as auxiliary 5322, Endo, Fujisawa-shi, Kanagawa 252-0882, Japan ∗∗ School of Mechanical Engineering, Nanjing University of Sci- brake system to support hydraulic ABS. However, these sys- ence and Technology tems do not contain the individual regenerative anti-slip con- No. 200, Xiaolingwei, Nanjing 210094, China trol especially on the low friction road in which there is no c 2014 The Institute of Electrical Engineers of Japan. 318 Integrated Slip-Based Torque Control of ABS for EV（Wen-Po Chiang et al.） need of hydraulic braking. The second kind is to develop a leveled ABS control strategy to use either regenerative ABS or hydraulic ABS under certain brake strength for better en- ergy regeneration. However, these strategies cannot make ad- vantage of motor to improve the anti-slip ability comparing to the conventional ABS method. The third type is to con- struct a simultaneously cooperative control method between two distinct brake systems. Although the ABS performance is upgraded, but most of them use the same anti-slip control Fig. 1. Dynamic longitudinal model of vehicle method for both two brake systems, the merits of electric mo- tor are not well utilized. This study aims to make full use of the advantages of mo- tors to achieve ABS performance improvement. We proposed an integrated antilock braking control strategy on a series braking system. The control strategy includes two individual ABS control systems and an integrated control method. Dur- ing slight braking (i.e., only regenerative braking is used), the developed regenerative ABS works individually if wheel slip occurs. If slip occurs during the composite braking (i.e., two brake systems are needed), both ABS control systems work simultaneously. Meanwhile, in order to realize better brake performance during the normal braking, brake force distri- bution between the front and rear wheels follows the ideal brake force distribution curve (I-curve) to ensure good us- age of road friction. A suitable distribution between RBS and HBS is determined according to the motor’s torque-speed curve and state of charge (SOC) of battery for maximum en- ergy recovery purpose. 2. System Modeling 2.1 Vehicle Dynamics A half-car vehicle model for Fig. 2. Magic formula in half-car vehicle model longitudinal motion of a four-wheel drive in-wheel motor EV is considered on flat road surface without incline shown in Fig. 1. The dynamic differential equations of the vehicle are where Vw is the wheel speed. During longitudinal braking, described as (1)–(5) on the basis of the assumption that the load transference occurs within front and rear axles. The fol- driving resistance is considered to be small and ignorable. lowing two equations describe the dynamic load transference However, driving resistance is a variable that is related to h · aerodynamics, which can be synthesized in real time if higher N = M g − M V ························· (8) f f L c anti-slip performance is required or if the vehicle runs at high speed (4). h · Nr = Mrg + M Vc ·························· (9) . L Jω f ω f = Tmf + Thf − rFdf ····················· (1) . herein g is the acceleration of gravity, h is the center of grav- Jωr ωr = Tmr + Thr − rFdr ······················· (2) . ity height, L is the wheel base. Fig. 2 shows a two-wheel (8) M Vc = Fd = Fdf + Fdr ························· (3) vehicle model with Magic Formula for deceleration . 2.2 Hydraulic Brake Torque Model The actual hy- Fdf = μ f (λ f )N f ································ (4) draulic brake torque can be measured directly with a sensor F = μ (λ )N ································· (5) dr r r r or estimated from hydraulic pressure of the wheel cylinder (22). The latter method is utilized in this study as where, Jω is the wheel inertia, ω is the wheel angular speed. T is the regenerative brake torque, T is the hydraulic fric- m h Th = BEF · Aw · re · Pw ·························(10) tion torque, Fd is the friction force between tire and road sureface, M is the vehicle mass, Vc is the vehicle speed, r where BEF is the brake effective factor of brake lining. Aw is the wheel radius, N is the vehicle normal load, μ is the is the wheel cylinder area. re is the brake effective radius. friction coefficient, λ is the slip ratio. The subscript r and f Pw is the wheel hydraulic pressure. Here, we assume that the indicate front wheel and rear wheel, respectively. Here, the variation of BEF due to the brake lining wearing or ambient slip ratio is defined as conditions is negligible. Although the wheel hydraulic pressure can be estimated V − V λ = w c ······························· (6) according to hydraulic control unit (HCU) dynamic property max(Vc, Vw) and master cylinder pressure sensor which saves the cost of (23) Vw = r · ω ······································ (7) manufacturing , the usage of the estimated pressure must 319 IEEJ Journal IA, Vol.3, No.4, 2014 Integrated Slip-Based Torque Control of ABS for EV（Wen-Po Chiang et al.） be calibrated wisely, otherwise a significantly longer stop- ping distance can result. Moreover, because the applied brake forces are critical to ABS, it obviously would be an advan- tage to know cylinder pressure directly. Therefore, in this study the wheel cylinder pressure sensor is utilized to mea- sure pressure directly. 2.3 Regenerative Brake Torque Model The transfer function for regenerative braking between target toque and executed torque is described as first order delay system with dead time (4) as −τ1 s = Tm = e ························· Fig.
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