A Composite ABS Control Method for EV with Four

Independently-driving Wheels

Ji Wang, Chuanxue Song, Liqiang Jin

State Key Laboratory of Automobile Dynamic Simulation
Jilin University
Changchun, China
E-mail: jlu07@mails.jlu.edu.cn

Abstract—A new composite ABS control method for EV with
four independently-driving wheels is presented. Combinating the
best braking energy recovery strategy and the ideal braking force
distribution control strategy, we designed a new strategy of
braking force distribution for EV with four independently-
driving wheels, and proposed a new composite ABS control
method based on cooperative work of electric motor ABS and
hydraulic ABS. A co-simulation model was built with AMESim
and Simulink/Stateflow, and simulation was carried out.
Simulation result indicates that the new control method can
satisfy the braking requirements and improve the braking
stability, and it could be a developing direction of EV ABS
system.
Keywords-composite ABS control; EV; braking force
distribution; electric motor ABS; hydraulic ABS
I. INTRODUCTION
With the advantages of energy saving and environmental
protection, EV has become the focus of automotive research
and development today. EV with independently-driving wheels
can simplify mechanical transmission, save space of chassis,
and it can easily do differential, traction, braking and other
accurate control works, so it becomes a new hot spot of EV
study field[1-3]. But with the increase of vehicle population,
traffic accidents increased quickly, also people's awareness for
the automotive safety increased, so it is extremely urgent to
improve vehicle braking performance. And ABS can improve
vehicle performance, and effective to improve driving safety.
Today, ABS used in EV is hydraulic ABS with mature
technology, but due to covering areas of electronic, hydraulic,
mechanical, the control method of hydraulic ABS is complex,
and the control sensitivity and control accuracy is not high.
The driving motor of EV with electric-wheel can rotate
forward or reversal frequently and rapidly, thus it will control
the driving touque and the braking touque quickly and easily,
so it greatly enhance the vehicle dynamic performance[4].
Therefore, in order to enhance the sensitivity and accuracy of
braking control, in-wheel motor can be used to control ABS. In
this paper, a new composite ABS control method of electric
motor ABS which works in coordination with hydraulic ABS
is used. When braking in low-strength, we choose the electric
motor ABS to make full use of the manipulative advantages of
EV. When braking in high-strength, the electric motor braking
torque is limited, and it’s insufficient to satisfy the braking
requirements. But the hydraulic ABS has high reliability, so the
hydraulic ABS is choosen in high-strength. The simulation
proved that composite ABS control method is feasible.
II. BRAKING FORCE DISTRIBUTION FOR EV WITH FOUR
INDEPENDENTLY-DRIVING WHEELS
A. Braking force distribution curve
Four in-wheel electric motors were used in this study, and
both of the front axle and the rear axle have energy recovery,
so for the sake of the recovery energy by the greatest extent,
the front axle force and the rear axle force should be distribute
reasonable[5-7]. The premise of braking force distribution is to
ensure the braking safety and braking stability, that is to say, it
should satisfy the requirements of the ECER13 braking
regulations[8]. In this study, the four driving motors are AC
induction motors which have the same performance. By
analyzing the automobile performance, obtained motor
parameters to satisfy the requirements of automobile
performance, and then select appropriate electric motor.
Drawing the ideal braking force distribution curve and curve
of ECER13 braking regulations. Analysis is based on the ideal
braking force distribution control strategy, rear axle should not
locked earlier than front axle. Therefore, the braking force
distribution curve in the paper should below the ideal braking
force distribution curve, and it should be close to the ideal
braking force distribution curve, but it should not below the
curve of ECER13 braking regulations, so the braking
distribution strategy of the front axle and the rear axle is shown
in Fig. 1. Analysis is based on the best braking energy recovery
strategy, braking force was provided by electric motors
priority, and the rest was provided by friction braking force.
That means the braking force should be provided by driving
axle motors first, but both of the front axle and the rear axle are
driving axles, so based on an overall consideration of electric
motor maximize braking torque and braking stability
requirements, the braking force distribution curve is divided
into four sections, namely, OA, AB, BC, CD. Point A is the
point of intersection between the 0.4 braking strength line and
the ideal curve. The horizontal ordinate of point A is nearly
equals to maximum braking force that motor can provide, but
the vertical ordinate of point A is less than the maximum
braking force which the electric motor can provide. Point B is
the point of intersection between the 0.55 braking strength line

978-1-4244-5874-5/10/$26.00 ©2010 IEEE

and the ideal curve. The vertical ordinate of point B is nearly Ffm = Ffm _ max , Ffb = Ff − Ffm . (2)
equals to maximum braking force which motor can provide. Rear left wheel:
While point C is the point of intersection between the 0.7
If Fr ≤ Frm _ max , then
braking strength line and the ideal curve. In OA and AB,
electric motor braking works alone or electric motor braking Frm = Fr , Frb = 0 . (3)
works together with friction braking. In BC segment, friction If Fr > Frm _ max ,then
braking works alone or friction braking works together with
electric motor braking. In CD segment, the braking strength is Frm = Frm _ max , Frb = Fr − Frm . (4)
large, and the reliablity of hydraulic brake system is high, so 2) In AB segment
that the hydraulic friction braking works alone. OA, AB, BC Front left wheel:
are straight-line segments under the ideal braking force Ffm = Ffm _ max , Ffb = Ff − Ffm . (5)
distribution curve. CD is a part of ideal braking force
distribution curve. Because when the braking strength exceeds Rear left wheel:
0.7, the type of brake is considered to be emergency braking, If Fr ≤ Frm _ max ,then
and ABS works. Frm = Fr , Frb = 0 . (6)
If Fr > Frm _ max ,then
Frm = Frm _ max , Frb = Fr − Frm . (7)
3) In BC segment
In this stage, the motor braking force decreases linearly
from the maxmum to zero, while the hydraulic braking force
gradually increased.
Front left wheel:
F (0.7 − z )
Ffm = fm _ max ; Ffb = Ff − Ffm . (8)
0.15
Rear left wheel:
F (0.7 − z )
Frm = rm _ max ; Frb = Fr − Frm . (9)
0.15
4) In CD segment
Figure 1. Braking force distribution of front axle and rear axle
Front left wheel:
G ; Ffm = 0 . (10)
B. Control of braking force distribution Ffb =
L(b + hg ⋅ z )
Braking force distribution control is a specific mechanism
Rear left wheel:
of distributing electric motor braking force and hydraulic
friction braking force for each wheel[9]. First, we calculate the G ; Frm = 0 . (11)
Frb =
maximum braking torque that the motor can provide at the L(a − hg ⋅ z )
moment based on wheel speed and battery SOC. Through in
contrast with the braking torque obtained from the brake force III. COMPOSITE ABS CONTROL METHOD
distribution curve, we obtained electrical motor braking force Hydraulic ABS system is a complex nonlinear system. The
and hydraulic braking force of the four wheels. Take the front hydraulic ABS is a collection of multiple structures, and it
left wheel and the rear left wheel for example, the specific type achieves the purpose of changing the braking torque through
of distribution is as follows. the combination of the various structures. The electric motor
ABS control method directly changes braking torque, and
Ff represents the total braking force that should be imposed reduces a number of procedures. And electric motor has
on the front left wheel, Ffm _ max represents the maximum excellent control ability, manipulation agility and control
braking force which the motor can provide at the moment, accuracy, so electric motor ABS is used in low braking
strength. But when the braking strength increases, the
Ffb and Ffm respectively represent actual hydraulic braking
maximum electric motor braking torque is not able to satisfy
force and actual electric motor braking force that should be the braking requirements, so the electric motor ABS stops
imposed on the front left wheel. Fr , Frm _ max , Frb and Frm are braking, hydraulic ABS starts working. In order to ensure the
represent the parameters of front left wheel, and z represents vehicle speed fluctuations are not big when two kinds of ABS
braking strength. control modes are transferring, an appropriate junction point
should be selected. As the motor braking force gradually quits
1) In OA segment braking when the braking strength between 0.55 and 0.7, so we
Front left wheel: choose the moment when the motor braking force numerically
If Ff ≤ Ffm _ max ,then equals to hydraulic braking force as the junction point of two
Ffm = Ff , Ffb = 0 . (1) kinds of ABS control mode in this range.
If Ff > Ffm _ max ,then The control strategy being selected is the logic threshold
control strategy[10]. The strategy is widely used in today's
automotive industry, and it’s mature. Dual logic threshold
values control strategy based on wheel slip-rate control and
wheel angular acceleration control is used in this study. This
control strategy ensure that the wheel slip-rate and wheel
angular acceleration in the range of threshold values, and
improved lateral stability of wheels. When the vehicle speed
below a value, ABS control has little effect on the brake system.
And when the vehicle speed is low, the braking energy
Figure 2. The schematic of control strategy for composite ABS system
IV. MODELING AND SIMULATION ANALYSIS
A. Establishment of co-simulation model
AMESim is a professional sofware of establishing complex
model for mechanic system and hydraulic system and so
on[11]. Since it has strong application in automobile field, the
vehicle model in this paper is established with AMESim. ABS
control system is a combination of continuous process and
discrete process. By analysing continuous input signals of
wheel speed, vehicle speed, slip-rate and so on, the system
outputs discrete control signals for ABS motors and solenoid
valve of hydraulic system, therefore, the ABS model should
have these features. As Simulink/Stateflow have the
mathematical advantages of creating complex control
algorithms, the continuous process of ABS model can be
established by using Simulink, and the discrete process can be
recovered by regenerative braking system is limited. Therefore,
the vehicle should quit ABS control, also exit the electric motor
braking, and only use hydraulic braking. The schematic of
control strategy for composite ABS system is shown in Fig. 2.
Where m represents the braking mode. m equals to 1 when z
belongs to the range of 0 to 0.4, m equals to 2 when z belongs
to the range of 0.4 to 0.55, m equals to 3 when z belongs to the
range of 0.55 to 0.7, m equals to 4 when z over 0.7.
established by using Stateflow[12]. In order to simulate the
actual braking condition as much as possible, the model of
multiple degrees of freedom has been established to study
ABS control strategy. Therefore, refer to the application library
of AMESim, 15 degrees of freedom co-simulation model based
on AMESim and Simulink/Stateflow has been established.
The co-simulation model is made up of vehicle sub-model,
brake system model, driving motor model and ABS controller
model. Vehicle submodel, brake system model, driving motor
model are established with AMESim, and vehicle submodel are
made up of chassis system model, suspension system model,
steering system model, wheels model, road model, sensors
model and so on. ABS controller model is established by using
Simulink/Stateflow, and through S function to exchange data
and signals with AMESim model. The simulink flow chart of
composite ABS control is shown in Fig. 3.
 Figure 3. The simulink flow chart of composite ABS control
working, but friction braking ABS start working. Through
V. SIMULATION RESULT ANALYSIS contrast to some research results, the simulation results indicate
In this section, braking process on low-adhesion road is that the composite ABS control method can effectively control
simulated. The adhesion coefficient of the road is 0.2. And the the vehicle model. The slip-rate is controlled in the ideal range,
braking strength increases from 0 to 0.8 in 2 seconds. Some and wheels are not locked. So, it proves that the composite
parameters are shown in Table 1. ABS system is able to improve the braking stability, and keep
the vehicle safety.
TABLE I. PARAMETERS FOR CO-SIMULATION
Parameters Value Unit
VI. CONCLUSION
Sprung mass 1300 kg
Wheelbase 2400 mm We proposed a braking force distribute method for EV
Height of center of gravity 584 mm composite ABS control based on the four-wheel independent
Vertical tire stiffness 200000 N/m drive electric wheel EV. And according to the distribute model,
Vertical tire damping 100 N/(m/s) we proposed a composite ABS control method based on the
Rolling radius of the tire 290 mm
cooperative work of electric motor ABS and hydraulic ABS.
Carbody initial velocity is 20 m/s. Through simulation, Using a co-simulation model established with AMESim and
braking torque map, wheel speed map and slip-rate map were Simulink/Stateflow, we simulated the controlling effect of ABS
obtained, which are shown in Fig. 4, Fig. 5 and Fig. 6. control method. The simulation results show that the composite
ABS control method can satisfy the requirement of braking,
and improve braking stability, and can be used as a new control
method of electric motor wheel EV ABS.

Figure 4. Electric motor braking touque and friction braking touque
Figure 5. Map of wheel speed
Figure 6. Map of slip-rate
In Fig. 4, the red curve represents the electric motor braking
torque, and blue curve represents the friction braking torque.
Two kinds of braking modes handover at the time of 1.6s. In
the vicinity of 1.6s, the electric motor braking force equals to
the friction braking force. The electric motor ABS works
before 1.6s, after that time, the electric motor ABS stop
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