Downloaded from SAE International by Univ of California Berkeley, Thursday, August 02, 2018
2009-01-0357
Active Suspension and Anti-lock Braking Systems
Copyright © 2009 SAE International
ABSTRACT
The aim of this study is to create an integrated controller
between the active suspension system and an anti-lock
braking system using fuzzy logic control theories
to improve braking performance. Also, the ride
performance during braking is investigated. Braking and
ride performances for active are evaluated using half
vehicle model. The suspension system, tyre-road
interface and anti-lock braking system model are
included in the model. The anti-lock braking system and
active suspension is compared with the anti-lock braking
system combining passive suspension. The simulation
result obtained show that the active and ABS system
with integrated controller reduces the braking time and
distance in the range from 3% to 5% compared with the
same system without integrated controller. Furthermore,
anti-lock braking system and active suspension
improves ride comfort and safety in vehicles compared
with passive system.
INTRODUCTION
Most of the modern automobiles are equipped with
electronic systems as active suspension system,
anti-lock braking system (ABS), electronic brake force
distribution system (EBD), traction control system (TC)
and so on. Many theories of these subsystems have
been proposed individually by several literatures for
decades, and most of researches investigated all the
above subsystems separately, as active suspension
The Engineering Meetings Board has approved this paper for publication. It has successfully completed SAE’s peer review process under the supervision of the
session organizer. This process requires a minimum of three (3) reviews by industry experts.
All rights reserved. No part of this publication may be reproduced, stored in a retrieval system, or transmitted, in any form or by any means, electronic,
mechanical, photocopying, recording, or otherwise, without the prior written permission of SAE.
ISSN 0148-7191
Positions and opinions advanced in this paper are those of the author(s) and not necessarily those of SAE. The author is solely responsible for the content of
the paper.
SAE Customer Service: Tel: 877-606-7323 (inside USA and Canada)
Tel: 724-776-4970 (outside USA)
Fax: 724-776-0790
Email: CustomerService@sae.org
SAE Web Address: http://www.sae.org
Printed in USA
for Passenger Cars
A. M. A. Soliman
South Valley University
M. M. S. Kaldas and K. R. M. Mahmoud
Minia University
system to improve vehicle ride comfort [1-5] and ABS,
TC and EBD to improve vehicle braking performance
and vehicle stability [6-8]. A few number of specially
researchers focus their researches on the integrated
control of the vehicle's subsystems, as Ting et al [9]
developed the anti-lock braking control system (ABS)
integrated with active suspension system applied to
a quarter vehicle model by employing the non-linear
back-stepping design schemes. Individual controller is
designed for each subsystem and integrated algorithm is
constructed to coordinate these two subsystems. They
concluded that the integrated ABS combined with active
suspension system could obtain an excellent braking
performance because of reduction of braking time and
distance. In more detailed studies [10-12] a half vehicle
model was developed with models of ABS system and
active suspension system. Allenye [10] proposed an
integrated controller of ABS and active suspension
system, he used an electro-hydraulic actuator for active
suspension providing active force as normal force to
load on to each wheel, that to improve braking
performance. El-Demerdash et al [11] introduced an
integrated control strategy of both ABS and active
suspension system to enhance braking performance.
Their results showed that the suggested integrated
controller reduces significantly the stopping distance in
comparison with the passively suspended vehicle with
ABS. Shoo et al [12] investigate the integrated control of
anti-lock braking system and active suspension system
in vehicle using fuzzy logic control theory. They
concluded that the integrated approach improves
braking performance more than braking system just only
*9-2009-01-0357*
 Downloaded from SAE International by Univ of California Berkeley, Thursday, August 02, 2018

with ABS. All the above detailed studies concentrated on  wr

Mwr. Z Ktr (Zor - Zwr) - Ksr (Zwr - Zbr)
the improvement of the braking performance, but did not
take suspension performance in account. - Csr (Z wr - Z br)

In this paper the integrated control between anti-lock Where

braking system and active suspension system is hf h  (Zwf - Zbf)  (Zof - Zwf)
proposed using fuzzy logic control theory to improve
vehicle braking performance and to investigate ride hr h  (Zwr - Zbr)  (Zor - Zwr)
performance during braking process. The body
acceleration and suspension working space in fuzzy This system is used as a comparison guide between
logic control as controller input are used in active active suspension system with separated control and
suspension system. integrated control with anti-lock braking system.

VEHICLE MATHEMATICAL MODEL Active suspension system model with separated

VEHICLE SUSPENSION MODEL controller
Passive suspension system model
In active suspension system model shown in Figure 2.
In passive suspension system model shown in The suspension between the sprung and unsprung
Figure 1. The suspension between the sprung masses is modeled as a hydraulic actuating element,
and unsprung masses is modeled as linear viscous which acts as force producers according to fuzzy logic
dampers and spring elements. While the tyre are control theory.
modeled as simple linear springs without damping
components.

Figure 2. Active suspension system model

Figure 1. Passive suspension system model
From Figure 2. and by applying Newton's second law the
The equations of motion for body, wheels and pitch equation of motion can be written as follows
motion are written as follows
 bf
Mb. Z Uf  Ur  Lf . Mb .4 
bf Ksf ( Zwf- Zbf)  Csf ( Z
Mb. Z wf - Z
bf )  Ksr( Zwr- Zbr)
Mb. Z br 
Uf  Ur - Lr . Mb . 4
wr - Z
Csr( Z br)  Lf. Mb. 4

 
Jy .4 Lf. Uf - Lr.Ur - hf (Fxf  Frf) - hr (Fxr  Frr)
br Ksf ( Zwf- Zbf)  Csf ( Z
Mb. Z wf - Z
bf )  Ksr( Zwr- Zbr)
wr - Z
br) Lr. Mb.4
  wf
Mwf. Z Ktf (Zof - Zwf) - Uf
Csr( Z
 wr
Mwr. Z Ktr (Zor - Zwr) - Ur

Jy. Ĭ Lf.Ksf (Zwf - Zbf)  Lf.Csf( Z wf - Z bf)
- Lr.Ksr(Zwr - Zbr)  Lr. Csr (Z wr - Z br) All the previous work used the body acceleration and its
- hf . (Fxf  Frf) - hr . (Fxr  Frr) differential as controller input but in this work, the body
acceleration and suspension working space in fuzzy
logic control as controller input are used, this novel idea
 wf
Mwf. Z Ktf (Zof - Zwf) - Ksf (Zwf - Zbf) as an application of the adaptive control theory.
- Csf( Z wf - Z bf)
 Downloaded from SAE International by Univ of California Berkeley, Thursday, August 02, 2018

The rules of front and rear active suspension system widely used model [6] to calculate the relation between
fuzzy logic controllers illustrated in Table 1. tyre-road friction coefficient and longitudinal slip ratio is

Table 1. Active suspension fuzzy control rules ȝ (Ȝ [n  ȟn1[1- exp (- Ȝ.ȟn2)] - Ȝ. ȟn3
Front or Rear SWS Ȝ 1 - [(Ȧ .rd) / V]
Uf,r
NM NS ZE PS PM

N NV NB NB NM NS
body vertical
Front or rear

Acceleration

ZE NB NM NM NS ZE

P PV PB PB PM PS

VEHICLE BRAKE DYNAMICS MODEL

Figure 4. The relationship between tyre-road friction

coefficient and longitudinal slip ratio

The tyre-road friction force can be calculated as

Fxf ȝ f ( O , [n Fzf

Fxr ȝr ( O , [n Fzr

ROAD SURFACE MODEL

Figure 3. Vehicle longitudinal model
There are various ways to describe road surface
From Figure 3. The equation of motion for vehicle brake roughness. Sine and cosine waves are both called
dynamics in the longitudinal direction can be written as sinusoids. More researchers use sinusoids signals
for simplification. Because it is so complex to

Mt .V - Fxf - Fxr - Fd make a single model to reflect all variation of
profile of road with different velocities. In order
The aerodynamic drag force which can be calculated to understand profile analysis, it is essential to be
from this formula familiar with sinusoids.

Xo= As. Sin (2ʌ . (V/W).t + Phase)

Fd Ka. A. V²
A sinusoid is defined by (As) amplitude, (V) vehicle
The dynamic modes of wheels due to the braking velocity, (W) wave length, and phase. In this study
process can be formulated as follows the road input is represented as a sinusoidal signal
as shown in Figure 5.
Jwf. Ȧ f   Fxf Frf rdȉbf

Jwr. Ȧ r  Fxr Frr rdȉbr

VEHICLE TYRE-ROAD INTERFACE MODEL

The tyre-road friction forces are the main problem in the

design of ABS systems. However, the relation between
longitudinal wheel slip ratio and tyre-road friction
coefficient is physically unknown to day knowledge.
So that this relation is usually determined from empirical
relationships. Examples of these are the Dugoff and
Magic Formula tyre model. But in this study a simple and Figure 5. Road input as a sinusoidal signal with
amplitude 0.02 meters
 Downloaded from SAE International by Univ of California Berkeley, Thursday, August 02, 2018

ANTI-LOCK BRAKING SYSTEM SEPARATED

CONTROLLER

For each wheel, the objective for the ABS system

is to keep the slip ratio close to the peak value on the
"tyre-road friction coefficient – slip ratio" curve in
Figure 4. the change of wheel angular velocity
reflects the dynamic characteristic between tyre
and road. Therefore, in this study we uses the fuzzy
logic control theory in anti-lock braking system
controller and chooses slip ratio and wheel deceleration
at front and rear as input data of the front and rear
anti-lock braking system fuzzy controller, and the
output is the rate of brake torque .

The rules of the front and rear antilock braking system

fuzzy logic controllers are shown in Table 2.

Table 2. ABS fuzzy control rules

Front or rear wheel acceleration Figure 6. The integrated control system

Tbf,r
NB NM NS ZE PS PM PB SIMULATION AND VEHICLE PARAMETERS

The simulations of passive suspension system, active

ZE IS IF IF IF IF IF IF suspension system and braking system with ABS
Front or rear slip ratio

and integrated controller between active suspension

system and ABS are carried out in MATLAB/Simulink.
PS DS IS IS IS IS HO IF Supposing the initial vehicle velocity is 27.7m/s,
and when the velocity reaches 1m/s the simulation
stops.
PM DS DS DS HO HO HO HO
The vehicle parameters used in the simulation are listed
in Table 3.
PB DF DF DF DF DF DF DF
Table 3. Vehicle parameters

INTEGRATED CONTROLLER BETWEEN ABS AND Parameter Value / Unit

ACTIVE SUSPENSION SYSTEM Mb 690 Kg
Mwf, Mwr 40.5 and 45 Kg
The normal force at each wheel is the sum of the
Ip 1222 Kg.m²
suspension forces and the dynamic weight of the
vehicle. In this study the dynamic weight of the Jwf, Jwr 1.2 and1.4 Kg.m²
vehicle is mainly determined by the vehicle longitudinal Kf , Kr 17 and 22 kN/m
acceleration. The goal of the integrated control system Cf , Cr 1.5 kN.s/m
is to have the normal force on the tyre change in Ktf , Ktr 192 kN/m
phase with the brake torque being applied. When
the brake torque is high, normal force would be high Lf , Lr 1.25 and 1.51m
and vice versa. In this way, when the tyre-road h 0.6 m
friction coefficient reaches the peak value, normal A 2.04 m²
force also reaches the peak value. Then, the maximal Ka 0.539
road brake force can be obtained. So we add an
rd 0.3 m
extra controller to the active suspension in order
to satisfy the demand of improving braking performance.
The integration algorithm is represented by RESULTS AND DISCUSSION

qf =Acf sin (Tbf í Tbm) The main goal of ABS operation is to maintain the slip
ratio around 20% because this value usually
qr =Acr sin (Tbr í Tbm) corresponding to the peak value of tyre-road friction
coefficient and will prevent the wheel lock up, Figure 7.
The integrated control system is shown in Figure 6. Also the aim of integrated controller is convert the brake
 Downloaded from SAE International by Univ of California Berkeley, Thursday, August 02, 2018

torque value to corresponding value of normal force system with integrated control between active and
added to the original normal force, Figure 7. Due to the ABS offers a significant improvement in front and
increase in normal force and the concentration of rear body acceleration responses compared with
tyre-road friction coefficient around the peak value, the passive system. However, these improvements are
tyre-road friction force will increase and as a result the obtained at the expense of suspension working
braking torque. space and dynamic tyre load. Furthermore, the active
system gives better improvement in terms of ride
Figure 8. Shows the front wheel velocity, vehicle comfort compared with passive and active suspension
velocity, vehicle acceleration and vehicle stopping system using integrated control.
distance during braking process with, without ABS and
integrated control. It can be seen that, when the vehicle Table 5. R.M.S. of body acceleration, suspension
braking system is used without ABS, the front wheel lock working space and dynamic tyre load for passive, active
up and stop in less than half second, the vehicle will take with ABS and integrated control between active
more than 3 seconds and 47 meter to stop. When ABS suspension and ABS
is used, the wheel prevented from lock up and stopped
when the vehicle stops and take less than 2.5 second System+ABS Passive Active Int.Cont.
and 32.5 meters to stop. B.Acc. F 2.057 0.43 2.001
(m/s²) R 2.697 0.54 1.501
When the integrated controller between active F 0.0164 0.019 0.042
suspension and anti-lock braking system is used, the SWS (m)
R 0.0168 0.02 0.037
vehicle stopped in less than 2.15 second and 31.15 F 873 1608 1813
meter. In other hand, the integrated controller improves DTL (N)
R 911 1761 1742
the braking distance and time by 4 % relative to the
vehicle with separated ABS and active suspension
controller. CONCLUSION

Table 4. The values of stopping distance and time
for active suspension with and without ABS and
integrated control between active suspension and
ABS.
Stopping Stopping
System Distance
(m)
Active without ABS 47.96 3.357
Active with ABS 32.5
Integrated Control 31.15
Table 4. Shows a comparison between active with and
without ABS and integrated control in terms of stopping
distance and time. The integrated control between
active suspension and ABS gives the best braking
distance and time relative to active and active system
with ABS.
Figure 9. Shows the time histories of rear body
acceleration, center body acceleration, Pitch
acceleration and rear dynamic tyre load for passive and
active suspension with separated and integrated control
during braking process. It can be seen that the
active suspension system with fuzzy logic control
offers a significant improvement in body acceleration
compared with passive suspension. The improvement is
around 70 % for body acceleration. When integrated
control during braking is used, the body acceleration
increases especially in the last second in simulation,
that due to increase in normal force.
Table 5. Shows a comparison between passive, active
with ABS and active with integrated control between
active suspension and ABS. The active suspension
1- Active suspension separated controller using fuzzy
logic control with suspension working space and body
vertical acceleration as controller inputs gives
a significant improvement of 70% in terms of ride
comfort relative to passive suspension system.
Time 2- When fuzzy logic control in anti-lock braking system
(s) separated controller is used with wheel slip ratio and
wheel acceleration as controller inputs, the braking
2.35 distance and time are improved (33%) relative to vehicle
without ABS.
2.1
3- The proposed integrated controller between the novel
active suspension system controller and anti-lock
braking system improves braking distance and time
(4.2%) compared with separated active suspension and
ABS controllers.
REFERENCES
1- Soliman A. M. A. "Effect of Road Roughness on the
Vehicle Ride Comfort and Rolling Resistance", SAE
International Congress, USA, Detroit, Michigan, April,
3-6, 2006.
2- Soliman A. M. A. and Crolla D. A. “A Self Tuning
Controller for A Switchable Damper Suspension”,
International Journal of Engineering Simulation with
Industrial Applications” Vol. 2, No. 2, ISSN 1468-1137,
May 2001.
3- Yoshimura T., Nakaminami K., Kurimoto M. and Hino
J. "Active Suspension of Passenger Cars Using
Linear and Fuzzy-Logic Controls", Control
Engineering Practice, Vol.7, PP.41-47, 1999.
 Downloaded from SAE International by Univ of California Berkeley, Thursday, August 02, 2018

4- Soliman A. M. A., Abd El-Tawwab A. M. and Crolla D. NOTATION

A. "Adaptive Control Strategies for A Switchable
Damper Suspension System", SAE World Congress, A Vehicle frontal projected area
USA, Detroit, Michigan, February 26-29, 1996. Acc. Body vertical acceleration
ACf,r Front and rear integrated controller
5- Will A. B., Hui S., and Zak S. H. "Sliding Mode amplitudes
Wheel Slip Controller for an Antilock Braking As Road surface profile amplitude
System", International Journal of Vehicle Design, Vol. Csf,r Front and rear damping coefficient
19, No. 4, PP. 523-539, 1998. DTL Dynamic tyre load
Fd Aerodynamic drag force
6- Savaresi S. M., Tanelli M. and Cantoni C. "Mixed Ff,r Front and rear passive suspension system
Slip-Deceleration Control in Automotive Braking force
Systems", Transactions of the ASME, Vol.129, January Frf ,r Front and rear rolling resistance force
2007. Fxf,r Front and rear tyre-road friction force
Fzf,r Front and rear normal force
7- Will A. B. and Zak C. S. H. "Antilock Brake System g Acceleration of gravity
Modeling and Fuzzy Control", International Journal of H The height of C.G from road surface
Vehicle Design, Vol.24, No.1, 2000. Jwf,r Front and rear wheel moments of inertia
Jy Vehicle body moment of inertia
8- Lee Y. and Zak S. H. "Designing A Genetic Neural Ka Vehicle aerodynamic drag coefficient
Fuzzy Antilock-Brake System Controller ", IEEE Ksf,r Front and rear spring stiffness
Transaction on Evolutionary Computation, Vol.6, No.2, Ktf,r Front and rear tyre stiffness
April 2002. L Vehicle wheel base
Lf , Lr Distance from C.G to front and rear axles
9- Ting W. and Lin J. "Nonlinear Control Design of Mb Vehicle body mass
Anti-Lock Braking Systems Combined with Active Mbf,r Front and rear body mass
Suspensions", IEEE Proceedings-Control Theory and Mt Total vehicle mass
Applications, 2006. Mwf,r Front and rear wheel mass
qf,r Front and rear integrated controller force
10- Allenye A. "Improved Vehicle Performance Using rd Tyre dynamic radius
Combined Suspension and Braking Forces", Vehicle SWS Suspension working space
System Dynamics, 27(1997), PP. 235-265. t Time
Tbf,r Front and rear wheel brake torques
11- El-Demerdash S. M., Abd EL-Hady M. B., Al-Nashar Tbm Mean brake torque
M. A. and Emam A. S. "An Integrated Control for Uf, r Front and rear active suspension force
Vehicle Active Suspension and Anti-Lock Braking V Vehicle velocity
Systems", Engng. Res. Jour., Vol.92, PP.M1-M15, April  Vehicle acceleration
2004. V
Zb Body vertical displacement at center of
12- Shoo J., Zheng L., Li Y. N., Wei J. S. and Luo M.G., gravity
"The Integrated Control of Anti-Lock Braking System Zbf,r Front and rear body vertical displacement
and Active Suspension In Vehicle", 4th International Zof,r Front and rear road input
Conference on Fuzzy Systems and Knowledge Zwf,r Front and rear wheel vertical displacement
Discovery, Vol.4, PP.519-523, 2007. [n1,2,3 Road surface parameters

4 Body pitch acceleration
CONTACT Ȝ Wheel slip ratio
ȝf, r Front and rear tyre-road friction coefficient
Prof. Dr. Aref M. A. Soliman, Dean of the Faculty of
Engineering, South Valley University, Egypt  f, r
Ȧ Front and rear wheel angular acceleration

E-mail arefmsoliman@yahoo.com

Eng. Mina M. S. Kaldas, Teaching Assistant at

Automotive and Tractors Engineering Department,
Faculty of Engineering, Minia University, Egypt

E-mail mms_kaldas@yahoo.com
 Downloaded from SAE International by Univ of California Berkeley, Thursday, August 02, 2018

Figure 8. A comparison between front wheel linear

Figure 7. A comparison between front wheel slip ratio, velocity, vehicle velocity, vehicle acceleration and
normal force, tyre-road friction force and brake torque vehicle stopping distance during braking process with
during braking process with and without ABS using and without ABS using integrated control.
integrated control.
 Downloaded from SAE International by Univ of California Berkeley, Thursday, August 02, 2018

Figure 9. A comparison between rear, center and pitch

body vertical acceleration and rear dynamic tyre load
during braking process with ABS for passive, active and
integrated control between ABS and active suspension
system.