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MODELING AND SIMULATION OF VEHICLE STEERING CONTROL ON STEER BY

WIRE SYSTEM USING FUZZY LOGIC AND PID CONTROL TUNED BY PARTICLE
SWARM OPTIMIZATION (PSO)

Conference Paper · April 2012

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3rd International Conference on Engineering and ICT (ICEI2012)
Melaka, Malaysia
4 – 6 April 2012
MODELING AND SIMULATION OF VEHICLE STEERING CONTROL ON
STEER BY WIRE SYSTEM USING FUZZY LOGIC AND PID CONTROL
TUNED BY PARTICLE SWARM OPTIMIZATION (PSO)
1 2
Fachrudin , Imam Robandi ,
1
Electrical Engineering Dept., Widyagama University. Malang, Indonesia, fadin_ft@yahoo.ac.id
2
Electrical Engineering Dept., ITS Surabaya, Indonesia, robandi@ee.its.ac.id
3
Mechanical Engineering Dept., ITS Surabaya, Indonesia, tantra@me.its.ac.id
Abstract—Steer-by-wire performance is largely determined
by the control system is applied. In this paper the present
modeling and simulation of vehicle steering control system
using Particle Swarm Optimization to tune the parameters
that are needed on Fuzzy Logic and PID control, the
cascade Fuzzy Logic and PID control used for controlling
lateral motion and yaw motion errors on the vehicle model
be represented in 10 Degree of Freedom system of vehicle
dynamics. The simulation results found that the Fuzzy Logic
control and PID control tuned by PSO in vehicle steering
control system adapt well the plant output to desired
trajectory so that the vehicle stability is maintained.
Keywords—Lateral motion control, Yaw motion control,
Tuned parameters.
I. INTRODUCTION
Steer by Wire system is one part of a large system in the
development of electric car technology systems, where
the cars electrical system is expected to be a future
vehicle with a high-performance control.
Steer by wire system is the absence of a conventional
relationship on a vehicle steering system in which the
mechanical linkage the between steering wheel and front
wheels on the vehicle removed and replaced by electric
propulsion [1].
There are two types of characteristics of steer by wire
system used is semi-automatic and fully-automatic steer-
by-wire system. Semi-automatic is a steer by wire system
that uses steering wheel to determine the direction of the
front wheel of the vehicle while the fully-automatic steer-
by-wire system without using the steering wheel, to
determine the direction of the front wheel of the vehicle
used a pre-programmed trajectory. Much research has
been developed on fully-automatic steer-by-wire systems,
among others, specifically to research on the input
trajectory that uses look-ahead and look-down systems
[2], using GPS technology [3] and the trajectory that uses
the lane guidance [4]. Likewise, research has been
developed on the active steering control methods, among
others, the use of an adaptive nonlinear control scheme
aimed at the improvement of the handling properties of
vehicles [5], Genetic Fuzzy Controller for Vehicle
Automatic Steering Control [6], adaptive fuzzy logic
networks adapting a model of Takagi-Sugeno
configuration [7].
Problems that arise are required an effort to improve
the performance fully-automatic steer-by-wire system,
one effort that is still very likely to be developed is about
the method of control, this will apply to any form of input
3
Nyoman Sutantra
trajectory is used. Artificial Intelligent very helpful in
accelerating the process control. Fuzzy Logic Control
(FLC) is a control that is quite reliable, but need to be
supported by a method for tuning the parameters of fuzzy
logic to quickly and accurately, PSO is an optimization
method that offers optimization process quickly and
accurately for tuning the parameters of Fuzzy Logic [8,
9].
In this paper, the fully-automatic models developed on
steer by wire system that be represented in a simulation
of active steering control using vehicle model with 10
degree of freedom (DOF) consisting of: 7-DOF vehicle
ride model, and 3-DOF vehicle handling model [10, 11].
Structure of control system developed consists of two
stages in cascade control, namely: the control of lateral
motion to eliminate unwanted lateral movement, the
control output is used as the setting point of the next
control; yaw motion control as falsifies the input steering
control system. Artificial intelligent control system using,
in this case the PSO selected for tuning the FLC
parameters in controlling the lateral motion and PID
tuning parameters to control yaw motion. The expected
outcome of this simulation, the active steering control
system using FLC and PID control tuned by PSO can
improve the vehicle dynamic performance.
Systematic are organized in this paper are 1) the
introduction and the review of some research done. 2)
Vehicle that represents the vehicle dynamic model with
10 DOF. 3) Control structure model for simulation of
active steering control, FLC and PID control is tuned by
PSO. 4) The simulation results, and 5) conclusions.
II. VEHICLE MODEL
Based on the concept of vehicle dynamics, vehicle model
has two major functions in the control of the vehicle, i.e.
lateral control and longitudinal control [12]. Models built
in this paper mainly focus on vehicle lateral control. This
paper represents a simulation of active steering control
using vehicle model with 10 degree of freedom (DOF)
consisting of 7-DOF vehicle ride model and 3-DOF
vehicle handling model [10, 11] .
3rd International Conference on Engineering and ICT (ICEI2012)
Melaka, Malaysia
4 – 6 April 2012
Figure 1. A 10-DOF Full Vehicle Ride and Handling Model
Vehicle Ride Model is represented as a 7-DOF system
consisting of a single sprung mass (car body) connected
to the four unsprung masses (front-left, front-right, rear-
left and rear-right wheels) at each corner (wheel). Sprung
mass has a freedom of movement to heave, pitch and roll
while the unsprung masses have freedom of movement
vertically on each wheel that is connected to the sprung
mass.
Referring to Figure 1, the force balance on sprung
mass is given as
Ffl + Ffr + Frl + Frr + Fpfl + Fpfr + Fprl + Fprr = ms Z&&s (1)
where,
Ffl = suspension force at front left corner
Ffr = suspension force at front right corner
Frl = suspension force at rear left corner
Frr = suspension force at rear right corner
ms = sprung mass weight
Z&&s = sprung mass acceleration at body CoG
F pfl ; F pfr ; F prl ; F prr = pneumatic actuator forces a
front left, front right, rear left and rear right corners.
Moment balance equations are derived for pitch θ and
roll ϕ , and are given as
( ) (
I yy θ&& = 2 aK s , f −bK s ,r Z s + 2 aC s , f − bC s , r Z& s )
( ) (
− 2 a K s , f + b K s , r θ + 2 a C s , f + b C s , r θ&
2 2 2 2
− aK s , f Z u , fl − aC s , f Z& u , fl − aK s , f Z u , fr +
− aC s , f Z& u , fr + bK s ,r Z u ,rl + bC s ,r Z& u , rl
+ bK s ,r Z u ,rr + bC s ,r Z& u ,rr
−( F pfl + F pfr )l f + ( F prl + F prr )l r
( ) (
` I xx ϕ&& = −0.5w 2 K s , f + K s ,r ϕ − 0.5w 2 C s , f + C s ,r ϕ&
+ 0.5wK s , f Z u , fl + +0.5wC s , f Z& u , fl
− 0.5wK s , f Z u , fr − 0.5wC s , f Z& u , fr +
+ 0.5wK s , r Z u ,rl + 0.5wC s ,r Z& u ,rl
− 0.5wK s ,r Z u , rr − 0.5wC s , r Z& u ,rr
w w
+ ( F pfl + F prl ) − ( F pfr + F prr )
2 2
where,
θ&& = pitch acceleration at body centre of gravity
ϕ&& = roll acceleration at body centre of gravity
Ixx = roll axis moment of inertia
Iyy = pitch axis moment of inertia
w = wheel base of sprung mass
By performing force balance analysis at the four
wheels, the following equations are obtained
m u Z&&u , fl = K s , f Z s + C s , f Z& s − aK s , f θ − aC s , f θ&
(
+ 0.5wK s , f ϕ + 0.5wC s , f ϕ& − K s , f + K t Z u , fl )
− C s , f Z& u , fl + K t Z r , fl − F pfl (4)
m u Z&&u , fr = K s , f Z s + C s , f Z& s − aK s , f θ − aC s , f θ&
(
− 0.5wK s , f ϕ − 0.5wC s , f ϕ& − K s , f + K t Z u , fr )
− C s , f Z& u , fr + K t Z r , fr − F pfr (5)
m u Z&&u , rl = K s , r Z s + C s , r Z& s + bK s , r θ + bC s ,r θ&
+ 0.5wK s , r ϕ + 0.5wC s.r ϕ& − (K s , r + K t )Z u , rl
− C s , r Z& u , rl + K t Z r , rl − F prl (6)
m u Z&&u , rr = K s , r Z s + C s , r Z& s + aK s , r θ + bC s , r θ&
− 0.5wK s ,r ϕ − 0.5wC s ,r ϕ& − (K s ,r + K t )Z u ,rr
− C s , r Z& u , rr + K t Z r , rr − F prr (7)
where,
Z&&u , fr = front right unsprung masses acceleration
Z&&u , fl = front left unsprung masses acceleration
Z&&u ,rr = rear right unsprung masses acceleration
Z&&
u ,rl = rear left unsprung masses acceleration
) Z r , fr = Z r , fl = Z r ,rr = Z r ,rl = road profiles at front
left, front right, rear right and rear left tyres.
Vehicle Handling Model used in this paper is 3-DOF
system with three degrees of freedom account for the
vehicle body with lateral movement (Ay) and longitudinal
(2) (Ax) and yaw motion (r).
) Longitudinal acceleration can be defined as
 Fxfl cos δ + F yfl sin δ + Fxfr cos δ 
 
 + F yfr sin δ + Fxrl + Fxrr 
ax =  
(8)
mt
(3)
3rd International Conference on Engineering and ICT (ICEI2012)
Melaka, Malaysia
4 – 6 April 2012
Lateral acceleration can be defined as
 F yfl cos δ − Fxfl sin δ + F yfr cos δ 
 
 − Fxfr sin δ + F yrl + F yrr 
ay =  
(9)
mt
where Fxij and Fyij denote the tire forces in the
longitudinal and lateral directions, respectively, with the
index (i) indicating front (f) or rear (r) tires and index (j)
indicating left (l) or right (r) tires. The steering angle is
.
denoted by δ, the yaw rate by r and mt denotes the total
vehicle mass.
The yaw motion is also dependent on the tire forces
F xij and F yij as well as on the self-aligning moments,
denoted by M zij acting on each tire:
w w w w 
 Fxfl cos δ − Fxfr cos δ + F xrl − Fxrr 
 2 2 2 2 
.. 1  + w F sin δ − w F sin δ − l F − l F 
r=  yfl yfr r yrl r yrr 
Jz  2 2 
 + l f Fyfl cos δ + l f Fyfr cos δ − l f Fxfl sin δ − 
 
 l f Fxfr sin δ + M zfl + M zfr + M zrl + M zrr  functions used in this paper is a triangular shape
 
(10)
where, J z is the moment of inertia around the z-axis.
Vehicle dynamics model built based on 10 DOF systems,
which means involving 10 mathematical equations that
represent 10 vehicle dynamic motion, vehicle models
built using MATLAB-SIMULINK application.
Figure 2. Full vehicle model in MATLAB-SIMULINK
III. SYSTEM CONTROL SIMULATION
Vehicle steering control system built on these simulations
using Fuzzy Logic control and PID control. The vehicle
front wheel alignment is the output of the plant. Plant
output is expressed in the yaw rate and slip angle which is
the characteristic lateral and longitudinal force. Plant
input is the steering input using a reference lookup table
x-y trajectory of the double lane change.
Figure 3. The Proposed Control Structure
A. Fuzzy Logic Controller (FLC)
FLC is the primary control on the Proposed Control
Structure is used to eliminate the error between the input
and output plant of lateral motion.
The main structure of Fuzzy Logic Control, among
others; Fuzzification, crisp variables in this process is
error and the delta error is converted into fuzzy variables,
Fuzzy sets of rules consist of some fuzzy rules are
grouped into the rule base.
Membership Function is a function to express the
degree of fuzzy membership. Form of membership
(Triangular Function), each membership function in the
input and output consists of seven triangular membership
functions with 49 rules, and FLC that is used has the
ability to simultaneously tune on the input and output
FLC. Each membership function has the term Negative
Big (NB), Negative Medium (NS), Negative Small (NK),
Zero (Z), Positive Small (PK), Positive Medium (PS),
Positive Big.
NB NS NK Z PK PS PB
-2.5∆ -2∆ -1.5∆ -1∆ -0.5∆ 0 0.5∆ 1∆ 1.5∆ 2∆ 2.5∆
Figure 4. Parameter Membership Function
All parameters of each membership function is a
function of ∆, so that if the value of ∆ changes, then any
parameters in membership function will change,
including changes in the central triangle and the width of
the triangle membership function. Change the value of ∆
depends on the multiplier of ∆, for the membership
function on the input of the error ∆E = 0.01 x ER;
membership function on the input of the delta error ∆D =
0.01 x DE; and membership function on the output ∆O =
3rd International Conference on Engineering and ICT (ICEI2012)
Melaka, Malaysia
4 – 6 April 2012

0.01 x OT. In this paper the value of the multiplier ER, PSO is initialized with a population of random
DE and OT optimized in advance using the PSO, so that solutions and search for the most optimal solution by
the width (Ln) and center (Pn) form a triangle updating members of the population. Each solution is
membership function according to the data to be called a particle randomly. Each particle moves in the
controlled. problem space and has the best value that has been
achieved, this value is called pbest. Value of the "best"
Pn Pn+1 others is the best value achieved by any particle in the
population, this value is called gbest. PSO has a velocity
that will change the position of the particle-particle at
each iteration. At each iteration the value of velocity and
position are updated.
Equation PSO algorithm consists of velocity and
position, the most fundamental is as follows:
Velocity:
-1∆ 0 1∆ 1∆ 0 1∆

Ln Ln+1
Figure 5. Parameter Membership Function (11)
And position:
Defuzzification is the process of changing the fuzzy (12)
output variable back into a crisp variable. Defuzzification
methods used in this paper is the Centroid where:
defuzzification. i = particle index
k = iteration
v = velocity of particle ith
B. PID Control x = position of particle ith
On The Proposed Control Structure is second control that p = the best position of particle ith (pbest)
is useful to refine the control system. FLC output used as G= the best position of swarm (gbest, the best from all
the setting point yaw motion, ideally, after the lateral particle)
motion errors are eliminated, giving the sense that the w = inertia
vehicle has moved without any lateral force, in other L1,2 = learning rates
words, that the yaw motion equal to zero. PID control R1,2 = random number with the interval [0 – 1]
used as a second control for yaw motion error elimination.
In the control system, known as some kind of control In this paper, an optimized variable number of 6
action and excellence, including Proportional (P) for a variables, which consist of 3 variables to determine the
fast rise time, Integral (I) to minimize error and parameters of membership function on FLC namely NE
Derivative (D) to reduced the overshot / undershot. PID parameters for error input, DE parameters for the delta-
Control Performance depends on the determination of the error input, OT parameters to output FLC and 3 variables
constants Kp, Ki and Kd. In this paper a constant value of to determine the PID control parameters in the form of
Kp, Ki and Kd obtained by tuning the system using the constants Kp, Kd and Ki. This means that PSO works
method Particle Swarm Optimization. optimize six variables simultaneously to find six of the
best particle position or the most optimal.
C. Particle Swarm Optimization
Optimization method based on swarm intelligence IV. SIMULATION RESULTS
algorithm is called behaviorally inspired as an alternative
to genetic algorithms, which often called the evolution- The simulation results using active steering control FLC
based procedures. This model be simulated in space with and PID control tuned by PSO.
a certain dimension with a number of iteration so that at
each iteration, the particle's position will increasingly FLC parameters obtained as follows:
lead to the intended target ER = 8.0617
Particle Swarm Optimisation (PSO) is an optimization DE = 7.3913
technique developed by Dr. Eberhart and Dr. Kennedy in OT =5.1802
1995, inspired by social behavior of a flock of birds or
fish. For example there is a flock of fish that randomly While the PID control parameters as follows:
search for food in a region and there is only one meal Kp = 79.9145
there. All the birds do not know where the location of Ki = 4.0815
these foods, but they know how far they are from the Kd = 0.1830
food in every iteration. So the most effective strategy is to
follow the fish closest to the food.
3rd International Conference on Engineering and ICT (ICEI2012)
Melaka, Malaysia
4 – 6 April 2012

And graph the results of the simulation is shown in the

following graph;
Table 1. Benchmark Control System

Velocity
Control C RMS Error
m/s = km/h

13.88 = 50 0.00718
1 PID – PID 16.66 = 60 0.00851
19.44 = 70 0.00994

13.88 = 50 0.006157
2 FL – PID 22.22 = 80 0.006874
23.61 = 85 0.006938

13.88 = 50 0.004620
Figure 6. Desired Trajectory
3 FL – PID tuned PSO 22.22 = 80 0.005452
23.61 = 85 0.005551

Figure 7. Output Plant
V. CONCLUSIONS
The results of simulation tests it was found that by
using fuzzy logic control system on the lateral motion,
and the PID control system in yaw motion tuned by PSO
of the plant in the form of full vehicle model, vehicle
stability can be maintained in accordance with the desired
trajectory (velocity maximum 23.61 m/s; CRMS error =
0.005551). These results represent the first stage in the
form of simulated active steering control that further
testing will be done through the HILS (Hardware in the
Loop simulation) in subsequent research.

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Melaka, Malaysia
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