MODELLING AND EVALUATION OF A BRAKE

HYDRAULIC MODEL WITH ABS AND ESP

A PROJECT REPORT

Submitted by
KSHITIJ V. SONI [Reg No: RA1411011010111]

Under the guidance of

Dr. P. SATHISH KUMAR, Ph.D.
(Assistant Professor, Department of Automobile Engineering)

in partial fulfillment for the award of the degree

of

BACHELOR OF TECHNOLOGY

In

AUTOMOBILE ENGINEERING
of

FACULTY OF ENGINEERING & TECHNOLOGY

S.R.M. Nagar, Kattankulathur, Kancheepuram District

MAY 2018
 SRM INSTITUTE OF SCIENCE AND TECHNOLOGY
(Under Section 3 of UGC Act, 1956)

BONAFIDE CERTIFICATE

Certified that this project report titled “MODELLING AND EVALUATION OF A

BRAKE HYDRAULICS MODEL WITH ABS AND ESP” is the bonafide work of

“KSHITIJ V. SONI”, who carried out the project work under my supervision. Certified

further, that to the best of my knowledge the work reported herein does not form any other

project report or dissertation on the basis of which a degree or award was conferred on an

earlier occasion on this or any other candidate.

SIGNATURE SIGNATURE

Dr. SATHISH KUMAR Dr. LEENUS JESU MARTIN

GUIDE HEAD OF THE DEPARTMENT
ASST. PROFESSOR PROFESSOR
DEPT. OF AUTOMOBILE DEPT. OF AUTOMOBILE

Signature of the Internal Examiner Signature of the External Examiner

 ABSTRACT

Development of a vehicle is a process which takes years of work and hap-

pens in multiple stages, all of which are reliant on many other factors. A

few of these factors are time and money. If the development of some sys-

tems of the car can start at an earlier stage based on calculations, these

systems can be tested much earlier without reliance on other factors of

the vehicle timeline. The systems can be developed to a suitable extent

until the final touches are made with the full vehicle. This will save a

lot of time and hence costs. The solution is Hardware In the Loop (HIL)

testing of electronic systems as it would not require any physical compo-

nents other than the ECU which can be tuned and reset according to the

changes required.

For the HIL simulations, the project requires a virtual brake system model

which would be integrated with hardware and used for testing and recre-

ating real life situations. Such a system is to be modelled and the Electronic

Control Unit (ECU)’s functions are to be checked by use in HIL simula-

tions while testing functions like Antilock Braking, Electronic Stability,

Pressure Boosting, etc.

Scanned by CamScanner
 ACKNOWLEDGEMENTS

I owe thanks to the following people who helped and supported us in the preparation
of the project. I would like to thank our Director, Dr. Muthamizhchelvan, Faculty of
Engineering and Technology, SRM Institute of Science and Technology, Chennai.

I would like to express our deep sense of gratitude to Dr. Leenus Jesu Martin,
Professor and Head of the Department of Automobile Engineering, SRM Institute of
Science and Technology, Chennai, for giving me the opportunity to take up this project.
We would like to express our deepest gratitude to our guide Dr. P. Sathish Kumar,
Assistant Professor, Department of Automobile Engineering, SRM Institute of Science
and Technology, Chennai, for his valuable guidance, timely help, consistent support
and encouragement, which greatly contributed towards the successful completion of
the project. He has been a pillar of support times throughout.

I would also like to thank our Industrial Project Guide, Mr. Lovely Chadha, Senior
Systems Manager, BlueBinaries Engineering and Solutions Pvt. Ltd., Chennai- 603103
for his valuable inputs during the project reviews.

I would also like to extend our gratitude to our parents for their continuous support,
encouragement and motivation without which the completion of this project would be
impossible.

Kshitij Soni

iv
 TABLE OF CONTENTS

ABSTRACT iii

ACKNOWLEDGEMENTS v

LIST OF TABLES viii

LIST OF FIGURES x

ABBREVIATIONS xi

1 INTRODUCTION 1

2 Literature Survey 2

3 BRAKE HYDRAULICS - Components 4

3.1 Diagonal Split . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
3.2 Disc brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
3.3 Floating Callipers . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
3.4 ESP module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
3.5 iBooster . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
3.6 Motor Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

4 Driver Assist Systems 7

4.1 Electronic Stability Program (ESP) . . . . . . . . . . . . . . . . . . 7
4.2 Anti-lock Braking System (ABS) . . . . . . . . . . . . . . . . . . . 10
4.3 Electronic Brake Distribution (EBD) . . . . . . . . . . . . . . . . . 11
4.4 Hill Hold Control (HHC) . . . . . . . . . . . . . . . . . . . . . . . 11
4.5 Hill Descent Control (HDC) . . . . . . . . . . . . . . . . . . . . . 11

5 Plant Modelling 12

v
 5.1 Brake Hydraulics Model – Simulink . . . . . . . . . . . . . . . . . 12
5.2 Brake Hydraulics Model – SimScape . . . . . . . . . . . . . . . . 16

6 Model Functioning 18
6.1 Pedal and iBooster . . . . . . . . . . . . . . . . . . . . . . . . . . 18
6.2 Master Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
6.3 Brake Caliper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
6.4 Brake Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
6.5 Pressure Gauges . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
6.6 Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

7 Vehicle Model - CarMaker 23

7.1 Parameterization . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
7.2 Simulink model of CarMaker project . . . . . . . . . . . . . . . . . 23
7.3 Simulink Brake Model to CarMaker . . . . . . . . . . . . . . . . . 25

8 CarMaker Tests 26
8.1 Based on Road Surface . . . . . . . . . . . . . . . . . . . . . . . . 26
8.2 Based on system to be tested . . . . . . . . . . . . . . . . . . . . . 26
8.3 Based on Track . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
8.4 Based on Maneuvers . . . . . . . . . . . . . . . . . . . . . . . . . 28
8.5 Based on Driving Style . . . . . . . . . . . . . . . . . . . . . . . . 29
8.6 Additional Tracks . . . . . . . . . . . . . . . . . . . . . . . . . . . 30

9 Hardware Integration 32
9.1 dSpace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
9.2 Configuration Desk . . . . . . . . . . . . . . . . . . . . . . . . . . 33

10 HIL setup 34

11 Results 37

vi
 LIST OF TABLES

8.1 Based on Road Surface . . . . . . . . . . . . . . . . . . . . . . . 26

8.2 Based on system to be tested . . . . . . . . . . . . . . . . . . . . 26
8.3 Based on Track . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
8.4 Based on Maneuvers . . . . . . . . . . . . . . . . . . . . . . . . . 28
8.5 Based on Driving Style . . . . . . . . . . . . . . . . . . . . . . . 29
8.6 Additional Tracks . . . . . . . . . . . . . . . . . . . . . . . . . . 30

vii
 LIST OF FIGURES

2.1 HIL block diagram . . . . . . . . . . . . . . . . . . . . . . . . . 2

3.1 Hydraulic brake circuit with ESP functionality . . . . . . . . . . 4

3.2 System line diagram . . . . . . . . . . . . . . . . . . . . . . . . . 4

5.1 Simulink Model Interface . . . . . . . . . . . . . . . . . . . . . . 13

5.2 Model Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
5.3 Single Brake Circuit . . . . . . . . . . . . . . . . . . . . . . . . . 15
5.4 Simscape Brake Hydraulics Model . . . . . . . . . . . . . . . . . 16

6.1 Pedal and iBooster block details . . . . . . . . . . . . . . . . . . 18

6.2 Master Cylinder block details . . . . . . . . . . . . . . . . . . . . 19
6.3 Caliper block details . . . . . . . . . . . . . . . . . . . . . . . . . 20
6.4 Single Brake Circuit details . . . . . . . . . . . . . . . . . . . . . 20
6.5 Pressure Gauge block details . . . . . . . . . . . . . . . . . . . . 21
6.6 Pump block details . . . . . . . . . . . . . . . . . . . . . . . . . . 22

7.1 CarMaker Simulink GUI . . . . . . . . . . . . . . . . . . . . . . 24

7.2 Simulink Model of CarMaker Project . . . . . . . . . . . . . . . 24

8.1 Test Window - 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . 30

8.2 Test Window - 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . 31

9.1 Configuration Desk GUI . . . . . . . . . . . . . . . . . . . . . . 33

10.1 HIL setup - a . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34

10.2 HIL setup - b . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
10.3 HIL setup - c . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36

11.1 Instrument Cluster module . . . . . . . . . . . . . . . . . . . . . 37

11.2 Test results without ABS or ESP . . . . . . . . . . . . . . . . . . 38

viii
11.3 Test results with ESP . . . . . . . . . . . . . . . . . . . . . . . . 38
11.4 Test results with ABS . . . . . . . . . . . . . . . . . . . . . . . . 39
11.5 Test results view window . . . . . . . . . . . . . . . . . . . . . . 39

ix
 ABBREVIATIONS

ABS Anti-lock Braking System

ADAS Adaptive Driver Assist Systems

AV Outlet Valve

EBD Electronic Brake Distribution

ECU Electronic Control Unit

EPS Electronic Power Steering

ESP Electronic Stability Program

EV Inlet Valve

FL Front Left

FR Front Right

HDC Hill Descent Control

HHC Hill Hold Control

HIL Hardware In the Loop

HSV High pressure Switch Valve

RL Rear Left

RR Rear Right

RTI Real-Time

SUV Sport Utility Vehicle

TCS Traction Control System

USV Low pressure Switch Valve

x
 CHAPTER 1

INTRODUCTION

The brakes of a vehicle are the most important function. Many techniques have been
developed to improve the efficiency and safety of this system. Some of these methods
are the integration of technologies like ABS and ESP. These systems improve the driv-
ing and braking ability of the vehicle with the use of brake intervention. These systems
need to be properly tuned according to every vehicle for them to function precisely.
This needs a lot of testing and trial-and-error to remove all the plausible errors.
HIL testing is a way of integrating a mechanical system virtually with its electronic
counterparts. This can be used to obtain a certain level of testing ability which can in
turn save real testing time. The HIL testing of ABS and ESP ECU’s is done by running
a virtual car in a virtual environment. The car and environment are modelled to be as
accurate as possible which decreases the error. The data from the virtual base is taken
and sent to the Hardware i.e. ECU, the outputs of the ECU are taken and given back to
the virtual simulator and the vehicle behavior is monitored.
The Brake Hydraulics plant model generated enables the user for testing real life situ-
ations and test Adaptive Driver Assist Systems (ADAS), virtually. The model is tested
with a virtual iBooster module along with an ESP module which would incorporate
other functions like Traction Control System (TCS), HHC etc. This is required to per-
form real time testing and tuning of various ECU controlled functions of the vehicle
in early stages of its development. A plant model was generated using MATLAB-
Simulink according to the specific parameters of the vehicle. This model was made to
be compatible with the ECU for controlling ABS, ESP etc. The Simulink model was
then integrated with a vehicle model made in CarMaker. dSpace- Scalexio HIL sys-
tems were used along with its subsidiary applications to connect the ECU to the model
and use, analyze its inputs and outputs for closed loop testing. The tests were run in
CarMaker environment, creating multiple situations and driving scenarios which would
allow the user to observe the activation and functioning of all the present sub-functions.
The objectives of this project are:

• To create and simulate a plant model of hydraulic brake system for a to be com-
mercially produced vehicle.

• To make a plant model according to the manufacturer’s design specifications.

• To use the plant model to test and tune the provided hardware (ECU)) using a
Hardware In the Loop (HIL) system.

2
 CHAPTER 2

LITERATURE SURVEY

HIL simulation may be a powerful checking technique you can use to check embedded
management systems with good efficiency. When testing embedded management sys-
tems, safety, convenience, or value issues will create it difficulties to perform all of the
required tests. You’ll use HIL simulation to simulate the elements of the system that
cause these challenges, which supplies you the ability to completely check the embed-
ded management device in a virtual surrounding before continuing with real-world tests
of the whole system. With this capability, you’ll maintain reliability and time-to-market
needs in a very efficient manner as the systems you’re testing become a lot more com-
plicated.
An HIL test system must have 3 primary components: an Real-Time (RTI) processor,

Figure 2.1: HIL block diagram

I/O interfaces and an operator interface. The RTI processor is the core of the HIL sys-
tem. It provides settled execution of most of the system parts like hardware I/O com-
munication, information work, stimulation generation, and model execution. A RTI
system is usually necessary to supply associate correct simulation of the components
of the system that don’t seem to be physically be a part of the test. The I/O interfaces
square measure analog, digital, and bus signals that act with the unit below test. you’ll
use them to provide stimulation signals, acquire information for work and analysis, and
supply the sensor/actuator interactions between the ECU being tested and therefore the
virtual atmosphere being simulated by the model. The operator interface communicates
with the period processor to supply test commands and image. Often, this part addition-
ally provides configuration management, test automation, analysis, and reports of tasks
 Many HIL check systems use hardware fault insertion to make signal faults between
the ecu and the remainder of the system to check, characterize, or validate the behavior
of the device with these conditions. Some embedded management systems, like auto-
mobile, aircraft, or wind park, use multiple ECUs that area unit usually networks along
to perform cohesively. Even with the newest multicore process power, some systems
need a lot of process power than what’s out there for a single test bench single chassis.

Real-time HIL simulation technology is increasingly becoming an important tool

for the development of much higher quality vehicle electronic controllers of ever con-
trol systems. The HIL simulator system of ABS can show how the electronic devices
work in a rapid and economical method. Matlab is used for modelling and simulation
of the virtual vehicle dynamic model. As in the modeling and simulation process, these
enable it to settle the problem of different domain coupling, such as control algorithm,
electronics and mechanical, etc. The nice interface makes the system easier to use as
teaching demo software. Finally, the experiments results indicate that modeling and
HIL scheme for evaluating ABS is effective and feasible.

The papers used manually made mathematical models for the vehicle. A software
setup called CarMaker can be used to attain the vehicle model with higher accuracy and
less complexity and the same above mentioned method can be followed.

4
 CHAPTER 3

BRAKE HYDRAULICS - COMPONENTS

Figure 3.1: Hydraulic brake circuit with ESP functionality

Figure 3.2: System line diagram

 The brakes system developed was a general hydraulic system with an ECU and a
control module to take care of all the ADAS requirements. It is a part of the integration
of ESP ECU, the real hydraulic circuit is replaced with a software model. The circuit is
developed on the MATLAB Simulink platform, as the complete integration takes place
on Simulink. The valves are modelled in the system, which are virtually connected to
the real ECU through the HIL environment, the controls from the ECU are taken and
processed in real time using the model circuit.The basic circuit can be seen in Figure 2.1
and ??. It was designed for an Sport Utility Vehicle (SUV) and thus had the following
general characteristics:
• Mechanical System
• Driver Assist systems
- ESP
- ABS
- EBD
- HHC
- HDC

3.1 Diagonal Split

Diagonal split configuration is one of the types of dual-circuit braking systems in which
each circuit actuates one front and the diagonally opposite rear wheel. This is done
to ensure that in case of failure of one of the circuits, the other circuit can achieve
reasonably balanced braking.

3.2 Disc brakes

All the 4 wheels have disc brakes

6
3.3 Floating Callipers

Floating calipers on all wheels assure proper braking with reduced risk of misalignment.

3.4 ESP module

It is a module which takes care of all the electronic control systems and driver assist
systems including ABS, ESP, HHC, HDC etc. It is attached between both the brake
circuits and has inputs and outputs to all the individual brakes. It has 8 two-way valves,
one input and one output for each of the brakes. Two accumulators, one for each circuit
help in temporary retention of pressure.

3.5 iBooster

It is a system used to amplify the Braking force applied by the driver on the pedal.
Generally Vacuum Boosters are used which uses the Engine’s intake manifold pressure
to Boost the pedal Force. In Electric Vehicles, an iBooster must be used to Increase
the pedal Force as the engine is not present in electronic vehicles to supply the required
Negative pressure. It is a vacuum-independent electromechanical brake booster con-
taining a Motor controlled by an ECU, which takes input from the force sensor and
provides force accordingly. It can be tuned in different ways to provide different pedal
feels just by varying the settings of the ECU. It can also be combined with the ESP in
an Electric Vehicle to introduce Regen braking where the Drives feels baking force on
the pedal, but ESP opens the valves accordingly resulting in no rise in the brake fluid
pressure.

3.6 Motor Pumps

A hydraulic pump, driven by a motor run with battery power will be used to provide the
additional pressure required during the functioning of the driver assist systems.

7
 CHAPTER 4

DRIVER ASSIST SYSTEMS

All these systems are electronically controlled and operated by a single module i.e. the
ESP module.

4.1 ESP

Electronic Stability Program is used to reduce uncontrolled yaw changes in the vehi-
cle. This makes the vehicle more stable at high speed driving and panic situations. The
control unit takes input from the steering angle sensor, as well as the gyro sensor by
which it detects when the car over steers or understeers. The ECU then decides Braking
torque to be applied on each wheel to keep the vehicle under control. Any wheel can
individually be braked to generate reverse torque opposite to the yaw, thus correcting
the vehicle direction. This is done by using data from the wheel speed sensor, steering
angle sensor, yaw rate sensor and accelerometer.
The ESP module has 4 two-way valves one each for high pressure and low pressure for
both the brake circuits. 8 smaller two-way valves act as input and output for each of
the brakes as shown in Fig 3.2. When the ECU determines the requirement of ESP, it
actuates the valves for one of the wheels.
When ESP actuation is needed, the Low pressure Switch Valve (USV) valve is closed
and the High pressure Switch Valve (HSV) valve is opened. This closes the low pres-
sure line and sends the fluid to the pump. The pump sends high pressure fluid to the
brake line. The Inlet Valve (EV) acts as the inlet and Outlet Valve (AV) as the outlet. To
brake the wheel individually and properly, the EV lets the fluid in and then closes. The
AV opens and closes at a certain frequency to release the pressure and achieve proper
ABS like braking for ESP. The released fluid must also remain at high pressure to have
minimal pressure loss, this is done by the accumulator, which is able to generate enough
pressure.
Working Principle of ESP
Oversteering:
• Vehicle is yawing (rear axle of the vehicle is sliding outside)
• Yaw velocity is too high
• brake intervention at the curve outer front wheel stabilizes the vehicle

Understeering:
• The front axle of the vehicle slides outside the curve
• Yaw velocity is too low
• Brake intervention at the curve inner rear wheel stabilizes the vehicle

With ESP there are three different applications as follows,

Passive condition
Initial condition would be,
USV Open
EV Open
AV Close
HSV Close
When driver applies brake,
USV Open
EV Open
AV Close –> Open
HSV Close
Partially active condition i.e. ABS and ESP intervention
When the pressure generated by the driver is not sufficient to stabilize the vehicle. It
means, vehicle is being instable with brake application by the driver.
Initial condition would be,
USV Open
EV Open
AV Close
HSV Close
When vehicle is unstable with brake application,

9
 USV Open –> Close
EV Open
AV Close
HSV Close –> Open
Bring back to normal condition,
USV Open –> Close
EV Open
AV Close –> Open
HSV Close –> Open
• In this concept, the driver has already generated high pressure, but this pressure is
insufficient to stabilize the vehicle, with respect to that the High pressure switchable
valve must be able to open the suction path of the pump.
• If the ESP controller detects an unstable vehicle state, the USV valves (open at zero
current) will be closed and HSV valves (closed at zero current) will be opened.
• The two pumps then generate additional pressure to stabilize the vehicle. Once stabi-
lized, the outlet valve is opened and the excess pressure in the controlled wheel escapes
through the reservoir.
• As soon as, the driver releases the brake pedal, the fluid is pumped from the reservoir
back to the brake fluid pressure.
Fully active condition i.e. Only ESP intervention
Initial condition would be,
USV Open
EV Open
AV Close
HSV Close
When vehicle is instable without brake application,
USV Open –> Close
EV Open –> Close
AV Close
HSV Close –> Open
Bring back to normal condition,
USV Close –> Open

10
 EV Close –> Open
AV Close
HSV Open –> Close
• In this concept, if the ESP controller detects an unstable vehicle state, the USV valves
(open at zero current) will be closed and HSV (close at zero current) will be opened.
• The self-priming pump now pumps the brake fluid to the relevant wheel in order to
build up pressure.
• If pressure regulation is required for one wheel (for Yaw rate compensation) the other
wheels inlet valves will be closed and the outlet valves are opened.
• The HSV and USV will return to their original position.
• The brake fluid now flows from the wheels to the reservoirs.
• The pumps then empty the reservoir.

4.2 ABS

Anti-Lock Braking System is an electronic system which controls the brakes involun-
tarily during braking thus preventing wheel lock under hard braking conditions. This
helps maintain vehicle steering and stability. It recognizes incipient wheel lock at one
or more wheels in time to react by inhibiting further increases or initiating decreases in
braking pressure. It compares the data from the wheel speed sensors to sense any slip
among the wheels and acts accordingly along with driver application.
The ESP module is capable to take over the functioning of the ABS. On hard braking,
if the wheel speed sensors sense wheel lock, they open the AV valve and release some
of the pressure. The extra pressure required is supplied by the pump. The difference
between ESP and ABS is that ESP actuates purely on electronic intervention, But ABS
only actuates when the driver applies the brakes.
The three working steps are:
Increase
• EV open
• AV closed
• Motor/ Pump off
Hold

11
 • EV closed
• AV closed
• Motor/ Pump off
Decrease
• EV closed
• AV open
• Motor/ Pump on

4.3 EBD

Electronic Brake Force Distribution is required to acquire proper braking in different

conditions as it changes the brake line pressure instantaneously for all the wheels indi-
vidually. It utilizes existing ABS system hardware and eliminates the need for a con-
ventional rear brake proportioning valve.

4.4 HHC

Hill Hold Control is required during hill starts. It stores the brake pressure when on a
hill before starting for a few seconds. This gives the driver time to take over the controls
without any roll. It takes data from the accelerometer, Parking Brake, engine speed and
gear indicator.

4.5 HDC

It is a system inbuilt with the module along with Cruise control. It controls the speed of
the vehicle by using brake intervention in cases of hill descents. Taking data from the
pedal, engine speed, and gear indicator it slows down the respective wheels for a larger
amount of traction and no slip during descents.

12
 CHAPTER 5

PLANT MODELLING

Plant modelling, is a transfer function which shows relation between the input and the
output signals of a system. The plant model includes physical properties of the system
being designed. It may or may not have feedback signals.
In our case the plant model is being developed by the help of software. The Simulink
model is integrated with CarMaker. Various Control units such as control unit for ESP,
Electronic Power Steering (EPS), iBooster, Air bags etc. Have to be added to the basic
vehicle model along with our custom Brake hydraulics model. Suspension Kinematics
Model or Virtual control units can also be added to the Vehicle Plant model in Car-
Maker.

5.1 Brake Hydraulics Model – Simulink

The above circuit in Fig 3.1 and 3.2 shows the components in the hydraulic system for
one of the two single circuits of the diagonal split configuration, which constitute the
two-wheel cylinders, each one for the front and rear wheels.
The Brake torque generated at the wheels and the brake pressure at the wheel cylinders
are taken as outputs from the hydraulic system. Brake torques are given as input to the
CarMaker vehicle dynamics model for braking. Brake line pressure values are moni-
tored for ECU validation.
The master circuit is placed inside the master block having the defined inputs and out-
puts (Refer Fig 5.1 and 5.2). The master circuit comprises of the two circuit blocks
corresponding to the two diagonal circuits. Both the circuits take input form the com-
mon Master brake cylinder and pump circuit blocks. The wheel cylinder outputs from
both the diagonal circuits and the driver hand brake signal are connected directly to the
pressure to torque conversion block. The accumulator pressure reference is given to the
Motor pump for suction pressure from both the circuits. The actuator signals from the
ECU are connected to the respective blocks for valve control operations.
The individual circuits for the diagonal split have a common configuration and look like
Fig 5.3.

Figure 5.1: Simulink Model Interface

14
Figure 5.2: Model Overview

15
Figure 5.3: Single Brake Circuit

16
5.2 Brake Hydraulics Model – SimScape

The brake hydraulics model in Simulink is based on the circuit shown in Fig 3.2. The
model is prepared according to the requirements of the client and takes certain inputs
from the ECU. It was designed to be used in HIL simulations and thus has all the
required parameters as inputs.

Figure 5.4: Simscape Brake Hydraulics Model

17
 The Fig. ?? shows the system in a testing loop without the HIL blocks. Here the
input is given manually to check the outputs.
This model is made using the Hydraulic block set of SimScape libraries of Simulink.
The force applied by the driver is an input in Newtons. It is multiplied by the pre-
specified pedal ratio and iBooster multiplier in the block ‘Pedal and ibooster’. The
mechanical force is converted to hydraulic pressure in the ‘Master Cylinder’ block.
From here the mode divides into two circuits as per the diagonal split configuration of
the vehicle. Both the circuits have pumps to incorporate the ESP modules. These
circuits feed the fluid to two brake cylinders each through the respective input and
output valves. The operation of these valves is controlled by electric signals from the
ECU.

18
 CHAPTER 6

MODEL FUNCTIONING

The hydraulics model made in Fig ??, consists of sub blocks which are responsible for
individual functions. The basic model functioning will be explained hereafter.

6.1 Pedal and iBooster

Figure 6.1: Pedal and iBooster block details

This block decides the amount of force acting on the master cylinder after all the gains.
In Fig 6.1, (1) is the input force from the human input and the pedal ratio is a constant
referring to the mechanical advantage provided by the pedal. The boost ratio provided
by the iBooster is 8 but, the actuator can only exert a force up to a certain limit. The if-
else loop is the program for deciding the amount of force exerted on the master cylinder
in different cases.
6.2 Master Cylinder

Figure 6.2: Master Cylinder block details

In Fig 6.2, this block acts as a tandem master cylinder, i.e. two adjoined brake cylinders.
The parts named MC1 and MC2 are the basic master cylinder parts. The mid cylinder
acts as a dummy to support individual functioning of both the master cylinders. The
springs attached to each master cylinder provide the pedal returnability and feel. The
parts named R C are hard stops that limit the piston travel.
The Conn1 block is the force input to the master cylinder. Conn3 and Conn6 are the
outlets of the master cylinder joining to both the brake circuits.

20
6.3 Brake Caliper

Figure 6.3: Caliper block details

This block in Fig 6.3, acts as the brake caliper where Conn1 is input from the brake
line. This cylinder can be modelled according to requirement. The lower R C item is
the hard stop signifying the distance between the brake pad and the disc.

6.4 Brake Circuit

Figure 6.4: Single Brake Circuit details

21
The Fig 6.4, shows one of the two brake circuits in detail. Here valves 1 and 4 are inlet
valves and valves 2 and 3 are outlet valves. The inputs given to the valves here are kept
as constants, i.e. 0 and fluctuating from 0-1. These inputs are given by the ECU when
running in a HIL environment. The two subsystem blocks represent the rear right and
front left brake calipers. An accumulator in the middle takes responsibility of pressure
buildup and storage when the outlet valves are open. It is connected to the reservoir or
pump from here.

6.5 Pressure Gauges

Figure 6.5: Pressure Gauge block details

These pressure gauges as shown in Fig ??, are put at different points in the circuit to
check the pump pressures and line pressures.

22
6.6 Pumps

Figure 6.6: Pump block details

Fig 6.6, shows the pump which provides the extra pressure required for the functioning
of various driver assist systems. Here Connections 1 and 2 are inputs to both the braking
circuits. Connection 3 goes to the Pressure gauge. This pump is also actuated by signals
from the ECU in a HIL environment.

23
 CHAPTER 7

VEHICLE MODEL - CARMAKER

It is a software used for vehicle behavior simulations. It gives the user options to create
and configure a vehicle according to requirements and run it in different scenarios. This
software houses the capability to incorporation with other softwares like dSpace, Matlab
etc. and hardware which enables us to create a proper HIL environment for testing.
The vehicle model generated in CarMaker can also be obtained as a modifiable Simulink
file. This consists of all the major subsystems of the vehicle in a configurable format
along with an option to replace it with an in house developed model.

7.1 Parameterization

The Parameterization is carried out in CarMaker, in vehicle data set. The values for the
vehicle data are entered.

7.2 Simulink model of CarMaker project

The simulink model of the vehicle is available in the project directory under the folder
name of src-cm4sl. A few options for merging an external model pre-exist, you can
choose the model according to your requirement of integration. The Simulink model
overview is shown in Figure, which has three default blocks in place along with some
information about the model like Title, its compatible CarMaker version number and
few model descriptions on a brief.
 Figure 7.1: CarMaker Simulink GUI

The Simulink Block consists of a series of subsystem having its own architecture
and S-Functions as required by the CarMaker to process the signals and run the simula-
tion. The Blocks work with a time Sync commands, and the data is processed from one
block to the other in a flow and the flow cannot be altered or modified. Some signals
can be processed from the block to the previous blocks, using a time delay function, but
it is advised to avoid those delay functions as the data will be processed in the next time
step and the real time simulation may go slow with this kind of model modifications.

Figure 7.2: Simulink Model of CarMaker Project

Here, the blocks signify:

CMFIRST CarMaker environment
DrivMan Driver decision
module Vehicle Control Driver Controls
IPG vehicle Vehicle characteristics
CMLAST compilation of model with CarMaker

25
7.3 Simulink Brake Model to CarMaker

The brake hydraulics model must be integrated with the CarMaker simulink base so that
it overtakes the functioning from the stock model. For ESP integration we choose the
model: HydBrakeCU-ESP.mdl under the folder src-cm4sl. This model has pre-existing
functions to accommodate the input and output signals for the valves programmed for
ESP and ABS.
Once the model is integrated, It can be run in a Software in the loop configuration in
which the CarMaker simulation will take place along with simulink in the loop and the
data can also be recorded. The inputs coming from CarMaker will actuate the simulink
model, this will cause a change in vehicle behavior which can be visible in CarMaker-
IPGmovie.

26
 CHAPTER 8

CARMAKER TESTS

The CarMaker model is tested for many different conditions. These test maneuvers are
created in CarMaker itself.
The tests maneuvers created for the vehicle were as follows:

8.1 Based on Road Surface

Table 8.1: Based on Road Surface

Road Surface Coeff. of Friction

Dry Asphalt 0.7
Wet Asphalt 0.4
Ice Covered Asphalt 0.1
Gravel 0.3

8.2 Based on system to be tested

Table 8.2: Based on system to be tested

System Full Form

ABS Anti-lock Braking System
ESP Electronic Stability Program
TCS Traction Control System
EBD Electronic Brake Distribution
8.3 Based on Track

Table 8.3: Based on Track

Track Variety
Straight -
Hairpin Radii - 10, 25, 50m
J-turn -
Curve- Anticlockwise Radii - 225, 50, 80, 100, 150m
Curve- Clockwise Radii - 225, 50, 80, 100, 150m
Lane Change ISO
Double Lane Change ISO
Uphill 3, 5, 10, 15, 20, 30%
Downhill 3, 5, 10, 15, 20, 30%
Circle- Clockwise Radii- 25, 50, 80, 100, 150m
Circle- Anticlockwise Radii- 25, 50, 80, 100, 150m
Slalom -
S-Curve -

28
8.4 Based on Maneuvers

Table 8.4: Based on Maneuvers

Track
Progressive
Panic
Partial
50% Power
Wide Open Throttle
Free rolling
Full brake
Strong acceleration
Strong deceleration
Full brake with partial release 100% actuation with gradual release
Partial brake with increase
Double braking with
Brake Light Switch reset
Double braking without
Brake Light Switch reset
Variety
Smooth driving style
Impulsive and sharp driving inputs
Partial usage of controls
Half the power is applied
Full power is applied
The vehicle is left to roll without any resistance inputs
Full brake pedal actuation
High longitudinal acceleration limits
High negative acceleration limits
50% sudden actuation and gradual to 100%
Repeated, Full impulsive braking with full release
Repeated, Full impulsive braking with partial release

29
8.5 Based on Driving Style

Table 8.5: Based on Driving Style

Track Variety Description

Acceleration S1 100% Pressed
S2 0% Pressed
S3 Driver Controlled
S4 50% Pressed
S5 0-100% Slowly
Braking S1 100% with high ramp rate
S2 0% Pressed
S3 40-60% pressed with high ramp rate
S4 40-60% pressed with low ramp rate
S5 50% with extremely high ramp rate
S6 100% with low ramp angle
S7 50-100% with low ramp angle
Clutch S1 100% Pressed
S2 0% Pressed
S3 0-100% with low ramp rate
S4 Driver Controlled
Steering S1 Correction is not expected, Steering is brought back to 0
S2 Correction is not expected, Steering is kept at end position
S3 Correction is expected
S4 Driver follows a sinusoidal path

30
8.6 Additional Tracks

Table 8.6: Additional Tracks

Surface / Obstacle Description

Split 50% Ice - 50% Dry Asphalt
Split (Right Side High Friction) Left Side Ice
Split (Left Side High Friction) Right Side Ice
Chessboard Alternating patches of ice and asphalt
Bump Speed hump
Negative Bump Small dip
Pothole Round shaped dip
Washboard Sine wave type road
Gravel Unladen, stony road
Rough Road Rough road

Figure 8.1: Test Window - 1

31
Figure 8.2: Test Window - 2

32
 CHAPTER 9

HARDWARE INTEGRATION

The plant model developed must be integrated with hardware i.e. the model must be
connected to the ECU via the I/O ports on the dSpace hardware.
The dSpace hardware connects to Simulink which in turn is connected to CarMaker.
The simulink model can be connected to hardware i.e. ECUs via the subsidiary soft-
wares of dSpace. This allows the simulink model to be simulated according to the Car-
Maker inputs. These inputs are monitored and the data is sent to the integrated ECU,
which reads the data and controls the simulink model accordingly. This gives a model
which works in Simulink, communicates with CarMaker and dSpace and reacts based
on the inputs from both the real-time ECU and CarMaker. The CarMaker- IPGmovie
GUI lets us observe the effects of this merger in real-time.

9.1 dSpace

The dSpace- Scalexio system behaves as the hub for the HIL simulation. It integrates
with simulink through dSpace- ConfigurationDesk in which functions are created that
respond to the required simulink inputs. These functions are then linked through various
chips and a processor to each of the ECU terminals. This processor does the task of
differentiating the appropriate signals and sending them to the programs as required
and undertakes most of the functionality.
The dSpace system connects to the host PC i.e. the PC running simulink via optical
fiber cables to maintain speedy data transfer. According to the requirements, dSpace
chips are chosen to provide the necessary synapses between CarMaker and the ECU.
These chips connect the ECU to Configuration Desk. All the pins of these chips have
been defined to certain pins of the ECU connector, thus connecting all the channels
present in the simulation model to the respective ECU channel.
9.2 Configuration Desk

It is the software which lets you create input/output functions that can be configured to
the chipsets and connected to simulink on the other end. dSpace with simulink provides
special blocks for model integration. These blocks when connected to simulink, directly
connect the hardware to the software model. The basic layout of ConfigurationDesk is
shown in Fig 9.1.

Figure 9.1: Configuration Desk GUI

Here area 1 is where the external device pins are referred to, area 2 is the I/O
function generation area. Area 3 shows the signal blocks and can be sub-connected
to Simulink.
Once the functions are generated, hardware pins can be assigned to the functions ac-
cording to their types. And the setup can be completed.

34
 CHAPTER 10

HIL SETUP

Figure 10.1: HIL setup - a

 Figure 10.2: HIL setup - b

The HIL setup will have the whole system connected and functioning in real time.
CarMaker will be running the simulations in simulink and will be sending inputs to
dSpace which will send the referred signals to the ECU. The ECU will give command
signals which will be sent to Simulink through the dSpace setup.
Host PC is running the Developed Model. The Output is an Animated Video on the
IPGMovie And Also in the form of Graphs/raw data in IPGControl. The first Monitor
is displaying the Plant Model of the Vehicle and the second one is showing the Animated
Video of the car running on a Combination proving ground.
As in the Fig. 10.3, real Electronic stability program ECU is connected to the Host
PC via Crossover Ethernet cable through the dSPACE hardware placed on the racks.
Output of the HiL testing of the Model developed can be seen in the fig 10.3. All the
Required outputs can be achieved by using various tools present in the software,such as
IPGMovie, IPGControl, Instrument etc. The real time values can also be tapped from
the simulink model of the vehicle as explained earlier.

36
Figure 10.3: HIL setup - c

37
 CHAPTER 11

RESULTS

The testing results will show a sudden change in behavior of the braking system with
an electronic intervention. The actuation of ABS and ESP can be seen in the module
shown in Fig 11.1.

Figure 11.1: Instrument Cluster module

The HIL testing of the system was performed and the test results were seen. In the
images below, it is seen that the ABS and ESP actuation causes sudden drops in the
braking torque graph i.e. the top right graph. These brake interventions are provided
according to requirement judged by the virtual sensor data from CarMaker.
The graphs when seen clockwise are braking torque, individual wheel speed, car veloc-
ity, lateral accelerations and yaw velocity.
Figure 11.2: Test results without ABS or ESP

Figure 11.3: Test results with ESP

39
 Figure 11.4: Test results with ABS

Figure 11.5: Test results view window

40
I28.pdf
ORIGINALITY REPORT

9 %
SIMILARIT Y INDEX
8%
INT ERNET SOURCES
5%
PUBLICAT IONS
5%
ST UDENT PAPERS

PRIMARY SOURCES

1
link.springer.com
Int ernet Source 3%
2
Submitted to SRM University
St udent Paper 3%
3
Submitted to B.S. Abdur Rahman University
St udent Paper 1%
4
Green Energy and Technology, 2015.
Publicat ion <1%
5
Submitted to University of Bradford
St udent Paper <1%
6
www.archibaldandshorter.jaguar.co.nz
Int ernet Source <1%
7
gerritspeek.nl
Int ernet Source <1%
8
"Brakes, Brake Control and Driver Assistance
Systems", Springer Nature, 2014
<1%
Publicat ion

9
Bayar, K., J. Wang, and G. Rizzoni.
 "Development of a vehicle stability control
strategy for a hybrid electric vehicle equipped <1%
with axle motors", Proceedings of the
Institution of Mechanical Engineers Part D
Journal of Automobile Engineering, 2012.
Publicat ion

10
www.scribd.com
Int ernet Source <1%

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