The Control of Anti-Lock Braking System (ABS) and Anti-Skid Reduce System (ASR)

in the Diesel-Powered Cars Based on the TMS320F243 DSP

Branislav Lojko, Peter Fuchs

Department of Radio and Electronics, Faculty of Electrical Engineering and Information
Technology, Slovak University of Technology, Ilkovičova 3, 812 19 Bratislava
E-mail: lojko@kre.elf.stuba.sk, fuchs@elf.stuba.sk

Abstract
This paper presents a design of combined safety system (ABS&ASR) designed for
using in the diesel-powered cars. There is an introduction to problem, description a physical
terms of function, available information about this systems and design of block structure. The
core of system is designed following of DSP controller TMS320F243, high performance
product of Texas Instruments. In article is described four-channel version ABS&ASR with
engine intervention and brake intervention.

1. The physical terms of a tire on the road

At the moving vehicle are affected weight force, air resistance and voluble resistance of
tire above all. The force actuating for tire is consist of
o circumferential force, which is descended from driving mechanism,
o side force, which is descended from vehicle control,
o normal force, which is descended from vehicle weight.
The forces efficiency depends from road status, tire status and atmospheric conditions. The
transferred force intensity between road and tire at accelerating or decelerating are determined
by the friction forces. A car safety systems (ABS&ASR) are seeked maximum uses
instantaneous value of the friction forces, which is determined by the adhesive force [1], [2].
The more is friction force FT, the more can be driving force of motor F and the more will be
car accelerating. If value of friction force will be decreased come about wheel skid. In this
case, ABS&ASR system must decrease of motor driving force to the FT level and if some
wheel is skiding, it must be slowed. The most important parameter procesed in ABS&ASR
systems is slip. The slip is non-dimensional parameter designated λ. This parameter determine
of skid rate at the roll moving in braking time
v F − vU vU
λ= = 1− (1)
vF vF
or in accelerating time
vU − vF vU
λ= = −1 (2)
vF vF
where vF [m.s-1] is a car speed and vU [m.s-1] is a circumferential speed of wheel.
The dependence of the adhesion coefficient on the braking slip value is in Fig. 1. The value of
adhesion coefficient µHF rising from zero slip very sheer and achieve maximum value
approximately between 10% till 40% braking slip. The rising part of this curve called stabile
sphere, falling part called astabile sphere. The car safety systems seek keep slip value in the
interval from 0 to 20%.

2. Systems description
ABS refers to a number of devices designed to avoid wheellock during hard and panic
braking conditions. These systems have gained world attention only in the past fifteen years,
but even the simplest system provides huge gains over electro-mechanical systems. Four
 a b
µ
1,0

µHF
0,5
α=4°

µTS
A B

0 50 100 λ(%)
Fig. 1: The dependence of the adhesion coefficient on the braking slip value

wheel systems provide more security with both steerability and stability, and are second only
to engine control in electronic content. ABS systems are designed around system hydraulics,
sensors and control electronics. These systems are dependent on each other and the different
system components are interchangeable with minor changes in the controller software [3].
Anti-Lock systems are low cost with one wheel sensor on the differential, one control circuit
and a system controller or primarily light truck and front wheel drive passenger cars. This
improves stability and only affects the rear wheels.
Anti-Skid systems provide the next level by adding control to all wheels and includes–three
wheel sensors, three control ircuits and the system controller. This system provides both
steerability and stability during heavy braking, meaning that a driver can maintain full
control of the vehicle.
Advanced Anti-Skid system is upgrade of the previous system and requires four wheel speed
sensors, four control circuits, and a high performance control system. This system provides
greatly increased control decreased stopping distances, split surface control (dissimilar road
surfaces), and automatic parameter adjustment (to match weather changes). Presently, this
system is used only on very high performance vehicles.

3. Traction Control
To control wheel “slip” during acceleration on slippery surfaces, the control system
must balance the torque at the driven wheels and the friction from the road and tire surfaces.
Two of the most popular methods for controlling torque are engine intervention and brake
intervention. These techniques apply the brakes intermittently, where wheel “slip” has been
determined, to absorb excess engine torque. Engine intervention techniques provide some
means of controlling torque by either fuel or spark timing adjustments. In the diesel-powered
cars is engine intervention provided of power control rod of motor inject pump.

4. System hydraulics
The hydraulic system in the vehicle is augmented by the addition of special hydraulic
solenoid switches which allows the control unit to modulate the brake pressure on each of the
controlled wheels. The number of wheels controlled depends on the configuration selected by
the manufacturer. Typically, an Anti-Lock system has one control circuit which acts on both
of the rear wheels, while an Anti-Skid system has three control circuits; one for the two rear
wheels and one for each of the two front wheels. These hydraulic switches allow the brake
pressure to be increased, decreased, or held constant during ABS control of the circuit. In the
non-operating mode the switches are in the pressure increase position which under normal
driving conditions equates to flow through position. Control circuits are either one three
position switch or two two-position switches, again depending on the manufacturer. Recently,
a great deal of attention has been given to the use of Pulse Width Modulated (PWM) pumps
which act as pressure boosters on each of the control lines. This form ofcontrol is not only
more accurate but avoids many of the traditional problems associated with relatively slow
switching solenoids. PWM control will be the next hydraulic system advancement for ABS,
both in performance and in cost.

5. System elektronics sensors

Several different parameters must be checked during normal driving as well as during
ABS braking. Possibly, the most important input(s) is that of the speed sensor. In the form of
a reluctance sensor, it reads the passing teeth on a gear on the wheel hub. The sensor outputs a
sinusoidal wave form which must be changed to a digital wave proportional to wheel speed.
In addition, there are several on/off (digital) inputs which tell the processing unit if the brake
pedal has been depressed, if brake fluid is insufficient, and if the parking brake is on.

Speed Sensor Speed Sensor Speed Sensor Speed Sensor

of left back of right back of left front of right front
wheel wheel wheel wheel

SPU
Signal Processing Unit
(atenuators, limiters, filters, comparators, convertors to the TTL level)

SPI

Extern TMS320F243 TMS320F243

SCU
SEEPROM - (#2) (#1)
Solenoidos Control Unit
fault memory system diagnostic main processor

DECU
CAN bus Diesel Engine Control Unit

124 ohm 124 ohm

Power-Control Rod of
Inject Pump

Others internal systems

e.g. on-board computer

Fig. 2: ABS&ASR block structure

6. Processing
Processing unit reads the speed sensors to determine both wheel and vehicle speed,
and if an ABS event is occurring, and ABS control functions need to be performed. This can
include eight solenoids with feed lock loops, continuous self and system diagnosis, service
interface, and a display of system status. The substantial control requirements of an advanced
ABS system requires a very high performance controller.
7. Key design challenges
1. Provide a system that allows for a large number of wheel speed samples independently for
all four wheels within the allotted ABS cycle time of approximately 5 ms. Wheel acceleration
and deceleration calculations in realtime require fast multiply and divide instruction cycle
times to optimize the system response times.
2. Maximum fault tolerance and on-board diagnostics for sensor, actuator and internal
electronic faults.
3. Integration. In order to reduce size for mounting in very space limited locations, integration
must be optimized. This must be accomplished without a major impact on system cost.
4. Underhood operation. All components used in next generation ABS&ASR systems must be
capable of operation at ambient temperatures ranging from –40°C to +125°C.

8. Design of the ABS&ASR block structure

The real ABS&ASR system is consist of five level. At the first level, a physical
parameters needed to the system function are scaned by means of wheel speed reluctance
sensor (WSRS). At the second level, scaned signals are processing by means of atenuators,
limiters (overvoltage impulse limiting), low pass filters and at last are signals processing in
the zero detector, which is generated of TTL compatible impulse with constant width. At the
third level, mathematical processing of measured periods of the impulses is execute. There are
used adaptive algorithm usually. The fourth level provides power isolation of actuators and
last level executing action intervention into the brake system and motor power management.
The specific level in this hierarchy is zero level – software. This concept is presented on the
fig. 2. We are applied TMS320F243, high performance digital signal processor, at the position
of mathematical processing after account required facilities. This DSP provides control and
communication with peripheral equipment via SCI, SPI and CAN bus (external SEEPROM-
fault memory, on board computer and test PC).
The diesel engine control unit (DECU) is based on the PIC16F84 controller and it is receives
movement commands from a host (main processor), compares them to the actual position,
calculates the desired motor drive level and then pulses a full H-bridge [4]. In this way it
serves as a remote intelligent positioner, driving the load until it has reached the commanded
position. It is used to control proportional D.C. actuator. Because of the 5-wire serial
interface, the DECU can be installed near its power supply and load. Since the DECU is
running its own closed-loop PID algorithm, the host central processor needs only to send
position commands and is therefore free to service the main application software.

Acknowledgement
This work was supported by the Ministry of Education of the Slovak Republic under
grant VTP 102 “Digital Processing of Audio, Video and Biomedical Signals”.

Reference
[1] Lojko, B.-Fuchs, P.: The Control of ASR System in a Car Based on the TMS320F243
DSP. Diploma Thesis, Dept. of Radio&Electronics, FEI SUT, Bratislava 2002
(in slovak)
[2] Růžička, A.-Petrás, Z.: Anti-Lock Systems ABS-BOSCH. Robert Bosch
odbytová s.r.o., Praha 1998 (in czech)
[3] National Semiconductor Inc.: Adaptive Braking Systems (ABS). Arlington 1995
[4] Microchip Technology Inc.: Microchip Technical Library CD-ROM, First Edition 2000.
Arizona 1999