• فهرست مطالب:

چکیده
۱ مقدمه
۲ مدل سازی
الف معادلات سیستم ترمز پنوماتیک
ب معادلات حرکت چرخ
۳ کنترل حالت اسلایدی برای ABS
الف طراحی کنترل
ب تجزیه و تحلیل پایداری
۴ شبیه سازی
۵ نتیجه گیری

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در این کار کنترل حالت تطبیقی اسلایدی برای سیستم ABS مطرح شد. نتایج شبیه سازی، عملکرد خوب و نیرومندی از سیستم حلقه بسته در حضور هر دو آشفتگی همسان و غیر همسان را نشان می دهد. یعنی تغییرات پارامتری و دینامیکی نادیده گرفته می شود. ما تنها مرحله ترمز را در نظر داشتیم، سپس مقدار برای α زمانی که به صفر تمایل دارد، همزمان با توقف ماشین است. استفاده از دستاوردهای تطبقی یک ضریب اضافی را فراهم می کند. زیرا می تواند کنترل مدیریت را انجام دهد.

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. INTRODUCTION The ABS control problem consists of imposing a desired vehicle motion and as a consequence, provides adequate vehicle stability. The main difficulties arising in the brake and active suspension control design are high non-linearities, uncertainties caused by external perturbations and parameter variations which are unknown. Therefore, the ABS has become an attractive research area in nonlinear systems control framework. On the other hand, sliding mode approaches have been widely used for the problems of dynamic systems control and observation due to their characteristics of finite time convergence, robustness to uncertainties and insensitivity to external bounded disturbances [1], [2]. Then, sliding mode control emerges as an very interesting alternative for ABS design. Several researchers have dealt with the issue of designing sliding-mode controllers for the ABS application are [3], [4], [5], [6], including the problem of extremum seeking [7]. In this work, our purpose is to discuss an ABS based on sliding mode using a simple model, regarding external disturbances and parameter variations. Similar methods has been treated previously in the above works. Subsequently, a relative degree one sliding surface is proposed; and, the for induce sliding mode dynamics, the use of a recent variation of the Super-Twisting Algorithm [8], a Lyapunov design of adaptive Super-Twisting Algorithm (ASTW) [9], is proposed, with adaptation rule based on the Lyapunov approaches presented in [10] and [11]. This control law provides finite time convergence to a bounded second order sliding set with reduction of chattering effect. Note that the sliding modes techniques are based on the idea of the sliding manifold, that is an integral manifold with finite reaching time [12]. This manifold can be implemented by different methods including use of discontinuous function or continuous with discontinuous derivatives (so called higher order sliding modes). Let us note, that this issue of implementation, as demonstrated clearly by Utkin in [13] and earlier works is computational and depends on the system behavior in the boundary layer of the sliding manifold. Thus, the main difficulty and innovations in continuous-time sliding mode research is in the choice of the manifold rather than in the reaching phase that belongs more to numerical issue. Indeed, once the sliding manifold σ(x) = 0 is chosen, the derivatives σ (k) of the function σ along the system trajectories can be expressed as function of control that has exactly same dimension as σ. Practically in all cases the sliding control is implemented via digital computers, so, discrete-time sliding mode is used, which is a version of a deadbeat control that makes σ to converge to zero in finite time. Let us note, that this algorithm can be dynamic, i.e. include past values of σ(tk) and in continuous-time will look as integrals of a function of σ. In the following, in Section II a mathematical model of the brake system is presented. In Section III an ABS controller design based over the ASTW method is proposed. An example of the proposed controller is presented in Section IV. Finally, the Section V presents the conclusions of the current propose. II. MODEL In this section, the dynamic model of a vehicle is shown. Here we use a quarter of vehicle model, this model considers the pneumatic brake system, the wheel motion and the vehicle motion. We study the task of controlling the wheels rotation, such that, the longitudinal force due to the contact of the wheel with the road, is near from the maximum value in the period of time valid for the model. This effect is reached as a result of the ABS valve throttling. In this work we only consider the braking stage. A. Pneumatic Brake System Equations The specific configuration of this system considers brake disks, which hold the wheels, as a result of the increment of the air pressure in the brake cylinder, Fig. 1.The entrance of the air trough the pipes from the central reservoir and the expulsion from the brake cylinder to the atmosphere is regulated by a common valve. This valve allows only one pipe to be open, when 1 is open 2 is closed and vice versa. The time response of the valve is considered small, compared with the time constant of the pneumatic system.

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• فهرست مطالب:

چکیده
۱ مقدمه
۲ مطالعات قبلی
الف سیستم های متغییر با زمان خطی SISO
ب بررسی کوتاهی در مورد صافی
۳ کاهش منظم ناظر
۴ موقعیت صحیح ناظر
۵ سیستم ترمز ضد قفل و کابرد آن در خودرو
۶ نتیجه گیری

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در این مقاله با استفاده از ناظر به منظور طراحی سیستم صافی برای ردیابی در سیسنم LTV اقدام نمودیم. این مزیت شامل خطا  است. یک روش با محاسبه برداراست که محتوای خروجی صافی ارائه شده است و مبتنی به قانون کنترل است که می تواند به عنوان کنترل RSD دیده شود. اما بدون معادله بزوت است. این در سیستم خروجی برای مسیر، با استفاده از پویایی ناظر است. قانون کنترل بر روی سیستم ضد قفل اجرای سطح بالاتری از نظر رویایی چرخ را نشان می دهد.

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INTRODUCTION In the control theory, the study of linear time-varying (LTV) systems has been important since this situation is encountered not only when some parameters of the system vary with time, but also when the system to be controlled is nonlinear and the problem is approached by linearizing this system around a desired trajectory which leads to an LTV model. For finite-dimensional and time-invariant linear systems, a well-known control design technique is obtained by polynomial two-degrees-of-freedom controllers [5], [11], [20] which were introduced fifty years ago by Horowitz [8]. More details are given in the reference therein and in the following these controllers will be denoted as RST controllers [7]. Whatever the chosen design method, this powerful method is based on pole placement and presents one drawback: it needs to know where to place all the poles of the closed-loop system at the outset. Following [4], by the use of flatness design control principles, the problem of pole placement which consists in imposing closed loop system dynamics can be related to the tracking problem, to design an RST (two-degree-of-freedom) controller with very natural choices of closed loop poles. In this design, a solution of the Bezout equation is obtained depending on the planned trajectories. The RST design controller problem is not easy to transcribe in the case of LTV systems due to the fact that the coefficients do not commute with the time derivative operator. Besides, the structure of the set of the poles of the closed-loop system is more complex. In this case, the pole placement problem was solved recently by Marinescu [1], who proposes some technical methods for factorization of linear time-varying transfert matrices. These key points lead to solve Bezout equation written in the timevarying framework. In order to overcome these two points in LTV framework, namely the choice of desired poles at the outset and the determination of solution for the Bezout equation, we propose in this paper to extend the flatness-based control strategy developed in [4] to the case of time-varying systems. It will be seen that applying the guideline induced by a flatness based control to a LTV system leads to express it in a natural RST form. This control strategy is be compared to the flatness-based control based on the use of a reduced order observer. The paper is organized as follows: in section II, some background notions about SISO LTV systems and flatness-based control strategy are presented. In section III, a reduced order observer for the state vector are presented. In section IV, the polynomial controller design based on exact observer is proposed. The state vector constituted by the flat output and its derivatives and the designed observer is without dynamics. In section V, the proposed strategy is illustrated on the control of an Antilock Brake System (ABS). II. BACKGROUND NOTIONS A. SISO linear time-varying systems For finite-dimensional, several input-output descriptions have been introduced for LTV systems.

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• فهرست مطالب:

 چکیده
۱ مقدمه
۲ دینامیک سیستم
الف مدل ماشین چهار چرخ
ب دینامیک لغزشی چرخ
۳ طراحی کنترلی
الف لغزش مورد نظر
ب قانون کنترل حالت اسلایدی
ج قانون کنترل پیشنهادی
۴ نتایج شبیه سازی
۵ نتیجه گیری

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پیشنهاد کنترل حالت اسلایدی عملکرد ردیابی لغزشی را به خوبی نشان می دهد. توقف نسبتا کوتاهی توسط سیستم کنترلر پیشنهاد شده به دست آمده است. این نشان می دهد که نیرومندی خوبی در حضور عدم قطعیت و اختلال وجود دارد. این کنترل می تواند برای چرخ جلو و عقب به صورت جداگانه باشد. شبیه سازی می تواند با توجه به زاویه لغزشی جانبی و زوایای دیگر انجام شود.

• بخشی از مقاله انگلیسی:

INTRODUCTION The development of anti-skid braking controller boosted the development of Anti-lock Braking System. The first anti-skid controller was developed n 1908 for a train. Thereafter in 1940’s electro-hydraulic ABS was designed for aircraft. In 1969 Ford introduced this system for motor car [11]. The implementation of electronic ABS came frequently in the market for the ground vehicle improving the maneuverability of the vehicle under severe braking condition. Today ABS comes in every sophisticated car in order to improve the passengers’ safety. Whenever driver presses a hard brake in an emergency situation in order to stop the vehicle as early as possible the wheel of the vehicle becomes locked and the vehicle starts sliding. During this, it is very difficult to control the vehicle in a desired manner. ABS exhibits directional control of the vehicle under such condition. The basic function of ABS controller is to provide a firm braking torque so that the slip ratio between tire and road surface is maintained properly. However the braking torque provided by the controller strongly depends on the longitudinal force of the tire. The nature of the tire force depends on the tire model [3, 8, 9, 12, 13, 15, and 18]. Therefore choice of the friction model is an important task for this system. The quarter car model [1, 2, 5, 12 and 16] has been used in ABS for simplicity and the nonlinear Dugoff’s dynamic friction model [2, 21] has been considered for modeling the system. The parameters such as vehicle mass, position of the center of gravity of the vehicle and the road tire friction coefficient are uncertain in nature. ISBN No. 978-1-4673-2048-1112/$31.00©2012 IEEE Therefore the controller should deal with the non-linear system and should be insensitive to the parametric variation and disturbances. The sliding mode controller [1, 4, 17, and 20] is very popular in this context as it has the property of finite convergence for a highly non-linear system and exhibits good robustness against the variation of the plant parameters and the external disturbances. This control algorithm for ABS appears frequently in the ABS literature. C. 0nsal[17] designed an ABS with sliding mode measurement feedback. Schinkle et al. [11] proposed a sliding mode approach to control the slip ratio of an ABS. The braking torque was taken as control input and wheel-slip ratio control algorithm was developed by the firstorder sliding mode controller. In 2008 K Park et al. [5] suggested the sliding mode controller for the ABS using feedback linearization. The chattering phenomenon [20] is a major shortcoming of the sliding mode control. Several chattering suppression method is proposed in the literature [6]. However the second- order sliding mode controller is generally not acceptable for ABS because of the chattering having high frequency. Predictive non-linear control with integral feedback [2] has been employed to improve the tracking performance of the controller. This method has been suggested as an alternative option to the sliding mode controller. The proposed sliding mode control law has been developed with appropriate sliding surface for the quarter car with dugoff’s friction model. As high speed switching of SMC limits the performance and produces unwanted pulsation in the brake pedal, the control law is further modified to reduce the chattering in steady state. A simplified block diagram of the system is shown in Fig. 1. The performance of the vehicle with sliding mode controller has been checked and the controller performances in terms of slip tracking, robustness etc. have been compared with the non-linear predictive controller [2] with the same simulation parameters. SYSTEM DYNAMICS The dynamics of the whole system comprises of the car model, tire friction model and the slip dynamics. A. Quarter Car model A simplified quarter car model [2] which holds necessary characteristics of the whole vehicle has been taken here to model the system. The free body diagram of the single-wheel model is shown in the Fig. 2.

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• فهرست مطالب:

چکیده
۱ مقدمه
۲ اندازه گیری سرعت چرخ در ABS
۳ طراحی با نیروی محرکه بدون جاروب در چرخ ها
۴ ABS های هوشمند بدون سنسور
الف پایداری و قابلیت اطمینان
۵ تجزیه و تحلیل طول موج های EMF برگشتی
۶ نتایج تجربی و بحث
الف تنظیمات آزمایشگاهی
ب نتایج و بحث
۷ نتیجه گیری

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موتور بدون جاروب در حال حاضر انتخاب اغلب سیستم های نیروهای محرکه با ارزش اقتصادی مناسب است. ما نشان دادیم که سیگنال EMF برگشتی بدون جاروب در مرکز چرخ می تواند باعث ساده سازی آرایش ABS شود. پیشنها نوآورانه طراحی، هزینه های نهایی را کاهش داده و نگهداری خودرو با حذف نیاز به سیستم ABS جداگانه از سنسور می باشد. آزمایش های ما نشان می دهد که سیستم ABS بدون سنسور هوشمند قادر به تولید سرعت دقیق چرخ و انجام شناسایی جاده بوده که هر دو به طور قابل توجهی به عملکرد ABS کمک می کند. ما انجام تعدادی از آزمایش ها را در شرایط مختلف جاده ای انجام دادیم و نشان دادیم که دقت روش ارائه شده بالاتر از ABS سنسوردار تجاری است. از این رو نیاز به سنسور جداگانه می تواند حذف شود. به طور خاص نتایج تجربی نشان می دهد که دقت اندازه گیری حسگر در سرعت چرخ از موتور BLDC با 8 جفت قطب حدود 50% بهتر از آن هایی است که توسط ABS سنسور دار تجاری به وجود آمده است. این نتایج نشان می دهد که دقت اندازه گیری موتور در تعداد کم جفت و قطب ها هنوز هم 40% بهتر از سنسورهای تجاری است. زمانی که روش DWT اعمال می شود. استحکام حسگر ABS برای BLDC نیز با ABS معمولی مقایسه شد و نتایج نشان داد که استحکام قابل توجهی در موتورهای BLDC سه فاز وجود دارد.

• بخشی از مقاله انگلیسی:

INTRODUCTION T HE antilock braking system (ABS) is a crucial safety system in modern vehicles. The role of the ABS is to maintain the steerability of the vehicle while trying to minimize the vehicle stopping distance in panic braking or challenging braking scenarios. In the last two decades, numerous attempts have been made to improve the performance of ABSs for conventional vehicles. As a result of using advanced control methods, the performance of ABS for conventional frictional brakes is close to optimal (see [1]–[6] and references therein). On the other hand, issues related to the design of ABSs for electric vehicles (EVs) have recently gained attention [7], [8], and the problem of designing ABSs for in-wheel EVs is yet to be investigated. In EVs that use the in-wheel design, a separate electric machine is available at each corner of the vehicle. These independent electrical machines provide unique opportunities for enhanced control strategies of the vehicle [9]. The availability of an electric machine at each corner of EV provides an additional degree of freedom in the design of the vehicle braking system as well. One approach is to use the regenerative back electromotive force (EMF) of the electric machine to recharge the EV batteries and produce regenerative braking torque to improve the performance of the braking system. However, in almost all existing EVs, it is common to disengage the regenerative braking torque during activation of ABSs and decelerate the vehicle entirely by the frictional braking torque [10]. The energy harvest during ABS activation cannot be economically justified as the ABS is rarely activated or is activated only for a very short time. The introduction of the additional regenerative braking torque could complicate the ABS control strategy and risks the safety of the vehicle. However, the regenerative back EMF of each in-wheel motor can still be effectively exploited to enhance the ABS of in-wheel EVs. Recently, a sensorless ABS was introduced in [11], and simulation results in the paper showed that the back EMF of a brushed in-wheel EV can be used to estimate wheel speed and identify road condition in real time. An accurate wheel speed measurement system for sensorless ABS of a brushed inwheel EV was realized in [12]. A more in-depth explanation of the above sensorless ABS was given in [13], which compared results of sensorless wheel speed estimations with measurement results of an actual ABS sensor. It was shown that the sensorless ABS introduced in [11]–[13] estimates the wheel speed with higher accuracy compared with ABS sensors and omits the need to install separate ABS sensors at each corner of the vehicle. The assumption underpinning this approach is that the regenerative back EMF can be used to simplify and improve the wheel speed measurement part of the ABS. This means that other parts of the ABS, including its controller, remain intact and the ABS standard or advanced control strategies that have been fully tested for many years and are legally approved can still be utilized. The above sensorless ABS was solely considered for brushed-dc-motor-driven in-wheel Evs. A brushed permanentmagnet dc motor has a very simple dynamic: Its back-EMF analysis is straightforward, and its efficiency and maintenance requirement are suboptimal due to the use of brushes for commutation. On the other hand, in-wheel EVs require motors with high efficiency and low maintenance for their propulsion system. As a result, brushless motors have gradually become the number one choice for almost all in-wheel EVs [8], [14]–[19]. This is despite the fact that the dynamics of brushless motors is more complicated than the brushed motors and therefore their back-EMF outputs are significantly different. In this paper, we investigate the feasibility of developing a sensorless ABS for brushless-motor-driven in-wheel EVs that would significantly reduce their maintenance and final cost and simplify their design.

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