Hardware-in-the-Loop Simulation of Anti-lock Brake System Control for Motorcycles

• Main Authors: YEH,YUN-YEN, 葉雲諺
• Other Authors: CHEN,CHIH-KENG
• Format: Others
• Language: zh-TW
• Published: 2019
• Online Access: http://ndltd.ncl.edu.tw/handle/7tj543

碩士 === 國立臺北科技大學 === 車輛工程系 === 107 === In this paper, the BikeSim software is used as a reference model, and the whole is divided into hardware in the loop simulation and computer simulation. It uses its own design of vehicle dynamic model, longitudinal tire model, and verification with BikeSim. By designing the vehicle dynamic model by itself, the dynamic information is obtained to know the vehicle speed and the wheel speed to calculate the slip. The PID control of the slip is combined with the switch control to perform pressure modulation, simulating three different friction coefficient roads of high, medium and low. The hardware loop simulation uses a self-designed pressure model to compare with the hardware loop pressure. After comparing the two, the computer simulates the data closer to the actual vehicle data. The pressure is continuously boosted, held in pressure, and stepped down, so that the braking distance and the stopping distance are shortened to achieve the anti-lock braking system function. In this paper, we use the self-built pressure model and vehicle dynamic model. The thesis is divided into computer simulation and hardware loop simulation. When the initial speed is set to 80km/hr, the vehicle speed and the wheel speed change after the controller is started in an emergency situation, and the slip and pressure changes are observed under three different friction coefficients is high, medium and low. The ABS controller controls the slip within the optimal braking force range to obtain the maximum braking force, until the vehicle stops. The oil pressure changes according to the slip. The adjustment pressure is adjusted in the area, and finally less than 10km/hr. That is to exit the ABS mode. In this paper, the hardware loop simulation part uses the same PID parameters and different PID parameters to make adjustment control. After three different friction coefficient pavements are controlled by the same and different parameters for different environments. The effects of vehicle speed, wheel speed and pressure change after the simulation test. It can be seen from this paper that the addition of different parameters has almost no change under the high friction coefficient, but when the friction coefficient is lower, the difference between the different parameters and the same parameters will result in a difference, indicating that the same friction coefficient has been designed for different parameters. Good parameters can effectively reduce the braking distance and braking time.