Mechanical Simulation CarSim and TruckSim

755 Phoenix Drive, Ann Arbor MI, 48108, USA

Phone: 734 668-2930 • Fax: 734 668-2877 • Email: [email protected] carsim.com

Brake System
The Brake System Model ....................................................................................... 1
Top-Level Control ...........................................................................................1
Pressure Control ...............................................................................................3
Actuator Dynamics .......................................................................................... 3
Brake Torque, including Lock-up Behavior ....................................................4
Configurable Functions in the Brake Model .......................................................... 4
Brake System Screens ............................................................................................4
Brakes: Four-Wheel System and Brakes: Two-Wheel System........................5
Brakes: Caliper Pressure vs Volume.............................................................. 10
Brakes: Caliper and Rotor Properties ............................................................11
Replacing Parts of the Brake System ...................................................................14
I/O Variables for the Brake System ...............................................................14
Using an External ABS Controller: Types A and B ......................................14

The brake system in CarSim and TruckSim provides brake torque at the wheels based on control
from the driver and intervention systems such as antilock brake systems (ABS) and electronic
stability controls (ESC). Brake torque is reacted by an unsprung mass and always opposes the
direction of rotation of a wheel.

The Brake System Model

Parameters for the brake system are set using the screens described in this document and are
listed in the Braking section of the Echo file produced for each simulation (Figure 1). Note that
the names of Configurable Functions used in the brake model are also given in comments in the
Echo file (lines 389-391).

Top-Level Control
The top-level control for the brake system is specified either as a pedal force or a fluid pressure
from the master cylinder. The parameter OPT_BK_PEDAL determines the form of input. If set to
0, then no information is needed about the brake pedal force; the input to the system is simply the
master cylinder pressure. If OPT_BK_PEDAL = 1 then a pedal force is defined as the input and is
converted directly to a master cylinder pressure. If OPT_BK_PEDAL = 2 then the pedal force is
increased by a booster that provides the pressure to the master cylinder.
If the closed-loop speed controller is used, it adjusts the pedal force or master cylinder pressure
based on the settings for the speed controller.

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Brake System

Figure 1. Section of the Echo file that lists brake parameters and Configurable Function names.

Note Be aware that the open-loop brake control is always applied, even when
using the internal closed-loop speed controller. If a complicated scenario
is used that goes between closed-loop and open-loop controls, be sure to
set the open-loop brake control to zero when the closed-loop speed
controller is active.

Master Cylinder Control

When OPT_BK_PEDAL = 0, any parameters or Configurable Functions involving pedal force are
ignored; the input to the brake model is the master cylinder pressure. The open-loop braking is
defined using the Configurable Function PBK_CON, as set with datasets from the library
Control: Braking MC Pressure (Open Loop).

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Pedal Force Control

When OPT_BK_PEDAL is 1 or 2, the input to the brake model is the pedal force. The open-loop
braking is defined using the Configurable Function F_BRAKE_PEDAL, as set with datasets from
the library Control: Braking Pedal Force (Open Loop). In this case, the function PBK_CON is
not used.

Pressure Control
The variables used to track the controls and fluid pressures follow the sequence shown in Figure
2. For each wheel, a line pressure from the master cylinder is subject to a proportioning valve
resulting in a delivery pressure. An optional controller provides the controller pressure to an
actuator, which might have dynamics that affect the pressure provided to the actuator. The
actuator generates brake torque.

Figure 2. Flow chart for fluid pressure leading to brake torque.

Traditional brake systems often used a proportioning valve or other fluid control to deliver
different pressures to front and rear brakes. In the model, delivery pressure is calculated using a
Configurable Function of both the line pressure and the instant tire vertical load. With modern
systems that have ABS controllers, this proportioning is often not included. In these cases, the
Configurable Function should be set to a coefficient of 1.0.
CarSim and TruckSim include a simple built-in ABS controller that may be used to modulate the
delivery pressure to provide a controlled pressure.

Actuator Dynamics
Three options are available in the model for representing the transient behavior of the actuator.
The choice is specified for each brake using the parameter OPT_BK_DYN.
If OPT_BK_DYN = 0, there are no dynamics: the actuator pressure is simply the same as the
controller pressure.
When OPT_BK_DYN = 1, the transient behavior of the brake actuator is characterized with a
first-order delay time constant, used in a differential equation for the actuator pressure as
described later.
When OPT_BK_DYN = 2, the transient behavior of the brake actuator is modeled in terms of the
volume of fluid in a caliper, as described later.

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Brake Torque, including Lock-up Behavior

A brake applied to a non-spinning wheel behaves differently than the same brake when applied to
a spinning wheel. The spinning wheel has a dynamical degree of freedom; the locked-up wheel
does not.
When applied to a spinning wheel, the brake torque is mainly a function of the applied fluid
pressure and serves to resist the spin by dissipating energy. However, when applied to a non-
spinning wheel, the brake torque reacts as needed to prevent wheel spin, without dissipating
energy or doing any work.
When the wheel is spinning, brake torque is defined as a Configurable Function of fluid pressure
and possibly temperature. Details for the thermal model are described later. In the case of the
model that does not include thermal effects, the torque is calculated directly from the actuator
pressure.
The CarSim/TruckSim brake models account for the non-spinning state by representing the
locked brake with a torsional spring and damper that winds up as needed to react to tire/ground
forces. This change in the model equations occurs when the spin rate reaches zero. At that time,
the equations are activated for the torsional spring and damper to allow the wheel to achieve a
true static equilibrium in the locked state. The properties of the spring and damper applied at this
step are determined automatically by the math model to meet requirements of numerical stability,
based on the frequency and damping parameters LOCK_BK_R_FREQ and LOCK_BK_ZETA (see
lines 393 – 396, Figure 1, page 2). These parameters are not represented in the GUI; however,
advanced users may set them using a miscellaneous yellow field.
The brake remains locked as long as the magnitude of the torque from the spring/damper system
is less than the magnitude of the current value of the applied brake torque. If the spring/damper
torque exceeds the applied torque, then the spring/damper is disabled.

Configurable Functions in the Brake Model

Configurable functions are used to describe the nonlinear relationships in the system. Table 1 lists
the libraries used to specify datasets for configurable functions with standard editing and viewing
controls as described in detail in the VehicleSim Browser Reference Manual. The tabular datasets
are identified for the solver programs by keywords based on the root names listed in the table.
These are also identified in the Echo file (see lines 389-391, Figure 1, page 2).

Brake System Screens

The main brake system screen in CarSim is named Brakes: Four-Wheel System. In TruckSim,
brake properties are specified on a per-axle basis using the datasets from the library Brakes:
Two-Wheel System.
Another library is provided in CarSim named Brakes: Trailer Two-Wheel System. It is similar
to the other two, but has no user controls for setting the top-level controls.

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Table 1. Summary of brake system table libraries.

Library Screen Root Keyword(s) Description
Brakes: Booster Force F_BRAKE_PEDAL_BOOST Brake booster output force vs. input
(master cylinder) force
Brakes: Caliper Pressure vs. PBK_CALIPER Brake caliper pressure vs. brake
Volume caliper volume
Brakes: Cooling Coefficient BRAKE_COOL Rotor cooling coefficient vs. vehicle
speed
Brakes: Proportioning/Limiting PBK_DL Pressure output from proportioning valve
Valve vs. input pressure and tire Fz
Brakes: Torque MY_BRAKE Brake torque vs. actuator pressure
Brakes: Torque vs. Rotor MY_BRAKE_TEMP Brake torque vs. actuator pressure and
Temperature temperature

Brakes: Four-Wheel System and Brakes: Two-Wheel System

The CarSim library Brakes: Four-Wheel System (Figure 3) is used for the main vehicle, which
always has four wheels. It is also used for the brakes in four-wheeled trailers. The screen for the
TruckSim library Brakes: Two-Wheel System is nearly identical to the four-wheeled screen, but
as expected from the name, it only has settings for two wheels.

Pedal Force Equations

When pedal force is selected as the top-level control, the master cylinder pressure Pbk_Con is
calculated using simple geometry:
Pbk_Con = Fmc / (πD2/4) (1)
where Fmc is the force into the master cylinder and D is the effective diameter of the master
cylinder (parameter D_MC).
If there is no power boost, then
Fmc = Fpedal Rlever (2)
where Fpedal is the pedal force Rlever is the lever ratio (parameter R_BK_PEDAL).
On the other hand, if there is power boost, then the force into the master cylinder is increased by a
boost force that has a transient response. In this case, the lever ratio defines an input to a
Configurable Function fboost (keyword = F_BRAKE_PEDAL_BOOST). The master cylinder input
force is defined with a differential equation that uses different coefficients for the time constant,
depending on whether the brakes are being applied or released.

(when brakes are applied) (3)

(when brakes are released) (4)

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2
3
4

5 15

12

12
7

8 9 13
7
13
8 9

14
10
11
14

Figure 3. The Brakes: Four-Wheel System screen.

Pedal Force User Options

The specification of the top-level control (pressure or pedal force) should be provided in the
dataset that defines brake properties for the front axle. In a CarSim model without a trailer, there
is no ambiguity. In TruckSim, the top-level controls can be set from the dataset used for any axle.
Care should be taken to provide consistent datasets such that the data for a rear axle does not
change the intended settings.
Drop-down control for setting the type of top-level braking control (keyword =
OPT_BK_PEDAL). The control gives four options (Figure 4).

Figure 4. Options for setting the type of top-level braking control.

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If the first or last option is chosen, then all information related to pedal force is hidden, and
one or two fields are shown to specify a transport delay for line pressure(s) .
If the second or third option is chosen, then two fields are shown for parameters that link
pedal force to master cylinder pressure ( and , Figure 3).
If the third option is chosen, then a link is shown to the library Brakes: Booster Force ,
and two fields are shown with time constants for the booster .
If the last option is selected, then the Parsfile does not contain any reference to the keyword
OPT_BK_PEDAL.
Link to the library Brakes: Booster Force. This link is shown only when the drop-down
control specifies that power boost is enabled. The linked dataset provides force after
boost as a function of the pedal force multiplied by the lever ratio (see equations 3 and
4).
Pedal lever ratio, used to calculate the force applied to the master cylinder (equations 2 - 4,
keyword = R_BK_PEDAL). A value of 1.0 means the force applied to the cylinder is the
same as the pedal force. Usually, linkages generate larger forces, such that the ratio is
greater than 1.0.
Master cylinder diameter, used to calculate the force applied to the master cylinder (see
equation 1, keyword = D_MC).
Time constants used in the equations for boost force (equations 3 and 4, keywords =
TC_BK_APP and TC_BK_REL).
Transport Delay (keyword = TLAG_BK). These are the time delays between the brake
actuation control signal and the pressure response in each brake caliper or wheel cylinder.
Transport delay is applied only when the top-level control is master cylinder pressure
applied using the Configurable Function PBK_CON for open-loop brake control, defined
using the Control: Braking MC Pressure (Open Loop) library.
These parameters are ignored if the internal speed controller is used to apply the brakes, if
control is applied with pedal force, if the control is defined using VS Commands, or if the
brake control signal is imported from external code.

Indexed Parameters
All of the parameters and configurable functions for a specific wheel are indexed to the axle
number as indicated by the current value of the system parameter IAXLE. For models with
trailers, they are also indexed to the vehicle unit as indicated by the current value of the system
parameter IUNIT. Most of the properties can be applied to either the left or right side. The
context is specified in the parsfile with the system parameter ISIDE (1 = left, 2 = right).

Built-In Antilock Brake System (ABS) Control

CarSim and TruckSim include a simple built-in ABS controller that is automatically installed by
using the drop-down control (Figure 3) to enable the ABS for an axle. Enabling the system
causes the command INSTALL_ABS_CONTROLLER to be written into the Parsfile for the

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dataset, which then causes the built-in controller to be installed. Parameters for the controller
appear in a different section of the Echo file (Figure 5).

Figure 5. ABS Section of the Echo file.

The ABS is designed to prevent the wheels from completely locking during hard braking. When a
wheel starts to lock up, its longitudinal slip decreases from 0 and approaches -1. When the slip
decreases past some prescribed level, a valve releases the supply pressure to the wheel cylinder,
allowing the wheel to spin back up. Then, when the slip again approaches zero, the valve allows
the pressure to actuate the brake again. At low speed, just before the vehicle stops, the ABS is
disabled and wheel lockup is allowed.
The cycling frequency during a limit stop in which the ABS controller is active is typically about
10 Hz. The frequency depends not only on the settings on this screen, but also the tire/wheel
inertia (specified on the tire and suspension screens) and the tire longitudinal relaxation length
(specified on the tire screen).
Dropdown control to select a built-in ABS function. For each axle, ABS control can be
specified as single channel control, two channel control, or disabled (Figure 6). In single
channel mode, both brakes on an axle are released when the slip at either wheel on that axle
exceeds the value set in the Slip OFF field. They are applied again when the slip at both
wheels falls below the level specified in the Slip ON field. In two-channel mode, each brake
on an axle is controlled individually, releasing when slip exceeds the Slip OFF level, and
applying again when slip falls below the Slip ON level. When ABS is disabled, the internal
ABS logic is bypassed, and the fields used to set ABS properties ( and ) are hidden.

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Figure 6. Options for using built-in ABS on an axle.

ABS parameters: longitudinal slip for turning the brake OFF and ON (keywords =
ABS_SLIP_OFF, ABS_SLIP_ON). ABS_SLIP_OFF is the wheel slip condition at
which the brakes are turned off (0 ® free rolling, 1 ® lock up). A typical value would be
between 0.1 and 0.3.
ABS_SLIP_ON is the wheel slip condition at which the brakes are again turned on. It
should be lower than the value for ABS_SLIP_OFF. A typical value would be between
0.05 and 0.3.

Note Although slip ratios under braking have a negative sign, absolute values
are used for these two parameters for clarity.

ABS minimum speed (keyword = ABS_VMIN). This is the minimum vehicle speed for the
ABS to function. When the absolute vehicle speed drops below this level, the ABS control is
turned off and wheel lock is allowed. A typical value would be in the range of 2 to 10 km/h.

Temperatures
The brake torque generated for the wheel can optionally be specified with a sensitivity to
temperature . If this option is enabled, then fields are shown for specifying the initial
temperatures used in the thermal portion of the brake system model. Details of the model are
presented later (page 11).
Initial Rotor Temperature. The thermal model has state variable for the temperatures of
the rotors or drums, which affect the relationships between actuator pressure and brake
torque. The initial values of the state variables are set here. The keywords for the variables
are SV_TROT_id, where id identifies the wheel: L1, L2, R1, etc.
Air temperature used in the thermal model (keyword = T_AIR).

Fluid Pressures
Settings for calculating delivery pressure as a Configurable Function of master cylinder
pressure and tire vertical load. The root keyword for the configurable function is PBK_DL.
The drop-down control specifies whether the function should use a linear coefficient
(keyword = PBK_DL_COEFFICIENT) or a link to tabular data from the Brakes:
Proportioning / Limiting Valve library.
As noted earlier, a linear coefficient of 1.0 should be specified if the system does not have a
proportioning valve.
Actuator Dynamics. A drop-down control provides three options for specifying the
transient behavior of the actuator (Figure 7).

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13

Figure 7. Options for setting actuator dynamics.

If the first option is selected, the parameter OPT_BK_DYN is set to 1 and a field appears for
the time constant parameter Tbk (keyword = TC_BK). In this case, the transient behavior of
the brake actuator is calculated using the differential equation for the brake actuator pressure
Pbk and the controlled pressure Pctl.

(5)

If the second option is selected, the parameter OPT_BK_DYN is set to 2 and a link is made to
the library Brakes: Caliper Pressure vs Volume, described in the next subsection.
The third option specifies that there is no dynamic delay; the actuator pressure is equal to the
controlled pressure.

Brake Torque
Settings for calculating brake torque as a Configurable Function of fluid pressure and
possibly temperature. A drop-down control specifies whether the function should use a
linear coefficient or a link to tabular data from the Brakes: Torque library or a link to a
thermal model using a dataset from the Brakes: Caliper and Rotor Properties library.
If temperature is not considered, then the Configurable Function MY_BRAKE is used.

Separate Left and Right Properties

Checkbox to specify whether different brake properties should be specified for the left and
right sides of the vehicle. When unchecked (as in the figure), the specified settings are
written twice in the dataset for use on both sides. When checked, separate settings are shown
on the screen for the left and right sides.

Brakes: Caliper Pressure vs Volume

The parameter OPT_BK_DYN can be set to choose between three methods for handling transient
behavior of a brake actuator. The options are:
1. No transient (actuator pressure is the same as the controller pressure.
2. Specify time constant for use in equation 5.
3. Calculate fluid volume in actuator and use hydraulic resistance.
The choice is made from the brake system screen with the drop-down control that specifies
actuator dynamics ( , Figure 3, page 6). When the option is chosen for Link: pressure vs.
volume, a link is made to the library Brakes: Caliper Pressure vs Volume (Figure 8).

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Figure 8. The Brakes: Caliper Pressure vs Volume screen.

In this case, the flow Q into each actuator is calculated from the pressure difference divided by a
hydraulic resistance R (defined with the parameter BK_HYD_RES , Figure 8).
Q = (Pctl - Pbk)/R (6)
Actuator volume (V) is the integral of the flow:
(7)
The caliper (actuator) pressure is given by the caliper volume vs. pressure characteristics defined
using the Configurable Function PBK_CALIPER .

Note The volumes for four wheels are summed to calculate a pedal
displacement. This method was originally developed for CarSim and
assumes the brake system has four wheels. The pedal displacement
output variable also exists in TruckSim, but it is probably not accurate
for air systems or vehicles with more than four wheels.

Brakes: Caliper and Rotor Properties

The brake model supports thermal effects when calculating brake torque.
When the thermal model is enabled (OPT_BK_THERMAL = 1), brake torque depends on both the
caliper pressure and rotor temperature. The calculation of the brake rotor temperature uses the

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energy input from the brake torque and rotation speed, and energy removed by cooling. The
power input (Pin) is:
Pin = My_bk w (8)
where My_bk is brake torque and w is the wheel speed. The power removed by the cooling (Pout)
is:
Pout = Cv Cp mrotor (Trotor – Tair) (9)
where Cv is the cooling coefficient as a function of vehicle speed (calculated in the model with
the Configurable Function BRAKE_COOL), mrotor is the rotor mass (parameter M_ROTOR), Cp is
specific heat of the rotor as a function of the rotor temperature, Trotor is the rotor temperature, and
Tair is the air temperature. The specific heat Cp is calculated as a linear function of rotor
temperature:
Cp = Cp0 + Cp2 Trotor (10)
where Cp0 is the specific heat for a temperature of 0° C (parameter BK_CP_RTR) and Cp2 is the
gradient of Cp with respect to temperature in Celsius (parameter BK_CP2_RTR). The derivative
of the rotor temperature is:

(11)

The thermal option is enabled with the parameter OPT_BK_THERMAL, and is made from the
brake system screen with the drop-down control that specifies how brake torque is specified ( ,
Figure 3, page 6).When the option is selected for Torque vs pressure w. thermal effects, a link
is made to the Brakes: Caliper and Rotor Properties library (Figure 9).

1
2
3

Figure 9. The Brakes: Caliper and Rotor Properties screen.

Rotor mass mrotor (keyword = M_ROTOR), used in thermal equations 9 and 11.

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Rotor specific heat (keyword = BK_CP_RTR). Specific heat of the rotor when the rotor
temperature is zero (kJ/kg/C), Cp0 in equation 10.
Linear slope of the specific heat (keyword = BK_CP2_RTR). The derivative of rotor
specific heat with respect to the rotor temperature (kJ/kg/C2), Cp2 in equation 10.
Link to a dataset from the Brakes: Cooling Coefficient library.
Setting to define the mechanical response of each brake actuator to pressure and rotor
temperature. A drop-down control specifies whether the function should use a linear
coefficient (keyword = MY_BRAKE_TEMP_COFFICIENT), or a blue link to a Brakes:
Caliper Torque Properties dataset.

Note The option to specify a linear coefficient for calculating brake torque
existed in earlier versions and is still available to provide backward
compatibility with older datasets. However, all thermal effects are
ignored if the linear option is chosen. Rather than using the linear option
here, Mechanical Simulation recommends using the linear option on the
Brake System screen (control , Figure 3, page 6).

Checkbox to set the pressure / volume relationship for the brake. When this box is checked,
more controls are shown that can be used to specify actuator dynamics in terms of volume
flow (Figure 10).

Figure 10. Controls involving pressure/volume relationship.

Note The brake system modeling was rewritten for version 2017 to allow more
built-in options, support for external model options, and to add the
thermal model to TruckSim (it was originally only included in CarSim).
This screen supports several options in support of backward
compatibility with older CarSim datasets.
This checkbox shows information unrelated to the thermal part of the
brake model. The option to use the volume-based actuator dynamics
model via the Brakes: Caliper Pressure vs Volume library can now be
made on the Brake System screen.

Setting to specify caliper pressure as a configurable function of caliper volume. A drop-

down control specifies whether the function should use a linear coefficient (keyword =

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PBK_CALIPER_COFFICIENT), or a blue link to a Brakes: Caliper Volume vs. Pressure

dataset.
Checkbox to set hydraulic resistance here. When checked, the field is shown. The
effective resistance can also be set on the Brakes: Caliper Volume vs. Pressure screen. If
set in both places, the value from this screen (field ) overrides the value from the linked
dataset.
Effective resistance (keyword = BK_HYD_RES). The hydraulic resistance for the brake
caliper, described in the previous subsection for the Brakes: Caliper Volume vs. Pressure
library.

Replacing Parts of the Brake System

I/O Variables for the Brake System
Table 2 lists the Import variables for the brake system top-level control and the two wheels on
axle 1. Note that the wheel-based variables have the suffix _L1 or _R1. Similar variables exist for
all axles, with corresponding suffixes up to the number of axles on the vehicle (L2, R2, L3, …).
Table 3 lists the output variables for the brake system controller and axle 1.
Referring to the flow chart shown in Figure 2, page 3 (and also on the screen shown in Figure 3),
the pressure variables for each wheel are available from four locations:
1. Line input (after the master cylinder); to replace, export Pbk_Con and import
IMP_PLIN_L1
2. Delivery (after the proportioning valve); to replace, export PbkD_L1 and import
IMP_PDEL_L1
3. Controlled (after the optional controller); to replace, export Pctl_L1 and import
IMP_PCTL_L1
4. Actuator (after actuator dynamics); to replace, export PbkCh_L1 and import
IMP_PBK_L1

Using an External ABS Controller: Types A and B

CarSim versions prior to 2017 had a “dynamic brake” option that included the pedal force input
with booster, the volume/pressure method for handling actuator dynamics, and the thermal
effects. It supported two options for linking to an external ABS controller: Type A and Type B.
Type A had the controller before the proportioning valve and Type B had it after the valve.
To create a Type A controller for axle 1, export the master cylinder pressure Pbk_Con to
Simulink and Import the delivery pressures IMP_PDEL_L1 and IMP_PDEL_R1 with the
REPLACE mode.
To create a Type B controller for axle 1, export the delivery pressure PbkD_L1 and PbkD_R1
to Simulink and Import the controlled pressures IMP_PCTL_L1and IMP_PCTL_R1 using the
REPLACE mode.

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Table 2. Imports for brake system top-level and axle 1.

Import keyword Units Description

IMP_BK_STAT - Brake apply status: 0 or 1 (based on control pressure)
IMP_DVBK_L1 mm3/s L1 caliper flow rate
IMP_DVBK_R1 mm3/s R1 caliper flow rate
IMP_FBK_BSTIN N Brake booster input force
IMP_FBK_PDL N Brake pedal force
IMP_MYBK_L1 N-m Brake moment L1
IMP_MYBK_R1 N-m Brake moment R1
IMP_MYSM_L1 N-m Ext. moment applied from sprung mass to wheel L1
IMP_MYSM_R1 N-m Ext. moment applied from sprung mass to wheel R1
IMP_MYUSM_L1 N-m Ext. moment applied from unsprung mass to wheel L1
IMP_MYUSM_R1 N-m Ext. moment applied from unsprung mass to wheel R1
IMP_PBK_L1 MPa Brake actuator pressure L1
IMP_PBK_R1 MPa Brake actuator pressure R1
IMP_PCON_BK MPa Brake master cylinder pressure
IMP_PCTL_L1 MPa Control pressure (without dynamics) for brake actuator L1
IMP_PCTL_R1 MPa Control pressure (without dynamics) for brake actuator R1
IMP_PDEL_L1 MPa Delivery pressure (after proportioning) for brake L1
IMP_PDEL_R1 MPa Delivery pressure (after proportioning) for brake R1
IMP_PLIN_L1 MPa Brake line pressure L1 before proportioning
IMP_PLIN_R1 MPa Brake line pressure R1 before proportioning

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Table 3. Output variables available for export.

Short Name Units Full Name

ABS_L1 - ABS apply command, L1
ABS_R1 - ABS apply command, R1
Bk_Boost mm Brake booster displacement
Bk_Pedal mm Brake pedal displacement
Bk_Stat - Brake apply status
FbkB_In N Brake input force before boost
FbkB_Out N Brake booster output force
F_Pedal N Brake pedal force
My_Bk_L1 N-m Brake moment L1
My_Bk_R1 N-m Brake moment R1
PbkCh_L1 MPa Brake actuator pressure L1
PbkCh_R1 MPa Brake actuator pressure R1
PbkD_L1 MPa Delivery pressure, brake L1
PbkD_R1 MPa Delivery pressure, brake R1
Pbk_Con MPa Brake control input (M/C)
Pctl_L1 MPa Pressure from controller L1
Pctl_R1 MPa Pressure from controller R1
T_Rtr_L1 C Brake rotor L1 temperature
T_Rtr_R1 C Brake rotor R1 temperature
Vbk_Tot mm3 Total brake corner volume

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