# Braking Intention Identification Strategy of Electric Loader Based on Fuzzy Control
## 4 Simulation Analysis  
According to the fuzzy control rules mentioned above, a simulation module of deceleration and braking intention identification strategy is built by Matlab/Simulink, as shown in Figure 11. The input parameters of intention identification strategy model mainly include vehicle speed, accelerator pedal displacement, brake pedal displacement, hydraulic brake pressure, motor speed, the state of charge (SOC), and other state parameters from the vehicle. The speed of two pedals can be obtained through differential displacement of the two pedals. The simulation model includes four types of intention identification, such as deceleration intention identification, braking intention identification, sliding brake identification, and emergency braking intention identification based on braking pressure. Among them, when the accelerator pedal is released for deceleration intention or sliding brake intention identification, if the brake pedal is not stepped within 1.3 s, the original deceleration strength is maintained within 1.3 s, and sliding brake strength will be provided after 1.3 s. The outputs of four intention identification modules are finally synthesized into vehicle braking strength, which ensures the braking fast and safety. Figure 10: Flow chart of braking intention identification strategy for electric loader. (1) Simulation results of deceleration intention identification based on accelerator pedal. As seen from the Figure 12, the deceleration intention increases with the increase in raising speed of the accelerator pedal, which satisfies that the higher raising speed of the accelerator pedal, the stronger the deceleration intention. This indicates that the strategy has good effect on different deceleration intention identification. To verify the performance of braking intention identification strategy for electric loader under different braking conditions, this paper has taken simulation under low speed (2 m/s), medium speed (6 m/s), and high speed (12 m/s). As seen from Figure 13, the deceleration strength increases with the increase in speed under the same deceleration intention, which accords with the deceleration demand in the actual driving process. Moreover, the deceleration strength under the mild deceleration intention is almost equal weather at speed of 6 m/s or 12 m/s, the speed has no amplification effect under this kind of condition. (2) Simulation results of braking intention identification based on brake pedal. As seen from Figure 14, the identification strategy is less sensitive to mild and moderate braking intentions under low speed. The braking strength has a significant difference and shows an increasing trend with the increase in speed under the same braking intention, which satisfies the driver's braking demand. In the emergency braking intention, the braking strength under three different speeds conditions are all greater than 0.9, which is not affected by speed. This ensures the braking safety under the emergency braking intention. Figure 11: Simulation model of control strategy for braking intention identification. Figure 12: Deceleration intention under different working conditions. Figure 14: Braking strength under different speeds. (**a**) 2 m/s. (**b**) 6 m/s. (**c**) 12 m/s. Figure 13: Deceleration strength under different speeds. (**a**) 2 m/s. (**b**) 6 m/s. (**c**) 12 m/s. (3) Simulation results of sliding brake intention identification. Figure 15a-c shows the sliding brake strength under different braking intentions and three different speeds, respectively. Where, L represents releasing accelerator pedal only with no brake pedal displacement, namely mild braking intention. M represents releasing accelerator pedal, and then stepping on brake pedal gently after 2 s, namely moderate braking intention. H represents releasing accelerator pedal, and stepping on brake pedal quickly after 2 s, namely emergency braking intention.