## 6 Discussion and Conclusions  
This paper describes the FLC algorithm for vehicle safety assistance control. The ABS and the ESP integration introduced in this work provides energy-efficient and robust responses to different road surfaces and curved braking performance. In order to design a robust FLC, the tire-road adhesive coefficients versus tire slip curves for dry, damp, wet, and icy roads were plotted first (Figure 2). The studied vehicle model was parameterized according to the SUV parameters. The proposed solution is suitable for the studied SUV model. A combination of ABS and ESP controllers both based on FLC theory is introduced. Each wheel has an independent controller. The simulation results conducted on different complex maneuvers \begin{table}
\begin{tabular}{c c c c c c c c} \hline \hline \multirow{2}{*}{**Type**} & \multirow{2}{*}{**Criterion**} & \multicolumn{2}{c}{**Braking Performance**} & \multicolumn{2}{c}{**ABS Control Performance**} & \multicolumn{2}{c}{**ESP Control Performance**} \\ \cline{2-7}  & & \(s\) (m) & \(-a_{average}\) (m/s\({}^{2}\)) & & & & \(s_{\text{max}}\) (\({}^{\circ}\)) & \(\psi_{\text{max}}\) (\({}^{\circ}\)/s) \\  & & **Controlled/** & **ABS\({}_{\text{IP}}\)** & \multirow{2}{*}{\(\lambda_{\text{average}}\) (\%)} & \multirow{2}{*}{\(\omega_{\text{p+p}}\)} & \multirow{2}{*}{\(\omega_{\text{p+p}}\)} & **Controlled/** & **Controlled/** \\  & No Control & & No Control & & No Control & No Control \\ \hline \multirow{4}{*}{**Cornering even**} & \multirow{4}{*}{21.59/30.88} & \multirow{4}{*}{\(-\)6.75/\(-\)3.48} & \multirow{4}{*}{1.94} & FL & 11.45–16.62 & 34.76 & \multirow{4}{*}{103.55/450} & \multirow{4}{*}{10.82/\(-\)27.89} \\  & & & FR & 14.27–17.79 & 37.88 & & & \\  & & & RL & 9.94–16.94 & 32.93 & & & \\  & & & RR & 11.61–17.90 & 35.44 & & \\ \hline \multirow{4}{*}{**Cornering even**} & \multirow{4}{*}{31.28/31.33} & \multirow{4}{*}{\(-\)3.69/\(-\)2.99} & FL & 19.14–3.68/9.918 & 50.25 & \multirow{4}{*}{160.05/450} & \multirow{4}{*}{10.61/\(-\)20.72} \\  & & & FR & 19.93–9.30–11.07 & 50.96 & & & \\  & & & RL & 17.34–2.94–8.93 & 48.04 & & \\  & & & RR & 17.85–1.37–11.16 & 48.86 & & \\ \hline \multirow{4}{*}{**Straight even icy**} & \multirow{4}{*}{88.49/140.04} & \multirow{4}{*}{\(-\)4.29/\(-\)2.36} & FL & 10.01–18.99–14.16 & 28.64 & \multirow{4}{*}{0/0} & \multirow{4}{*}{0/0} \\  & & & FR & 18.48–18.99–14.13 & 28.64 & & \\  & & & RL & 7.73–17.13–12.33 & 19.58 & & \\  & & & RR & 7.73–17.13–12.33 & 19.59 & & \\ \hline \multirow{4}{*}{**Straight even icy**} & \multirow{4}{*}{62.51/140.04} & \multirow{4}{*}{\(-\)3.85/\(-\)1.97} & FL & 19.71–14.42–9.30 & 55.66 & \multirow{4}{*}{0/0} & \multirow{4}{*}{0/0} \\  & & & FR & 19.71–14.24–9.30 & 55.66 & & \\ \cline{1-1}  & & & LR & 18.05–11.56–7.68 & 48.52 & & \\ \hline \hline \end{tabular}
\end{table} 
Table 7: Controller robustness results. involving curved road profiles and split-\(\upmu\) road surfaces as well as varying road friction coefficients prove the controller robustness. The algorithm assists the driver with steering. Thus, a driver with average reaction times is able to follow the road during emergency heavy braking. The simulation results introduced in Section 5 prove the FLC robustness to varying road surfaces and split-\(\upmu\) profiles. Moreover, optimal slip braking on even road profiles is maintained, providing energy-efficient braking. Comparing the research results to other intelligent computation control algorithms introduced in Section 1, the current study offers several novel proposals for the vehicle dynamics and safety control fields. First, the proposed controller does not require a reference error and change of error input variables as in [10; 11; 12; 15] Instead, the controller covers the whole braking process stable area. The human experience containing rule-base block provides a suitable pressure to hold an optimal for every studied road surface slip value. Therefore, the dependence on the constant reference value, which is unpredictable in reality, is avoided.