1

ANTILOCK BRAKING SYSTEM

A Seminar Report

Submitted by

PREM SHANKAR SINGH

In partial fulfilment for the award of degree of

BACHELOR OF TECHNOLOGY

IN MECHANICAL ENGINEERING

At G.L. Bajaj Institute of Technology & Management

Department of Mechanical Engineering
July 2017
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TABLE OF CONTENTS

I ACKNOWLEDGEMENT ………………………………………….. 3

II ABSTRACT ………………………………………………………... 4

1. INTRODUCTION ………………………………………………….. 5-8

1.1 What is Antilock Braking System (ABS)?

1.2 History of ABS
1.3 Need for ABS
1.4 Types of ABS

2. COMPONENTS OF ABS………………………………………….. 9-15

2.1 Speed sensors

2.2 Modulator Unit
2.3 Control Unit (ECU)
2.4 Pump

3. WORKING OF ABS …………………………………………… 16-19

3.1 Principle of ABS operation

3.2 How does ABS work?

4. EFFECTIVENESS ……………………………………………….. 20-22

5. ADVANTAGES AND DISADVANTAGES OF ABS ………….. 23-24

6. RESULT AND DISCUSSION …………………………………….…25

7. CONCLUSION ……………………………………………………… 26

8. REFERENCES .……………………………………………………… 27
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ACKNOWLEDGEMENT

The satisfaction that accompanies the successful completion of this report would be
incomplete without the mention of the people who made it possible, without whose constant
guidance and encouragement would have made efforts go in vain. I consider myself
privileged to express my respect and gratitude towards all those who guided me through the
completion of this seminar report.

I convey thanks to my seminar guide Asst. Prof. Mr. Rahul Sharma for providing me
encouragement, constant support and guidance which was of a great help to complete this
seminar report.

I am also grateful to our HOD Sir Dr. V.R. Mishra for providing such a learning and
profitable environment for us.

I am thankful to everyone who helped me in preparing this seminar report.

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ABSTRACT

Almost every driver faces the situation of emergency braking while driving, as many
obstacles come on the way and the vehicle needs to be stopped. In these situations the driver
apply hard braking and that generate much more pressure on the wheel drums and that cause
the wheels to lock up during the emergency braking. Due to locking of the wheels the driver
loose the steering control and the stability of the vehicle and accidents may occur due to this.
Thus the lockup of wheels should be prevented. Anti-lock Braking System is a safety feature
that prevents the wheel lock by sensing the wheel speeds and providing accurate amount of
brake pressure to prevent the locking of wheels. And hence it should be installed in all
vehicles for safe braking.
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1. INTRODUCTION

 Anti-lock braking systems (ABSs) are electronic systems that monitor and control
wheel slip during vehicle braking.
 ABSs can improve vehicle control during braking, and reduce stopping distances on
slippery road surfaces by limiting wheel slip and minimizing lockup.
 Reducing wheel slip improves vehicle stability and control during braking, since
stability increases as wheel slip decreases.

1.1 What is ABS?

A brake is one of the most important parts of any type of vehicle. Brake is used to
retard or stop a vehicle. Here Kinetic energy transferred into Heat energy. The kinetic energy
increases with the square of the velocity. So, K.E.=1/2mv²

.An anti-lock braking system is a safety system that allows the wheels on a motor
vehicle to continue interacting tractively with the road surface as directed by driver steering
inputs while braking, preventing the wheels from locking up (that is, ceasing rotation) and
therefore avoiding skidding.

Stopping a car in a hurry on a slippery road can be very challenging. Anti-lock

braking systems (ABS) take a lot of the challenge out of this sometimes nerve-wracking
event. In fact, on slippery surfaces, even professional drivers can't stop as quickly without
ABS as an average driver can with ABS.

An ABS generally offers improved vehicle control and decreases stopping distances
on dry and slippery surfaces for many drivers; however, on loose surfaces like gravel or
snow-covered pavement, an ABS can significantly increase braking distance, although still
improving vehicle control.

Since initial widespread use in production cars, anti-lock braking systems have evolved
considerably. Recent versions not only prevent wheel lock under braking, but also
electronically control the front-to-rear brake bias.
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1.2 History of ABS

 1936-: Bosch and Mercedes-Benz partner - R&D into ABS.

 1972: WABCO partners with Mercedes-Benz developing first ABS for trucks.
 1978: First production-line installation of ABS into Mercedes and BMW
vehicles.
 1981: 100,000 Bosch ABS installed.
 1936: German company Bosch is awarded a patent for
“Apparatus for preventing lock-braking of wheels
 1985: First ABS installed on US vehicles.
 1986: 1M Bosch ABS installed.
 1987: Traction control - in conjunction with ABS - used
on passenger vehicles.
 1989: ABS hydraulic unit combined with standard hydraulic brake unit.
 1992: 10M Bosch ABS installed.
 1995: Electronic Stability - in conjunction with ABS and TCS - for passenger
cars.
 1999: 50M Bosch ABS installed.
 2000: 6 of 10 new cars on the road are ABS equipped.
 2003: 100M Bosch ABS installed.
 Nowadays: Almost every vehicle has ABS.

1.3 Need for ABS

 Under hard braking, an ideal braking system should:

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 Provide the shortest stopping

distances on all surfaces.

 Maintain vehicle stability and steer ability.

1.4 Types of ABS

Anti-lock braking systems use different schemes depending on the type of brakes in use. We
will refer to them by the number of channels -- that is, how many valves that are individually
controlled -- and the number of speed sensors. There are mainly three types of ABS.
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Four-channel, Four-sensor ABS

This is the best scheme. There is a speed sensor on all four wheels and a separate valve for all
four wheels. With this setup, the controller monitors each wheel individually to make sure it is
achieving maximum braking force.

Three-channel, Three-sensor ABS

This scheme, commonly found on pickup trucks with four-wheel ABS, has a speed sensor and a
valve for each of the front wheels, with one valve and one sensor for both rear wheels. The speed
sensor for the rear wheels is located in the rear axle.

This system provides individual control of the front wheels, so they can both achieve maximum
braking force. The rear wheels, however, are monitored together; they both have to start to lock up
before the ABS will activate on the rear. With this system, it is possible that one of the rear wheels
will lock during a stop, reducing brake effectiveness.

One-channel, One-sensor ABS

This system is commonly found on pickup trucks with rear-wheel ABS. It has one valve,
which controls both rear wheels, and one speed sensor, located in the rear axle.

This system operates the same as the rear end of a three-channel system. The rear wheels are
monitored together and they both have to start to lock up before the ABS kicks in. In this system it is
also possible that one of the rear wheels will lock, reducing brake effectiveness.

This system is easy to identify. Usually there will be one brake line going through a T-fitting to
both rear wheels. You can locate the speed sensor by looking for an electrical connection near the
differential on the rear-axle housing.
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2. COMPONENTS OF ABS

There are four main components to an ABS: speed sensors, valves, a pump, and a
controller
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2.1 Speed Sensors

These sensors use a magnet and a coil of wire to generate a signal. The rotation of the wheel
or differential induces a magnetic field around the sensor. The fluctuations of this magnetic
field generate a voltage into the sensor. A schematic of this system is shown in figure below.
The ABS controller interprets this signal.

Since the voltage inducted on the sensor is a result of the rotating wheel, this
sensor can become inaccurate at slow speeds. The slower rotation of the wheel
can cause inaccurate fluctuations in the magnetic field and thus cause inaccurate
readings to the controller.
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2.2 Modulator Valves

ABS modulator valves regulate the air pressure to the brakes during ABS action. When not
receiving commands from the ECU, the modulator valve allows air to flow freely and has no
effect on the brake pressure. The ECU commands the modulator valve to either:

 Change the air pressure to the brake chamber, or

 Hold the existing pressure.

However, it cannot automatically apply the brakes, or increase the brake application pressure
above the level applied by the driver.

The modulator valve typically contains two solenoids. The modulator valve and relay valve
may be incorporated into a single unit. The modulator valve may also be separate, inserted
into the service line to the brake chamber(s) after any relay valve, located as close as
practicable to the chamber(s) itself.
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When the modulator valve is separate, it has to control more air flow and, therefore, includes
two larger diaphragm valves which are controlled by the solenoids. It usually has three ports:
the supply port, the delivery port and the exhaust port

 The supply port receives air from a quick release or relay valve.
 The delivery port sends air to the brake chambers.
 The exhaust port vents air from the brake chamber(s).

Typically, when an ECU controlling a separate modulator valve detects impending wheel
lockup, it activates the solenoids to close the supply port and open the exhaust port. When
enough air is vented to prevent wheel lockup, the exhaust valve will close and the ECU will -
depending on the situation - either:

 Keep the supply port closed to maintain existing pressure, or

 Open the supply port to allow brake application pressure to increase and repeat the
cycle.

2.3 Control Unit(ECU)

The ECU processes all ABS information and signal functions. It receives and interprets
voltage pulses generated by the sensor pickup as the exciter teeth pass by, and uses this
information to determine:

 Impending wheel lock-up and

 When/how to activate the ABS modulator valves.
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The ECU connects to the following ABS components: wheel speed sensors, ABS modulator
valves, power source, ground, warning lamps, blink code switch, J1587* diagnostic
connector, and retarder control device (usually by relay or the J1922**/ J1939*** datalink.)
The ECU also makes self-diagnostic checks during normal operation.

 *SAE J1587 - Joint SAE/ TMC Recommended Practice for Electronic Data
Interchange Between Microcomputer Systems in Heavy-duty Vehicle Applications.
(See Glossary of ABS Terms for definition of SAE.)
 **SAE J1922 - Powertrain Control Interface for Electronic Controls Used in
Medium- and Heavy-duty Diesel On-highway Applications.
 ***SAE J1939 - A series of SAE Recommended Practices that define architecture
and protocol for a serial control and communications network for various equipment
types.

During braking, the ECU uses voltage pulses from each wheel speed sensor to determine
wheel speed changes. If the ECU determines that the pulse rate of the sensed wheels indicates
imminent lock-up, it cycles the ABS modulator valves to modify brake air pressure as needed
to provide the best braking possible.

The ECU sends signals to the ABS malfunction indicator lamp or blink code lamp to
communicate ABS faults. It also sends signals to the retarder control to disengage the retarder
when the ABS is working. When the ABS stops modulating the brake pressure, the ECU
permits retarder use once again. Technicians can communicate with the ECU through a
standard SAE J1587 diagnostic connector (See Fig. 1). Technicians can read and clear fault
codes stored in the ECU and run various diagnostic tests with this connector.

The type of ECU used and its location (in-cab or frame) vary by manufacturer and
application. A detailed description of all the different ECU types used today is beyond the
scope of this manual. Consult either the vehicle or component manufacturer’s service
information for specifics.
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2.4 Pumps

The pump in the ABS is used to restore the pressure to the hydraulic brakes after valves
have released it. A signal from the controller will release the valve at the detection of wheel
slip. After a valve release

the pressure supplied from the user, the pump is used to restore a desired amount of pressure
to the braking system. The controller will modulate the pumps status in order to provide the
desire amount of pressure and reduce slipping. A picture of the pumping system
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is shown in figure above.

Similar to the valves, the major limitation or mode of failure is due to

blockage within the pump. A blockage within the pump will prevent the pump
from supplying the correct pressure to the pumping system.
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3. WORKING OF ABS

3.1 Principle of ABS operation

 The brake pedal is depressed during driving, the wheel speed decreases and the
vehicle speed does as well. The decrease in the vehicle speed, however, is not always
proportional to the decrease in the wheel speed. The non-correspondence between the
wheel speed and vehicle speed is called “slip” and the magnitude of the slip is
expressed by the “slip ratio” which is defined as follows:

 Slip ratio = (Vehicle speed – Wheel speed)/Vehicle speed × 100%

 When the slip ratio is 0%, the vehicle speed corresponds exactly to the wheel speed.
When it is 100%, the wheels are completely locking (rotating at a zero speed) while
the vehicle is moving.

 See Fig 2.

 Figure 2. Illustration of the relationship between braking coefficient and wheel

slip
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 The best braking action occurs at between 10-20%.

 If vehicle speed and wheel speed is the same wheel slippage is 0%

 A lock-up wheel will have a wheel slippage of 100%

(A)
Slip ratio

(B) Coefficient of friction between tire and road surface

(1) Icy road

(2) Asphalt-paved road

(3) Control range by ABS

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3.2 How does ABS work?

A typical ABS includes a central electronic control unit (ECU), four wheel speed sensors,
and at least two hydraulic valves within the brake hydraulics. The ECU constantly monitors
the rotational speed of each wheel; if it detects a wheel rotating significantly slower than the
others, a condition indicative of impending wheel lock, it actuates the valves to reduce
hydraulic pressure to the brake at the affected wheel, thus reducing the braking force on that
wheel.

The wheel then turns faster. Conversely, if the ECU detects a wheel turning
significantly faster than the others, brake hydraulic pressure to the wheel is increased so the
braking force is reapplied, slowing down the wheel. This process is repeated continuously
and can be detected by the driver via brake pedal pulsation. Some anti-lock system can apply
or release braking pressure 16 times per second.

The ECU is programmed to disregard differences in wheel rotative speed below a

critical threshold, because when the car is turning, the two wheels towards the centre of the
curve turn slower than the outer two. For this same reason, a differential is used in virtually
all roadgoing vehicles.

If a fault develops in any part of the ABS, a warning light will usually be illuminated
on the vehicle instrument panel, and the ABS will be disabled until the fault is rectified.

The modern ABS applies individual brake pressure to all four wheels through a control
system of hub-mounted sensors and a dedicated micro-controller. ABS is offered or comes
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standard on most road vehicles produced today and is the foundation for ESC systems, which
are rapidly increasing in popularity due to the vast reduction in price of vehicle electronics
over the years.

Modern electronic stability control (ESC or ESP) systems are an evolution of the ABS
concept. Here, a minimum of two additional sensors are added to help the system work: these
are a steering wheel angle sensor, and a gyroscopic sensor. The theory of operation is simple:
when the gyroscopic sensor detects that the direction taken by the car does not coincide with
what the steering wheel sensor reports, the ESC software will brake the necessary individual
wheel(s) (up to three with the most sophisticated systems), so that the vehicle goes the way
the driver intends. The steering wheel sensor also helps in the operation of Cornering Brake
Control (CBC), since this will tell the ABS that wheels on the inside of the curve should
brake more than wheels on the outside, and by how much.

The ABS equipment may also be used to implement a traction control system(TCS)
on acceleration of the vehicle. If, when accelerating, the tire loses traction, the ABS controller
can detect the situation and take suitable action so that traction is regained. More
sophisticated versions of this can also control throttle levels and brakes simultaneously.

 Sensors at each of the four wheels  sense the rotation of the wheel.

 Too much brake application  wheel stop rotating

 Sensors  ECU  releases brake line pressure  wheel turns again.

 then ECU applies pressure again  stops the rotation of the wheel releases it again
and so on

NB:

 This releasing and re-application or pulsing of brake pressure happens 20-30

times per second or more.

 This keeps the wheel just at the limit before locking up and skidding no matter

 ABS system can maintain extremely high static pressure and must be disabled before
attempting repairs.
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4. EFFECTIVENESS
A 2003 Australian study by Monash University Accident Research Centre found that ABS:

 Reduced the risk of multiple vehicle crashes by 18 %.

 Reduced the risk of run-off-road crashes by 35%..

On high-traction surfaces such as bitumen, or concrete, many (though not all) ABS-equipped cars
are able to attain braking distances better (i.e. shorter) than those that would be easily possible without
the benefit of ABS. In real world conditions even an alert, skilled driver without AB even through the
use of techniques like threshold braking, to match or improve on the performance of a typical driver
with a modern ABS-equipped vehicle. ABS reduces chances of crashing, and/or the severity of
impact. The recommended technique for non-expert drivers in an ABS-equipped car, in a typical full-
braking emergency, is to press the brake pedal as firmly as possible and, where appropriate, to steer
around obstructions. In such situations, ABS will significantly reduce the chances of a skid and
subsequent loss of control.

In gravel, sand and deep snow, ABS tends to increase braking distances. On these surfaces,
locked wheels dig in and stop the vehicle more quickly. ABS prevents this from occurring. Some
ABS calibrations reduce this problem by slowing the cycling time, thus letting the wheels repeatedly
briefly lock and unlock. Some vehicle manufacturers provide an "off-road" button to turn ABS
function off. The primary benefit of ABS on such surfaces is to increase the ability of the driver to
maintain control of the car rather than go into a skid, though loss of control remains more likely on
soft surfaces like gravel or slippery surfaces like snow or ice. On a very slippery surface such as sheet
ice or gravel, it is possible to lock multiple wheels at once, and this can defeat ABS (which relies on
comparing all four wheels, and detecting individual wheels skidding). Availability of ABS relieves
most drivers from learning threshold braking.

A June 1999 National Highway Traffic Safety Administration (NHTSA) study found that
ABS increased stopping distances on loose gravel by an average of 22 % according to the
NHTSA,

"ABS works with your regular braking system by automatically pumping them. In
vehicles not equipped with ABS, the driver has to manually pump the brakes to prevent
wheel lockup. In vehicles equipped with ABS, your foot should remain firmly planted on the
brake pedal, while ABS pumps the brakes for you so you can concentrate on steering to
safety."
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When activated, some earlier ABS systems caused the brake pedal to pulse noticeably. As
most drivers rarely or never brake hard enough to cause brake lock-up, and a significant
number rarely bother to read the car's manual, this may not be discovered until an emergency.
When drivers do encounter an emergency that causes them to brake hard, and thus encounter
this pulsing for the first time, many are believed to reduce pedal pressure, and thus lengthen
braking distances, contributing to a higher level of accidents than the superior emergency
stopping capabilities of ABS would otherwise promise. Some manufacturers have therefore
implemented a brake assist system that determines that the driver is attempting a "panic stop"
(by detecting that the brake pedal was depressed very fast, unlike a normal stop where the
pedal pressure would usually be gradually increased, Some systems additionally monitor the
rate at the accelerator was released) and the system automatically increases braking force
where not enough pressure is applied. Hard or panic braking on bumpy surfaces, because of
the bumps causing the speed of the wheel(s) to become erratic may also trigger the ABS.
Nevertheless, ABS significantly improves safety and control for drivers in most on-road
situations.

Anti-lock brakes are the subject of some experiments centred arround risk
compensation theory, which asserts that drivers adapt to the safety benefit of ABS by driving
more aggressively. In a Munich study, half a fleet of taxicabs was equipped with anti-lock
brakes, while the other half had conventional brake systems. The crash rate was substantially
the same for both types of cab, and Wilde concludes this was due to drivers of ABS-equipped
cabs taking more risks, assuming that ABS would take care of them, while the non-ABS
drivers drove more carefully since ABS would not be there to help in case of a dangerous
situation. A similar study was carried out in Oslo, with similar results.
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80 Vehicle Using ABS

70

60

50

40

Vehicle
30 Using ABS

20

10

0
1983 1988 1993 1998 2003 2008
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5. ADVANTAGES AND DISADVANTAGES

 Advantages:

 It allows the driver to maintain directional stability and control over steering during
braking

 Safe and effective

 Automatically changes the brake fluid pressure at each wheel to maintain optimum
brake performance.

 ABS absorbs the unwanted turbulence shock waves and modulates the pulses thus
permitting the wheel to continue turning under maximum braking pressure
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 Disadvantages

 Stop Times - Anti-lock brakes are made to provide for surer braking in slippery
conditions. However, some drivers report that they find the stopping distances for
regular conditions are lengthened by their ABS system, either because there may be
errors in the system, or because noise of the ABS may contribute to the driver not
braking at the same rate.

 Delicate Systems - It's easy to cause a problem in an ABS system by messing around
with the brakes. Problems include disorientation of the ABS system, where a
compensating brake sensor causes the vehicle to shudder, make loud noise or
generally brake worse.

 Cost - An ABS can be expensive to maintain. Expensive sensors on each wheel can
cost hundreds of dollars to fix if they get out of calibration or develop other problems.
For some, this is a big reason to decline an ABS in a vehicle.

 System damage - A variety of factors can cause the system to be less effective, and
can present with everything from shuddering of the vehicle to loud noises while trying
to stop
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6. RESULT AND DISCUSSION

 The antilock braking system controls braking force by controlling the hydraulic
pressure of the braking system, so that the wheels do not lock during braking.

 The antilock braking system prevents wheels locking or skidding, no matter how hard
brakes are applied, or how slippery the road surface. Steering stays under control and
stopping distances are generally reduced.

Does it really work?

Anti-lock brakes really do help you stop better. They prevent wheels from locking up
and provide the shortest stopping distance on slippery surfaces. But do they really prevent
accidents? This is the true measure of the effectiveness of ABS systems.

The Insurance Institute for Highway Safety (IIHS) has conducted several studies trying to
determine if cars equipped with ABS are involved in more or fewer fatal accidents. It turns
out that in a 1996 study, vehicles equipped with ABS were overall no less likely to be
involved in fatal accidents than vehicles without. The study actually stated that although cars
with ABS were less likely to be involved in accidents fatal to the occupants of other cars,
they are more likely to be involved in accidents fatal to the occupants of the ABS car,
especially single-vehicle accidents.
There is much speculation about the reason for this. Some people think that drivers of
ABS-equipped cars use the ABS incorrectly, either by pumping the brakes or by releasing the
brakes when they feel the system pulsing. Some people think that since ABS allows you to
steer during a panic stop, more people run off the road and crash.
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7. CONCLUSION

 The conclusion of this presentation report is that ABS is a safety feature and its
presence is must in vehicles, whether it be two wheeler or four wheeler or
commercial vehicles.

 It prevents the locking of the wheels and hence preventing skidding and loss of
control and stability while driving. Thus, it provides better and safe driving.
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8. REFERENCES

 Antilock Brake Control System for Four-Wheel-Drive Electric Vehicle with

Electro-hydraulic Braking based on Precise Control of Hydraulic Braking Force Paper
#:2015-01-1573 ,Published:2015-04-14

 An Investigation Into New ABS Control Strategies ,2016-04-05,Journal Article 2016-

01-1639 ,Jonathan Loyola, Francis Assadian

  R.: Realisierung einer Fuzzy-ABS-Regelung mit dem Mikrocontroller SAB

Klein,
80C166 und dem Fuzzy-Coprozessor SAE 81C99A, Project work at the Institute for
Industrial Information Systems, University of Karlsruhe, 1995.
  A.: Beobachtung fahrdynamischer Zustände und Verbesserung einer ABS- und
Daiß,
Fahrdynamikregelung, Institute for Industrial Information Systems, University of
Karlsruhe, Ph. D. dissertation, 1996.


 http://products.bosch-mobility-
solutions.com/en/de/specials/specials_safety/bosch_abs_1/esp__facts_3/marktentwick
lung_4/esp_questions_and_answers_9.html

 https://www.slideshare.net/haithamshehata/anti-lock-abs-show-35862387