Vibration

SEMINAR REPORT 2016 17
ANTI LOCK BRAKING SYSTEM
CHAPTER 1
INTRODUCTION
Anti-lock braking systems (ABS) use electronic controls to maintain wheel rotation under
hard braking that would otherwise lock a vehicle s wheels. Keeping the wheels rotating increases
vehicle stability, especially when tire/roadway friction is reduced or varying, as when the pavement is
wet. Prior general understanding of the relationship between improved braking and safety.
The ABS system is an incredible invention that used widely in the world to improve the
control of vehicle for drivers. It releases the brakes in pulse. When driver hit the brakes, pads at both
sides of a wheel wont lock for a long time in that moment, it will lock the wheel and release
periodically. Vehicles can change direction even your foot is still hitting the brake pad. Thus, the ABS
system keeps the stability and avoids the sideslip or roll-over.
Antilock Breaking System (ABS) is used in advanced automobiles to prevent slip and locking
of wheel after brakes applied. It is automobile safety system, the controller is provided to control the
necessary torque to maintain optimum slip ration. The slip ration denote in terms of vehicle speed
and wheel rotation. Its an automated system that run on principles of threshold braking and cadence
braking which were practiced by skillful drivers with previous generation braking system. It response
time is very faster so that makes easy steering for the driver. ABS generally offer advanced vehicle
control and minimize the stopping distance in slippery and dry surface ,conversely on loose surface
like gravel or snow covered pavement, ABS can significantly increase braking distance, although still
improving vehicle control.
In simple terms, during emergency of braking, the wheel does not get locked even if you push
a full auto brake pedal and hence the skidding does not takes place. It allow driver to control the car
easier, even on roads with low adhesion, such a rain, snow and muddy road. The brain of antilock
braking system consist Electronic Control Unit (ECU),wheel speed sensor and hydraulic
modulator .ABS is a closed circuit, hence it used the feedback control system that modulates the
brake pressure in response to the wheel deceleration and wheel angular velocity to prevent the
controlled wheel from locking.
DEPARTMENT OF MECHANICAL ENGG.

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same, leaving the flywheel spinning at a faster rate. This causes the valve to open, allowing a small amount of brake fluid t
0 percent. Enfield's technical director at the time, Tony Wilson-Jones, saw little future in the system, however, and it was n
r-wheel only ABS as an option on their rear-wheel drive Cadillac models and the Oldsmobile Toronado. In the same year,
Such cars were very rare however and very few survive today. Mercedes-Benz W116 became the first
production car to use an electronic four-wheel multi-channel anti-lock braking system (ABS) from
Bosch as an option from 1978 on.
In 1985 the Ford Scorpio was introduced to European market with a Teves electronic system
throughout the range as standard. For this the model was awarded the coveted European Car of the
Year Award in 1986, with very favourable praise from motoring journalists. After this success Ford
began research into Anti-Lock systems for the rest of their range, which encouraged other
manufacturers to follow suit.
1.2 OPERATION OF ABS

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 systems can apply or release braking pressure 15 times per second Because of this, the
wheels of cars equipped with ABS are practically impossible to lock even during panic braking in
extreme conditions.
Figure 1

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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. 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 standard on most road vehicles produced today
and is the foundation for electronic stability control systems, which are rapidly increasing in
popularity due to the vast reduction in price of vehicle electronics over the years.
Modern electronic stability control 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 break 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.
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. The speed sensors of ABS are sometimes
used in indirect tire pressure monitoring system (TPMS), which can detect under-inflation of tire(s)
by difference in rotational speed of wheels.
Figure 1

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The fixed sensor connected to the axle continuously picks up the rotary movement of the
wheel by means of the pole wheel. The electrical pulses generated within the sensor are transmitted
to the electronic control unit (ECU) which uses them to compute the wheel speed. At the same time,
the ECU uses a certain mode to determine a reference speed that is close to the vehicle speed, which
is not actually measured. From all of this information the ECU continuously computes the wheel
acceleration (+b) or wheel deceleration (-b) and brake slip values. When certain slip values are
exceeded, the solenoid control value is actuated. This causes the pressure in the brake cylinder to be
limited or reduced, thereby keeping the wheel within its optimum slip range.
Figure 2
On the abscissa, the control cycles are recorded relative to time. In the area of the ordinate,
the braking pressure is shown in the bottom section, and the middle section shows the reference and
wheel speeds. The solenoid valve pulses appear in the top section.
1.2.1 CONTROL PROCEDURE
The driver actuates the braking system. The brake pressure increases. The speed of the
observed wheel suddenly drops much faster than the reference speed. Although the wheel is still
within the stable braking range (i.e. between 10 % and 30 % slip), the electronic control unit already
starts the control procedure. The ABS solenoid valve is actuated and rapidly reduces the pressure in
the brake cylinder of that wheel, and the wheel begins to accelerate again. The electronics cause the
solenoid control valve to reverse, keeping the braking pressure at a constant level until the wheel runs
within the stable slip range again. As soon as more braking force can be transferred, the braking
pressure is increased by means of pulsing - i. e. alternately holding and increasing pressure.
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If the wheel speed drops significantly relative to the reference speed during this process, a
new control cycle begins. This procedure is repeated for as long as the brake pedal is pressed too hard
for these road conditions or until the vehicle comes to a halt. The maximum control frequency which
can be achieved here is 3 to 5 cycles per second.
1.2.2 SPECIFIC FUNCTIONS OF ABS
ABS for motor vehicles has also been designed for controlling the engine brake or a retarder.
This is achieved by means of two-position control. Through a signal from the ECU, a relay actuates a
solenoid valve which blocks the air supply for the engine brake cylinder and exhausts the cylinder.
With retarders, the control process implemented accordingly by the twoposition signal deactivating
the electrical retarder control via a relay. If the engine brake or the retarder are operated on their own,
and if one rear wheel or both rear wheels on the axle with sensors show excessive slip, the engine
brake or retarder is switched off until the tendency to lock no longer applies. It is then automatically
switched on again until a tendency to lock is perceived once more, or until the driver switches it off.
If the engine brake and the service brake are applied simultaneously, the pressures of the service
brake and the engine brake are regulated whenever a tendency to lock is perceived.
If the driver actuates the (longitudinal) differential lock for the transfer gear between front
and rear axle(s), the longitudinal lock is usually opened automatically when ABS control
commences, and kept open until the end of the braking process.
The standard ABS function has been optimised for normal road conditions. In order to
achieve the shortest possible braking distance even for heavy-duty off-road applications in the
construction and military sectors, vehicles for such applications today often permit deactivation of
ABS at speeds below 15 km/h. For deactivation, the driver needs to actuate an off-road ABSswitch.
In this case the ABS warning lamp comes on as soon as deactivation comes into effect at speeds
below 15 km/h and the wheels could lock up.
Off-road ABS logic which provides the normal ABS function within the upper speed range,
but allows greater wheel slip at speeds below 40 km/h; it also allows the wheels to lock at speeds
below 15 km/h. This permits higher deceleration values to be achieved during off-road operation by
allowing the wheels to dig in temporarily whilst maintaining a certain degree of stability and steer
ability. The ABS warning lamp will flash to let the driver know that off-road ABSis active. For
newer vehicles the legislator requires the system to revert to the "road logic" automatically after the
ignition is switched off and on again.

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1.3 THEORY
When the car brakes (normally), the momentum of the car must be reduced, so a backwards
force needs to be transmitted to the car. This is achieved by the wheels exerting a forward force on
the street which lies below the threshold of maximum static sliding friction. The wheels keep sticking
to the road because of this friction.
If the driver brakes very hard (or accelerates extremely) it can occur that the maximum static
friction is surpassed and the wheels lose their grip and begin sliding (or spinning). In this case the
dynamic sliding friction (which is less than the maximum static friction) takes over
The amount of traction which can be obtained for an auto tire is determined by the coefficient
of static friction between the tire and the road. If the wheel is locked and sliding, the force of friction
is determined by the coefficient of kinetic friction and is usually significantly less. A tire that is just
on the verge of slipping (10 to 20% slippage) produces more friction with respect to the road than
one which is locked and skidding (100% slippage). Once traction is lost, friction is reduced, the tire
skids and the vehicle takes longer to stop. So locked wheels are less effective in stopping on a road
But in gravel, sand and deep snow, locked wheels dig in and stop the vehicle more quickly.
A locked tire allows a small wedge of snow to build up ahead of it which allows it to stop in a
somewhat shorter distance than a rolling tire. That is why some vehicles have an on/off switch for
deactivating the antilock system when driving on snow

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So, antilock brakes do not necessarily reduce the stopping distance, and in fact may actually
increase stopping slightly on dry pavement. But on wet or slick pavement, antilock brakes may
reduce the stopping distance up to 25% or more, which could be the difference between a safe stop
and an accident. But what ABS provides is Directional stability which is very crucial.
Directional stability also depends on traction. As long as a tire does not slip, it will roll only
in the direction it turns. But once it skids, it has about as much directional stability as a hockey puck
on ice because, regardless of the angle of the front wheels, the vehicle continues to skid in whatever
direction its momentum sends it until either the driver releases the brakes. By minimizing the loss of
traction, antilock braking helps maintain directional stability and steering control
1.4 COMPONENTS
1.4.1 WHEEL SPEED SENSORS
The wheel speed sensors (WSS) consist of a magnetic pickup and a toothed sensor ring
(sometimes called a "tone" ring). The sensor(s) may be mounted in the steering knuckles, wheel
hubs, brake backing plates, transmission tail shaft or differential housing.

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On some applications, the sensor is an integral part of the wheel bearing and hub assembly.
The sensor ring(s) may be mounted on the axle hub behind the brake rotor, on the brake rotor itself,
inside the brake drum, on the transmission tail shaft or inside the differential on the pinion
The wheel speed sensor pickup has a magnetic core surrounded by coil windings. As the
wheel turns, teeth on the sensor ring move through the pickup magnetic field. This reverses the
polarity of the magnetic field and induces an alternating current (AC) voltage in the pickup windings.
The number of voltage pulses per second that are induced in the pickup changes in direct proportion
to wheel speed. So as speed increases, the frequency and amplitude of the wheel speed sensor goes
up.
The WSS signal is sent to the antilock brake control module, where the AC signal is
converted into a digital signal and then processed. The control module then counts pulses to monitor
changes in wheel speed. On applications where the wheel speed sensor is not part of the hub or wheel
bearing assembly, it can be replaced if defective. Sensor problems can be caused by an accumulation
of debris on the end (they are magnetic), incorrect air gap or faults in the wiring or connectors.

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1.4.2 ABS CONTROL MODULE

The ABS electronic control module (which may be referred to as an EBCM "Electronic Brake
Control Module" or EBM "Electronic Brake Module") is a microprocessor that functions like the
engine control computer. It uses input from its sensors to regulate hydraulic pressure during braking
to prevent wheel lockup. The ABS module may be located in the trunk, passenger compartment or
under the hood. It may be a separate module or integrated with other electronics such as the body
control or suspension computer. On the newer ABS systems (Delphi DBC-7, Treves Mark 20, etc.), it
is mounted on the hydraulic modulator
The key inputs for the ABS control module come from the wheel speed sensors and a brake
pedal switch. The switch signals the control module when the brakes are being applied, which causes
it to go from a "standby" mode to an active mode.
When ABS braking is needed, the control module kicks into action and orders the hydraulic
unit to modulate brake pressure as needed. On systems that have a pump, it also energizes the pump
and relay.Like any other electronic control module, the ABS module is vulnerable to damage caused
by electrical overloads, impacts and extreme temperatures. The module can usually be replaced if
defective, except on some of the newest systems where the module is part of the hydraulic modulator
assembly.

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1.4.2 HYDRAULIC MODULATOR

The hydraulic modulator or actuator unit contains the ABS solenoid valves for each
brake circuit. The exact number of valves per circuit depends on the ABS system and application.
Some have a pair of on-off solenoid valves for each brake circuit while others use a single valve that
can operate in more than one position. On Delco VI ABS systems, small electric motors are used in
place of solenoids to drive pistons up and down to modulate brake pressure
.
On some systems, the individual ABS solenoids can be replaced if defective, but on most
applications the modulator is considered a sealed assembly and must be replaced as a unit if
defective.
Hydraulic modulator has a hydraulic modulator block including a reservoir and a damper; and an
electronic control block detachably attached to the surface of the hydraulic modulator block. The
reservoir and the damper are overlapped with each other such that a surface of the hydraulic
modulator block becomes entirely substantially flat. With this, the hydraulic modulator becomes
simple in construction. The hydraulic modulator has a solenoid valve; an electronic control circuit
board; and an electric wiring pattern prepared by pressing a metal plate having a first major surface
formed with a first tin layer and a nickel layer and a second major surface formed with a second tin
layer, into a three-dimensional shape such that the electric wiring pattern is formed with (1) a first
terminal having a surface that is formed with the first or second tin layer electrically connected with
the solenoid valve, (2) a connector terminal having first and second surfaces respectively formed
with the first and second tin layers, and (3) a second terminal having a surface that is formed with the
nickel layer electrically connected with the electronic control circuit board. Thus, each terminal has a
secure electrical connection with another member.

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ABS braking.
s part of the master cylinder assembly consists of a pressure storage chamber filled with nitrogen gas. Should the pump fail
is type of accumulator typically uses a spring loaded diaphragm rather than a nitrogen charged chamber to store pressure.

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s best suitable for their vehicle depending on size and weight, we will show you the most common systems used today.
the brake during the ABS stop; instead, the fluid is stored in an accumulator during the ABS stop, then returned to the ma
he brake lines. Some open systems have a pump that restores fluid to the master cylinder to keep the pedal from sinking, bu
off during an ABS stop.

essure. In some cases, pump pressure is applied to the brakes during the ABS stop, with the amount and timing of pressure
nd the number of speed sensors

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ith this setup, the controller monitors each wheel individually to make sure it is achieving maximum braking force.
h of the front wheels, with one valve and one sensor for both rear wheels. The speed sensor for the rear wheels is located in
he rear wheels, however, are monitored together; they both have to start to lock up before the ABS will activate on the rear.
r wheels, and one speed sensor, located in the rear axle.

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
. You can locate the speed sensor by looking for an electrical connection near the differential on the rear-axle housing

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ther components, such as the accumulator and hydraulic modulator, may also be part of the assembly. Many of these syste
is a valve, controlled by the driver's foot on the brake pedal, which regulates the amount of boost applied.
or to each of the wheel brakes.

stop, the hydraulic modulator rapidly changes the hydraulic pressure at the wheel brakes, holding it steady, reducing it, or l

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tact with the booster pushrod.
lit circuits, the primary circuit operates both front brakes and the secondary circuit operates both rear brakes, in diagonally

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sticated systems), so that the vehicle goes the way the driver intends. The steering wheel sensor also helps in the operation
vehicle to spin or slide sideways. This motion can sometimes be corrected by steering into the direction of the slide. Stabili

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rotection of contents is critical, either because of their value or because of the need to maintain serviceability after an earth
d to be around US$250 million. In the new town master layout (Figure 1), that will be implemented in several phases, use i
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nal and innovative seismic design approaches in terms of costs and benefits, it was decided to adopt, for all the 10,000 unit
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rey buildings. Dimensions of the blocks vary from 90 to 100 m2. It has to be noted that the Figure 4 shows a 5 storey Type
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development, the opportunity was taken during the first phase to fine tune the design. Feasibility studies were carried out to
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on does not allow a reduction of the structural materials and thus of the direct construction costs. Due to the lack of specifi

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s base (Figure 7). These beams act as ties with respect to the arches formed by the lines of compressive stress as these flow
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Damping Rubber Bearings, HDRB) and multidirectional pot bearings (Sliders) has been adopted. Table 2 shows the comp
sis, the design parameters of the isolators and the characteristics of the isolators as calculated from the design equations.
cement = 0.93kN/mm; damping at design displacement = 13%. Tests were witnessed by Malaysian Rubber Board on behal

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depends on the correct installation. Transportation, storage and installation procedures were defined that could be easily fo

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evision of the architectural layout, but allowed for a significant reduction of the construction costs due to the substitution o

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d money spend in destruction made my earthquakes. From the above result base shear is decrease while the using base isol

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SEMINAR REPORT 2016 17

ANTI LOCK BRAKING SYSTEM

DEPARTMENT OF MECHANICAL ENGG.

DEPARTMENT OF MECHANICAL ENGG.

SEMINAR REPORT 2016 17

ANTI LOCK BRAKING SYSTEM

SEMINAR REPORT 2016 17

ANTI LOCK BRAKING SYSTEM

1.2 OPERATION OF ABS

DEPARTMENT OF MECHANICAL ENGG.

SEMINAR REPORT 2016 17

ANTI LOCK BRAKING SYSTEM

DEPARTMENT OF MECHANICAL ENGG.

SEMINAR REPORT 2016 17

ANTI LOCK BRAKING SYSTEM

SEMINAR REPORT 2016 17

ANTI LOCK BRAKING SYSTEM

DEPARTMENT OF MECHANICAL ENGG.

SEMINAR REPORT 2016 17

ANTI LOCK BRAKING SYSTEM

DEPARTMENT OF MECHANICAL ENGG.

SEMINAR REPORT 2016 17

ANTI LOCK BRAKING SYSTEM

DEPARTMENT OF MECHANICAL ENGG.

SEMINAR REPORT 2016 17

ANTI LOCK BRAKING SYSTEM

DEPARTMENT OF MECHANICAL ENGG.

SEMINAR REPORT 2016 17

ANTI LOCK BRAKING SYSTEM

1.4.2 ABS CONTROL MODULE

DEPARTMENT OF MECHANICAL ENGG.

SEMINAR REPORT 2016 17

ANTI LOCK BRAKING SYSTEM

1.4.2 HYDRAULIC MODULATOR

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SEMINAR REPORT 2016 17

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ANTI LOCK BRAKING SYSTEM

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SEMINAR REPORT 2016 17

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SEMINAR REPORT 2016 17

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ANTI LOCK BRAKING SYSTEM

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off during an ABS stop.

nd the number of speed sensors

SEMINAR REPORT 2016 17

ANTI LOCK BRAKING SYSTEM

SEMINAR REPORT 2016 17

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ANTI LOCK BRAKING SYSTEM

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r wheels, and one speed sensor, located in the rear axle.

SEMINAR REPORT 2016 17

ANTI LOCK BRAKING SYSTEM

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or to each of the wheel brakes.

SEMINAR REPORT 2016 17

ANTI LOCK BRAKING SYSTEM

DEPARTMENT OF MECHANICAL ENGG.

SEMINAR REPORT 2016 17

ANTI LOCK BRAKING SYSTEM