Anti-Lock Braking System

Onlinedatei vom 16.10.
2018 10:45
ANTI-LOCK BRAKING SYSTEM
Group Members:
BILAL HUSSAIN (130633)

SHEHRYAR KHAN (130720)
TALHA ALAM (130753)
:
BE MECHATRONICS (2013-2017)
Project Supervisor
Dr. Rana Iqtidar Shakoor
Assistant Professor
DEPARTMENT OF MECHATRONICS ENGINEERING

FACULTY OF ENGINEERING
AIR UNIVERSITY, ISLAMABAD
Onlinedatei vom 16.10.2018 10:45
Final Year Project Report

(2013-2017)
DEPARTMENT OF MECHATRONICS ENGINEERING

BILAL HUSSAIN (130633)

SHEHRYAR KHAN (130720)
TALHA ALAM (130753)
Project Supervisor
____________________________
Assistant Professor
Dr. Rana Iqtidar Shakoor
Head of Department
____________________________
Dr. Zareena Kausar
H.O.D Mechatronics
Acknowledgements
We have taken efforts in this project. However, it would not have been possible
without the kind support and help of many individuals. We would like to extend my
sincere thanks to all of them.
We are highly indebted to Dr. Rana Iqtidar Shakoor for their guidance and constant
supervision as well as for providing necessary information regarding the project &
also for their support in completing the project.
We would like to express my gratitude towards my parents for their kind co-operation
and encouragement which help me in completion of this project.
Our thanks and appreciations also go to our colleagues in developing the project and
people who have willingly helped us out with their abilities.
i
Abstract
The Anti-lock braking system 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. It's 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 fast so that
makes easy steering for the driver. ABS generally offer advanced vehicle control and
minimize the stopping distance in slippery and dry surface. The focus of this project is
to design and install an Anti-lock Braking System in a locally manufactured general
purpose motorbike. This report describes the methods used to change the pre-installed
drum brakes to disc brakes. Also how the electronic circuitry will be implemented and
how it will control the braking action.
Nomenclature
Ω Angular Velocity Of Vehicle

𝑔 Gravitational Constant
𝑇𝐵 Hydraulic Lag
𝑣0 Initial Velocity Of Vehicle
𝑚 Mass Of Vehicle
𝑇𝑏𝑚𝑎𝑥 Maximum Braking Torque
𝐽𝑤 Moment Of Inertia
Rw Radius Of Wheel
S Slip
V Velocity Of Vehicle
iii
Table of Contents
Chapter 1 Introduction.............................................................................................. 6
1.1 Introduction................................................................................................................... 6
1.1.1 Main Units .................................................................................................................... 8
1.1.2 Working of ABS ........................................................................................................... 9
1.1.3 Advantages.................................................................................................................... 9
1.1.4 Limitations .................................................................................................................... 9
1.2 Literature Review ....................................................................................................... 10
1.3 Problem Statement ...................................................................................................... 11
1.4 Objectives ................................................................................................................... 11
1.5 Time Line.................................................................................................................... 11
Chapter 2 Description ............................................................................................. 12
2.1 Overview ..................................................................................................................... 12
2.1.1 Conversion of Drum Brake to Disc Brake .................................................................. 12
2.1.2 Sensors ........................................................................................................................ 13
2.1.3 Designing the ECU ..................................................................................................... 14
2.1.4 Interworking Of the EHCU and ECU ......................................................................... 16
Chapter 3 Modeling and Simulation....................................................................... 22
3.1 Theoretical mathematical modeling:.......................................................................... 22
3.1.1 Wheel slip ................................................................................................................... 22
3.1.2 Vehicle Dynamics ....................................................................................................... 23
3.1.3 Wheel dynamics .......................................................................................................... 24
3.1.4 System model .............................................................................................................. 24
3.1.5 Outputs ........................................................................................................................ 26
Bibliography………………………………………………………………………....28
List of Figures
FIGURE 1-1 BASIC WORKING OF ABS ......................................................................................... 9

FIGURE 2-1 REMOVAL OF DRUM BRAKE .................................................................................. 12
FIGURE 2-2 BASIC SKETCH OF INSTALLATION OF BRAKING DISC ON THE RIM ....................... 13
FIGURE 2-3 MULTI POLE RING AND ITS WAVEFORM................................................................ 14
FIGURE 2-4 BASIC SAFETY CIRCUIT.......................................................................................... 15
FIGURE 2-5 REST POSITION ....................................................................................................... 16
FIGURE 2-6 PRESSURE INCREASING STAGE ............................................................................... 17
FIGURE 2-7 PRESSURE MAINTENANCE STAGE .......................................................................... 18
FIGURE 2-8 PRESSURE REDUCTION STAGE ............................................................................... 20
FIGURE 2-9 PRESSURE INCREASE STAGE................................................................................... 21
FIGURE 3-1 DYNAMIC MODEL OF TIRE .................................................................................... 22
FIGURE 3-2 VEHICLE DYNAMICS BLOCK .................................................................................. 23
FIGURE 3-3 WHEEL DYNAMICS BLOCK .................................................................................... 24
FIGURE 3-4 SYSTEM MODEL OF ABS ........................................................................................ 24
FIGURE 3-5 MUTUAL SLIP BLOCK AND CORRESPONDING GRAPH ............................................ 25
FIGURE 3-6 MAXIMUM BRAKING SIMULATION RESULTS (BRAKING WITHOUT ABS) ............... 26
FIGURE 3-7 MAXIMUM BRAKING SIMULATION RESULTS (BRAKING WITH ABS) ...................... 26
FIGURE 3-8 STOPPING DISTANCE FOR HARD BRAKING WITH AND WITHOUT ABS................... 27
v
Chapter 1 Introduction
1.1 Introduction
An Anti-lock braking system (ABS) is a car safety framework that permits
the wheels on an engine vehicle to keep up tractive contact with the road
surface according the braking input by the driver, keeping the wheels from
bolting up (stopping revolution) and evading uncontrolled skidding. It is
an automated framework that uses the standards of threshold braking and
cadence braking which were adapted by skillful drivers with previous
generation stopping mechanisms. It does this at a much quicker rate and
with ideal control than a driver could administer. This gives better control
and lesser stopping distance than cadence braking.
The explanation behind the development of ABS is generally very simple.

Under braking, in the event that one or more wheels of a vehicle bolt
(starts to slide) then this has various consequences: a) braking distance
expands, b) steering control is lost, and c) tire wear will be irregular. The
noticeable result is that a mishap is significantly more prone to happen.
The utilization of brakes creates a force that blocks a vehicles movement
by applying a force the other way.
Amidst serious braking situations, a point is achieved in which the

tangential speed of the tire surface and the speed on road surface are not
the same such that an ideal slip which relates to the highest friction is
acquired. The wheel slip, S is described as:
𝑠 = (𝑉 − 𝜔𝑅)/𝑉
Anti-Lock Braking System
Where ω, R, and V mean the wheel rakish speed, the wheel moving range,
and the vehicle forward speed, individually. In typical driving conditions,
𝑉 = 𝜔𝑅 accordingly S = 0. In serious braking, it is basic to have ω = 0
while S = 1, which is called wheel lockup. Wheel lockup is undesirable
since it increases the stopping distance and causes the loss of steering
control.
7
Introduction
1.1.1 Main Units
1.1.1.1 Electro-Hydraulic Control Unit
a) Power Unit:
The power unit provides a suitable pressure to the whole system.
b) Solenoid Valves:
They are electronically controlled switches which can be used for
pressure modulation.
c) Braking Calliper:
When the brake pedal is pressed, pressure is applied on the piston
inside the caliper, pushing the brake pads against the rotors to
slow/stop the vehicle.
1.1.1.2 Electronic Control Unit
a) Wheel Speed Sensor:

This sensor will be attached to the wheel and will give a wave
response, which will relate to the wheel speed.
b) Controller:
The controller will calculate the wheel speed according to the input
received from the sensor and will provide a suitable response to the
solenoid to adjust brake pressure.
c) Safety Circuit:
The safety circuit checks whether the whole ABS is functional or
not. If a fault is detected, the user is notified and ABS system is
disconnected. The user can apply braking through the conventional
method.
8
Figure 1-1 Basic Working of ABS
1.1.2 Working of ABS

Input is received through the wheel speed sensor. Signal received is then
processed in the ECU. Brake pressure is controlled through EHCU based
on the input from ECU.
1.1.3 Advantages
Guarantees stable braking characteristics on most road surfaces.
Maintains steer-ability and generally reduces the braking distance
Reduces tyre wear.
1.1.4 Limitations
ABS is not a license for a mal-adjusted style of driving or failure to
observe the correct safety distance.
Uncontrollable, if driven too fast around a corner.
So it is understandable that ABS does not increase the traction limit but it
only helps to stay within its limit.
9
Introduction
1.2 Literature Review

Anti-lock Braking Systems were at first created for aircraft in 1929 by the
French automobile and aircraft pioneer Gabriel Voisin, as threshold
braking a plane is nearly inconceivable. An early framework was Dunlop's
Maxaret framework, presented in the 1950s and is still being used on some
aircraft models. In 1936, the German Companies Bosch and Mercedes-
Benz prepared the main electronic variety for use on Mercedes Benz
autos. This form was made of more than 1000 analogue electronic parts,
was generally very slow. A completely mechanical framework saw limited
car use in the 1960s in the Ferguson P99 racing car, however it saw no
further utilization; the framework proved costly and, in vehicles
utilization, to undependable. A limited type of antilock braking, using a
valve which could regulate braking pads, front to back brake force spread
when a wheel was bolted, was fitted to the 1964 Austin 1800. The first
genuine electronic 4-wheel multi-channel ABS was co-created by Chrysler
and Bendix for the 1971 Imperial. Called Sure Brake, it was accessible for
quite a long while and had an agreeable execution and unwavering quality
record. Ford additionally presented ABS on the Lincoln Continental Mark
III brake rotors and the Ford LTD station wagon, called Sure Trak.
German firms Bosch and Mercedes-Benz had been co-creating anti-lock
braking innovation since the 1930s; they initially showed up in trucks and
the Mercedes-Benz S-Class. ABS Systems were acquainted much later
with autos in daily use and even later to motorbikes, as there were some
controversies about its effectiveness in motorbikes. Presently numerous
high class bikes come preinstalled with 2-channel ABS and some cost
effective versions employ just front wheel single-channel ABS.
10
1.3 Problem Statement

To design and install an Anti-lock Braking System for general purpose
motorbikes, such as 70cc bike.
1.4 Objectives
To reduce braking distance
To increase stability
To improve steer-ability
1.5 Time Line
2016 2017
Tasks M A M Ju J A S O N D J F M A M
a p n c e a a
a u u e o a e p
r y
r r t c
y l g p v n b r
Literature Review
ECU & EHCU Designing

Braking Disc Fabrication
and Mechanical Analysis
Interfacing
Testing and
Troubleshooting
Documentation
Final Project Presentation
11
Chapter 2 Description
2.1 Overview
Conversion of drum brakes to disc brakes is the foremost task. Secondly
the braking calipers are aligned with brake discs and fitted onto
suspension rods. The sensors are mounted with the caliper such that it
faces the brake disc. ECU and safety circuit is installed below the fuel tank
onto the chaises of the bike. The EHCU is installed in a small
compartment below the seat. The ECU, EHCU and the Braking Calipers
are then interfaced together.
2.1.1 Conversion of Drum Brake to Disc Brake

First of all, the drum brakes are removed and the internal surface of the
rim in machined for a smoother inside. This space is then filled with an
aluminum block. The block bolted to the rim through a hole drilled at side
of the rim.
Figure 2-1 Removal of Drum Brake

The block is made of aluminum because of its lightness and its ability to
somewhat withstand load with little distortion in its own shape. The
aluminum block under discussion is designed with tapped holes so that the
brake disc can be mounted on it.
Figure 2-2 Basic Sketch of Installation of Braking Disc on The Rim
2.1.2 Sensors
Active wheel rpm sensors are used to check the speed of the wheels. Their
operation is based on the variation of internal resistance depending on the
intensity and direction of the lines force of an external magnetic field
producing a square wave signal whose frequency varies according to the
rotation speed of the wheel, but whose amplitude is constant.
In our case the external magnetic field is produced by “multi polar ring”. It
is made up of an elastomer with a certain quantity of magnetic particles
which, through a particular magnetization technique, are directed to create
different magnets with alternating North-South poles around the
circumference of the ring.
13
Description
Figure 2-3 Multi Pole Ring and Its Waveform
Use of an active sensor offers the following advantages over the

traditional magnetic induction sensors:
a. Less sensitivity to distance between sensor and the magnetic ring

b. Improved immunity to electro-magnetic fields
c. The capacity of the sensor to measure wheel speed up to zero
The recommended distance, to obtain the correct signals, between the end
of sensor and the multi-polar ring should be between:
0.17 ÷ 2.02 𝑚𝑚 𝑓𝑜𝑟 𝑓𝑟𝑜𝑛𝑡 𝑤ℎ𝑒𝑒𝑙
0.57 ÷ 1.53 𝑚𝑚 𝑓𝑜𝑟 𝑟𝑒𝑎𝑟 𝑤ℎ𝑒𝑒𝑙
2.1.3 Designing the ECU

The electronic control unit is made up of three main parts
2.1.3.1 Microcontroller
It constantly checks the digital wheel speed signals and processes it

according to the conditions in the program. The results obtained are used
to control the relay drive circuit. We are using Arduino Mega as our
primary controller.
14
2.1.3.2 Relay drive circuit
The relay drive circuit is basically an H-bridge circuit made up of relays

and BJTs. The main purpose of this circuit is to receive the operating
command from the microcontroller and according to these commands
control the solenoids, which in turn control the pressure of the fluid.
2.1.3.3 Safety circuit
The safety circuit uses a comparator IC LM339 to check the sensors, relay
and the controller. From the beginning the controller constantly sends a
signal to the comparator IC which is compared with the reference voltage.
The output is real time and confirms that the controller is working
properly. If the controller is not operational a fault light is turned on.
After this the controller sends a signal to both of the sensors and the relay
drive circuit. Output received from the sensors and the relays is separately
compared via the comparator IC. Fault in the response signal from the
sensor and the relay is detected by the comparator and using some simple
circuitry is the comparators’ response to the fault is used to turn on fault
light. If there is a fault detected then the ECU is cut off and conventional
breaking is used.
.
Figure 2-4 Basic Safety Circuit
15
Description
2.1.4 Interworking Of the EHCU and ECU

2.1.4.1 Rest State
HCU is equipped with 4 two way solenoid valves, 2 for each channel
which are operated by the Controller. When the pressurized solenoid valve
(9) is deactivated, it allows the flow of fluid to the brake caliper. The
pressure is maintained by closing this valve i.e. supplying it current. When
it is deactivated the discharging solenoid valve (10) is closed and does not
allow fluid flow to the low pressure accumulator (2). The accumulator
temporarily stores the brake fluid which is then used in the pressure
reduction stage. During the pressure reduction stage, the fluid that flows
through the brake caliper is sent from the recovery pump (4) to the brake
pump (6) through the restrictor (5) which damps the pressure and the
impulses generated by the pump.
On the basis of the inputs received from the rear and front wheel sensors
the electronic control unit operates the electro-hydro control unit which
then controls the pressure of the brakes fluid being sent to the brake
caliper.
Figure 2-5 Rest Position
16
2.1.4.2 Pressure Increase Stage
When the brake pedal is pressed, a pressure is generated by the brake

pump (6) which reaches the brake caliper without undergoing any change,
because the solenoid valve (9) and (10) are not grounded by the
Controller. When the brake force is increased, as a result deceleration of
the wheel tends to increase, this results in faster deceleration of the bike,
(i.e slipping increases).
The creeping value is not to exceed a limit after which the wheel loses its
Grip and slips, loses direction and increases braking distance.
At this point the wheel sensor sends a signal telling that the deceleration
values reached could result in decreased adhesion between the wheel and
the ground. At this moment the controller (1) commands electro-hydraulic
unit solenoid valves to reduce the brake force which allows the speed of
the wheel to increase retain its lost speed.
Figure 2-6 Pressure Increasing Stage
17
Description
2.1.4.3 Pressure Maintenance Stage
During this stage the ECU connects the pressurizing solenoid (9) to earth
closing it, whilst the discharging solenoid (10) is already closed as it is not
connected to earth.
The hydraulic connection between the brake pump (6) and the brake
caliper (11) is interrupted (waiting position). The pressure in the brake
caliper is kept constant at the value reached previously, even if the
pressure on brake pedal is increased.
In spite of this the braking force maintains a constant slowing down

action, the speed of the wheel varies, according to the adhesion on the
ground, until the rpm sensor (12) detects a value which is comparable to
the reference speed calculated by the ECU.
At this point the control unit moves from pressure maintenance stage to
pressure increasing stage (if the wheel is accelerating) or to pressure
decrease stage (if the wheel tends to lock.).
Figure 2-7 Pressure Maintenance Stage
18
2.1.4.4 Pressure Reduction Stage
The electronic control unit (1) detects the tendency of the wheel to lock
and alerts the electro-hydraulic unit to contain the deceleration of the
wheel within the permissible limit. The electronic control unit (1) connects
the pressurizing (9) discharging (10) solenoid valve to earth.
The pressurizing solenoid valve (9) remains closed keeping the connection
between the brake pump (6) and the brake caliper (11) interrupted; the
discharging solenoid valve (10) opens making a hydraulic connection
between the brake caliper (11) and the low pressure accumulator (2) and
the recovery pump (4) in such a way as to remove fluid from the brake
caliper (11) and decrease pressure at the actual caliper.
At the same time the electronic control unit (1) supplies the recover pump
(4) and motor (3) which allows the fluid removed from the brake caliper
(11) to be reintroduced into the main circuit.
The low pressure reservoir or accumulator (2) in the circuit has the task of
storing part of the brake fluid remove from calipers. The fluid is drawn in
through the recovery pump (4) circuit and sent by the mean of restrictor
(5) ,into the brake pump (6) main circuit.
During this stage a series of pressure waves (or hydraulic thrust) are
produced which notify the driver that the ABS device has started to work.
During braking, slight force on the brake pedal should be considered

normal during the intervention of A.B.S system, during this stage as the
result decreased braking force, the wheel tends to return to the reference
speed calculated by the electronic control unit (1).
The ABS stops working below the 5kph to allow the wheel to lock
completely with the vehicle stationary.
19
Description
Figure 2-8 Pressure Reduction Stage
20
2.1.4.5 Pressure Increase Stage
When the tendency to slip is over, the discharging solenoid valve (10)
closes. The system enters the pressure increase stage for the braking
caliper; this is achieved through the rapid opening and closing sequence of
the pressurizing valve (9). When the ECU once again detects creeping
conditions, it activates the strategy described the “Pressure Reduction
Stage” paragraph.
Figure 2-9 Pressure Increase Stage
21
Chapter 3 Modeling and Simulation

3.1 Theoretical mathematical modeling:
3.1.1 Wheel slip
When the braking action is initiated, a slippage between the tire and the
contacted road surface will occur, which make the speed of the vehicle to
be different from that of the tire.
The longitudinal slip is defined as:
𝑉 − 𝜔𝑅𝑤
𝑆=
𝑉
S= slip
V = velocity of vehicle
RW = Radius of wheel
𝜔 = Angular velocity of vehicle
if S=0 : V= 𝜔𝑅𝑤 (NO SLIP) Figure 3-1 Dynamic Model of Tire
if S=1 : 𝜔𝑅𝑤 = 0 (MAXIMUM SLIP)
From these expressions, we see that slip is zero when wheel speed and
vehicle speed are equal, and slip equals one when the wheel is locked. A
desirable slip value is 0.2, which means that the number of wheel
revolutions equals 0.8 times the number of revolutions under non-braking
conditions with the same vehicle velocity. This maximizes the adhesion
between the tire and road and minimizes the stopping distance with the
available friction.
3.1.2 Vehicle Dynamics

According to Newton's second law, the equation of motion of the
simplified vehicle can be expressed by:
𝑉̇ = −𝐹𝑡 − 𝐹𝑎 /−𝑚𝑡
The road friction force is given by Coulomb law
𝐹𝑡 = 𝜇𝑁 (frictional force)
The total mass of the quarter vehicle can be written as

𝑚𝑏
𝑚𝑡 = 𝑚𝑡𝑖𝑟𝑒 +
2
Thus, the total normal load cm be expressed by
𝑁 = 𝑚𝑡 𝑔 − 𝐹𝑙
𝐹𝑙 is the longitudinal weight transfer load due to braking.
𝑉̇ = −𝐹𝑡 − 𝐹𝑎 /−𝑚𝑡
Now “stop” block tells to stop simulation when input is non-zero.
1/Rr is to show angular velocity of vehicle.
1/S is to show stopping distance.
Figure 3-2 Vehicle Dynamics Block
23
Modeling and Simulation
3.1.3 Wheel dynamics

According to Newton's second law, the equation of motion at wheel level
for the rotational DOF is given by.
𝐽𝑤 𝜔̇ = −𝑇𝑏 + 𝐹𝑡 𝑅𝑤
Figure 3-3 Wheel Dynamics Block
3.1.4 System model
Figure 3-4 System Model of ABS
Assumption: Only a linear model was considered and does not include actual road
conditions. The system here is modelled only for straight line braking.
The block caption with “mu-slip friction curve” in figure SYSTEM

MODEL is basically a graph between co-efficient of friction and slip.
24
Figure 3-5 Mutual Slip Block and Corresponding Graph
Input parameters:
Gravitational constant 𝑔 = 32.18 𝑓𝑡/𝑠 2
Initial velocity of vehicle 𝑣0 = 88 𝑓𝑡/𝑠
Wheel Radius 𝑅𝑟 = 1.25 𝑓𝑡
Mass of vehicle 𝑚 = 50 lbs
Maximum Braking Torque 𝑇𝑏𝑚𝑎𝑥 = 1500 𝑙𝑏𝑓 ∗ 𝑓𝑡
Hydraulic Lag 𝑇𝐵 = 0.01 𝑠
Moment of Inertia 𝐽𝑤 = 5 𝑓𝑡 4
25
Modeling and Simulation
3.1.5 Outputs
3.1.5.1 Without ABS
In the plot of Figure 3-5, the wheel locks up in about seven seconds. The
braking, from that point on, is applied in a less-than-optimal part of the
slip curve. That is, when slip = 1, as seen in the lower plot of Figure 3-5,
the tire is skidding so much on the pavement that the friction force has
dropped off. The total time taken from the application of brakes to the
stopping of vehicle is ~16.5 seconds.
Figure 3-6 Maximum braking simulation results (braking without ABS)
3.1.5.2 With ABS
The first plot in Figure 3-6 shows the wheel angular velocity and
corresponding vehicle angular velocity. This plot shows that the wheel
speed stays below vehicle speed without locking up, with vehicle speed
going to zero in less than 15 seconds.
Figure 3-7 Maximum braking simulation results (braking with ABS)
26
3.1.5.3 Stopping Distance

In Figure 3-7, the distance traveled by the vehicle is plotted for the two
cases. Without ABS, the vehicle skids about an extra 100 feet, taking
about three seconds longer to come to a stop.
Figure 3-8 Stopping distance for hard braking with and without ABS
27
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29

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