Tech Talk

ABS AND ASSOCIATED SYSTEMS - PART 5

Having looked earlier in this series at the function and operating principles of antilock braking systems, its now time to study what are effectively extensions in functionality of ABS:

Electronic Brake Force Distribution (EBD) Traction Control (TRC) Brake Assist (BA) Vehicle Stability Control (VSC)

and this mode of ABS operation is known as Electronic Brake Force Distribution (EBD).

EBD operation
EBD utilises the functions and components already used in ABS, although the software controlling the valves is modified to control the pressure increase and hold phases only, at lower braking efforts and less slip than those used in emergency braking. When braking in a straight line, the ECU compares the individual speed of each wheel and the average speed of each pair. The front to rear average speeds are compared and if the rears are showing signs of locking, the pressure hold (inlet) valves for both these wheels will close to prevent more pressure being applied. More pressure can still be applied to the front wheels if necessary. If the vehicle is fully laden, more pressure can be applied to the rear pair before intervention occurs. Note that this load-sensing ability is automatic as the wheel speed sensors simply report on the slipping condition of the wheels, which is in proportion to the weight acting on them. Before the advent of EBD, specially designed load-sensing proportioning valves were needed for vehicles that experience a wide range of load conditions.

This article will cover EBD and TRC and the next article in this series will look at BA and VSC.

Electronic Brake Force Distribution (EBD)

When the vehicle brakes are applied, the centre of gravity of the vehicle shifts in the direction of travel. With less weight over the rear wheels, the available grip is reduced and the risk of locking these wheels is increased, reducing the braking effort applied between the tyres and road surface. The front tyres will have some extra grip due to the weight transfer and as long as the driver maintains or increases braking effort, the vehicles deceleration will be quite acceptable in most situations. The most dangerous effect of locked rear wheels is the loss of directional stability and a dangerous spin is very likely. For many years, motor vehicle manufacturers have employed various types of hydraulic valve to control brake balance between the front and rear pairs of wheels in order to prevent rear wheel lock up under heavy braking conditions. These valves are generally referred to as proportioning valves. Now that manufacturers are routinely equipping their models with ABS, the proportioning valve is effectively obsolete as this system can do the same job of controlling rear brake line pressure to prevent lock up during weight transfer. However, for many years the proportioning valve was retained on ABS equipped vehicles as it proved difficult to control the rear brakes in an acceptably smooth way (due to low ABS ECU processing power and manufacturing limitations, ABS intervention during nonemergency braking resulted in brake pedal feedback and system noise). These issues have now been overcome
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If one or both rear wheels still show signs of skidding, the ABS will take over, releasing the pressure until the wheel speeds up. When cornering and braking at the same time, the outside rear wheel has a big effect on directional stability so it is vital that this wheel doesnt lock. The inside wheel will tend to lock early, and the ECU will notice a large difference between left and right wheel speeds. The ECU will regulate the pressure applied to both wheels based on the speed of the slower inside wheel to prevent too much braking causing the important outer wheel to slip.

the brake switch is being operated at the same time. If it is, then ABS is required if not then traction control intervention is necessary and the ECU acts appropriately. Some systems double-check by assessing the throttle position as well.

TRC system operation

If one of the driven wheels starts to spin during acceleration the ABS/TRC ECU can initiate a number of actions:

Traction control
Traction control has become increasingly important for various reasons, not least because cars have become more powerful. In front-wheel-drive vehicles the weight transfer during start-off and sudden acceleration can promote a severe loss of grip (traction) between the front tyres and the road. In rearwheel-drive cars the risk of yaw leading to a spin as the vehicle accelerates is very real, particularly if the vehicle is being steered at the same time, at junctions for example. In the latter example limited-slip-differentials can be a great help but these devices can cause sudden unwanted steering responses in some front-wheel-drive vehicles and tyre wear can be an issue. For safety reasons, traction control systems, whilst criticised by some expert drivers, have become a very necessary addition to a vehicles specification for most of us.

Retard ignition timing (to reduce power) Close throttle valve (to reduce power) Cut injectors (to reduce power) Brake the spinning wheel

In early systems, braking the spinning wheel was the only option but unfortunately this system did nothing to prevent the driver applying even more power in an attempt to increase acceleration and subsequently brake pad wear was very high.

In order to prevent fluid being pumped back to the brake master cylinder at this time, solenoid valve A is closed (see diagram). Solenoid B is opened to supply hydraulic fluid to the pump as necessary. The braked wheel should now slow down and more power will be supplied to the opposite wheel (via the differential) as long as power is still applied by the driver/ECU. As the wheel slows, the outlet valve allows fluid to be bled back to the reservoir/pump. The cycle is repeated until either power is reduced enough to prevent spin or the wheels start to turn at very similar speeds (equal grip).

Summary
EBD is designed to operate at its best on lightly laden vehicles, when it would be all too easy to lock the rear wheels. It has advantages over hydraulic proportioning valves in that it allows the braking effort applied to be somewhat higher when grip is available. TRC has proved itself to be a great advantage when rapid acceleration is required, reducing the risk of loss of steering control. The next article in this series will progress to Vehicle Stability Control and Brake Assist, which are also extensions to basic ABS functionality. If you would like to study anti-lock braking systems in more detail we would be delighted to provide you with a place on one of our technical courses. Please see details below on how to contact us. ProAuto Limited are an automotive technical training company based in Shrewsbury, Shropshire. Our core business is the design and delivery of technical training to the automotive industry, which includes vehicle manufacturers, component manufacturers, diagnostic equipment manufacturers and independent garages. We run courses from numerous select venues nationally, so a course is never too far away. For further details you can visit our website at www.proautotraining.com email us at info@proautotraining.com or telephone on 01743 709679.

Operation power control

The ABS/TRC ECU is in constant communication with the engine management ECU, often via a CAN system on later vehicles. When wheel spin is detected, the intake airflow can be reduced to reduce power. Some vehicles use an additional, electrically controlled throttle in the throttle housing, although where Drive-by-wire systems are fitted the throttle motor can be controlled by the engine management ECU, overriding the drivers input. In both cases the throttle can be progressively closed, reducing power. Some systems control the ignition timing or cut individual injectors for more rapid response and variable valve timing systems can also be affected. TRC braking is still employed but the proportion of braking vs. power reduction varies according to vehicle speed and acceleration.

The system
The TRC system uses exactly the same components as ABS and EBD, with the addition of extra valves for each hydraulic circuit. The key difference between ABS and

Operation braking
When a wheel spins under acceleration the ABS/TRC ECU decides if brake intervention is required. If it is, the pump in the ABS actuator will run to supply pressurised fluid to the brake of the spinning wheel via the inlet solenoid valve (remember the driver is not applying the brake so brake pressure has to be generated by other means).

TRC is down to the pedal operated brake switch. If the ECU detects significant differences in wheel speeds it checks to see if
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