Seminar Report on

Anti-lock braking
system

Prepared by

JYOTI RANJAN NAYAK

Jyotiranjan_541@yahoo.com
Introduction
An anti-lock braking system (ABS is a safety system on
motor vehicles hich prevents the heels from loc!in" hile
bra!in".
A rotatin" road heel allos the driver to maintain steerin"
control #nder heavy bra!in"$ by preventin" a loc!ed heel or
s!id$ and alloin" the heel to contin#e to forard roll and
create lateral control$ as directed by driver steerin" inp#ts.
%isadvanta"es of the system incl#de increased bra!in"
distances #nder some limited circ#mstances &sno$ "ravel$
'soft' s#rfaces($ and the creation of a 'false sense of sec#rity'
amon" drivers ho do not #nderstand the operation$ and
limitations of A)S.

!istory
Anti*loc! bra!in" systems ere first developed for aircraft in "#$#$
by the +rench a#tomobile and aircraft pioneer$ %abriel &oisin$ as
threshold bra!in" an airplane is nearly impossible.
An early system as 'unlo(,s -a.aret system$ introd#ced in the
"#)*s and still in #se on some aircraft models.
A f#lly mechanical system sa limited a#tomobile #se in the "#+*s
in the ,erguson P// racin" car$ the Jensen ++ and the e.perimental
all heel drive ,ord 0odiac $ b#t sa no f#rther #se1 the system
proved e.pensive and$ in a#tomobile #se$ somehat #nreliable.
2oever$ a limited form of anti*loc! bra!in"$ #tili3in" a valve hich
co#ld adj#st front to rear bra!e force distrib#tion hen a heel
loc!ed$ as fitted to the "#+- Austin 1455 .
./rysler $ to"ether ith the Bendi0 .or(oration$ introd#ced a cr#de$
limited prod#ction A)S system on the "#1" 6mperial. 7alled 'S#re
)ra!e'$ it as available for several years$ and had a satisfactory
performance and reliability record.
,ord also introd#ced anti loc! bra!es on the 8incoln 7ontinental
-ar! 666 and the +ord 89% station a"on$ called 'S#re 9ra!' in
"#1).
9he :erman firms Bosc/ and 2ercedes-Ben3 had been co*
developin" anti*loc! bra!in" technolo"y since the 1/;5s$ and
introd#ced the first completely electronic 4*heel m#lti*channel A)S
system in tr#c!s and the -ercedes*)en3 S*7lass in "#14.
A)S Systems based on this more modern -ercedes desi"n ere
later introd#ced on other cars and motorcycles. %eneral 2otors
introd#ced the '9rac!master' A)S on their 7adillac models in "#1"
as an option that as operational on the rear heels for R<%
models.
6n "#44 B25 became the orld,s first motorcycle man#fact#rer to
introd#ce an electronic=hydra#lic A)S system$ this on their )-<
>155.
6n "##$ !onda la#nched its first A)S system$ this on the S91155
Pan ?#ropean.
6n "##1 Su3uki la#nched its :S+1@55SA &)andit( ith A)S
9oday A)S has become a standard eA#ipment even for small cars
T/eory

<hen the car bra!es &normally($ the moment#m of the car
m#st be red#ced$ so a bac!ards force needs to be
transmitted to the car. 9his is achieved by the heels e.ertin"
a forard force on the street hich lies belo the threshold of
ma.im#m static slidin" friction. 9he heels !eep stic!in" to
the road beca#se of this friction.
6f the driver bra!es very hard &or accelerates e.tremely( it
can occ#r that the ma.im#m static friction is s#rpassed and
the heels lose their "rip and be"in slidin" &or spinnin"(. 6n
this case the dynamic slidin" friction &hich is less than the
ma.im#m static friction( ta!es over
9he amo#nt of traction hich can be obtained for an a#to tire
is determined by the coefficient of static friction beteen the
tire and the road. 6f the heel is loc!ed and slidin"$ the force
of friction is determined by the coefficient of !inetic friction and
is #s#ally si"nificantly less. A tire that is j#st on the ver"e of
slippin" &15 to @5B slippa"e( prod#ces more friction ith
respect to the road than one hich is loc!ed and s!iddin"
&155B slippa"e(. Cnce traction is lost$ friction is red#ced$ the
tire s!ids and the vehicle ta!es lon"er to stop. So loc!ed
heels are less effective in stoppin" on a road
)#t in "ravel$ sand and deep sno$ loc!ed heels di" in and
stop the vehicle more A#ic!ly. A loc!ed tire allos a small
ed"e of sno to
b#ild #p ahead of it
hich allos it to
stop in a somehat
shorter distance
than a rollin" tire.
9hat is hy some
vehicles have an
on=off sitch for
deactivatin" the
antiloc! system
hen drivin" on
sno.
So$ antiloc!
bra!es do not
necessarily red#ce
the stoppin"
distance$ and in fact
may act#ally
increase stoppin"
sli"htly on dry
pavement. )#t on
et or slic!
pavement$ antiloc! bra!es may red#ce the stoppin" distance
#p to @5B or more$ hich co#ld be the difference beteen a
safe stop and an accident
)#t hat A)S provides is %irectional stability hich is very
cr#cial.
%irectional stability also depends on traction. As lon" as a tire
does not slip$ it ill roll only in the direction it t#rns. )#t once it
s!ids$ it has abo#t as m#ch directional stability as a hoc!ey
p#c! on ice beca#se$ re"ardless of the an"le of the front
heels$ the vehicle contin#es to s!id in hatever direction its
moment#m sends it #ntil either the driver releases the bra!es.
)y minimi3in" the loss of traction$ antiloc! bra!in" helps
maintain directional stability and steerin" control
Basic O(eration
9he Anti*loc! )ra!in" System is desi"ned to maintain
vehicle control$ directional stability and optim#m deceleration
#nder severe bra!in" conditions on most road s#rfaces.
6t does so by monitorin" the rotational speed of each heel
and controllin" the bra!e line press#re to each heel d#rin"
bra!in". 9his prevents the heels from loc!in" #p.

9he A)S system has folloin" main components D
<heel Speed Sensors
Abs 7ontrol -od#le
2ydra#lic -od#lator
P#mp -otor E Acc#m#lator.
9he sensors * one at each heel since1/45$ b#t at both front
heels and one at the rear differential on earlier models D send
a variable volta"e si"nal to the control #nit$ hich monitors
these si"nals$ compares them to its pro"ram information$ and
determines hether a heel is abo#t to loc! #p.
<hen a heel is abo#t to loc! #p$ the control #nit si"nals the
hydra#lic #nit to red#ce hydra#lic press#re &or not increase it
f#rther( at that heelFs bra!e caliper. Press#re mod#lation is
handled by electrically*operated solenoid valves.
Re"ardless of man#fact#rer or the type of vehicle$ all antiloc!
bra!e systems operate in a similar manner. <heel speed sensors
are placed on each heel that is to be controlled. ?ach speed
sensor #s#ally has a toothed heel$ li!e a "ear$ that rotates at the
same speed as the vehicle heel or a.le. -o#nted close to$ b#t
not to#chin" this toothed heel$ is a permanent ma"net rapped
ith a coil of ire$ called the pic!*#p coil &see ill#stration(. As each
tooth rotates past the permanent ma"net$ it ca#ses the ma"netic
field to concentrate and increase sli"htly. 9his$ in t#rn$ ind#ces a
small p#lse of c#rrent in the coil of ire. 9he n#mber of p#lses per
second is directly proportional to the speed of the heel. 9he
faster the heel t#rns$ the faster the teeth pass the ma"net and
the hi"her the p#lse rate.

9he p#lsed o#tp#t from the heel speed sensors "oes to an
electronic controller$ hich monitors each heel,s speed relative
to the speed of the other heels. As lon" as the bra!es are not
bein" applied and all of the monitored heels are rotatin" at
ro#"hly the same speed$ the system ta!es no action. 6f$ hoever$
the bra!es are bein" applied and one or more of the monitored
heels s#ddenly be"ins to red#ce speed at a hi"her rate than the
othersGindicatin" a loss of traction ith the road and an imminent
heel loc!#p and s!idGthe controller then activates the antiloc!
system.
9he antiloc! bra!e system on any vehicle is simply an
additional monitorin" and controllin" f#nction s#perimposed
on the e.istin" vehicle bra!e system. A)S is not a second
bra!e system$ nor does it replace the vehicle bra!e system.
<hen all fo#r heels on an a#tomobile are monitored and
controlled$ the system is called a fo#r*channel A)S. 6f the front
to heels pl#s the rear a.le &b#t not each rear heel
individ#ally( are to be controlled$ the system is called a three*
channel A)S. Cn heavy tr#c!s ith to rear drive a.les$ the
A)S is commonly a fo#r*channel system hich controls the
front heels and to of the fo#r rear heels. 9railers p#lled by
heavy tr#c! tractors may also have their on separate A)S
hich m#st interconnect ith the A)S on the tractor.
6n an a#tomobile$ the bra!es are act#ated by hydra#lic
press#re. 9he A)S controller operates solenoid valves b#ilt
into the hi"h press#re side of the master bra!e cylinder. 9hese
valves are normally open and do not interfere ith bra!in".
<hen the controller senses that a heel is loc!in" #p hile
bra!in"$ it first activates a solenoid to close a valve in the
affected heel,s bra!e line hich prevents the press#re from
increasin" any f#rther. 6f the loc!ed heel contin#es to lose
speed$ the controller activates a second solenoid hich bleeds
press#re off the affected bra!e line$ in effect releasin" the
bra!e for that heel re"ardless of hether the driver is still
p#shin" on the bra!e pedal. As soon as the heel re"ains
traction and its speed increases$ the solenoids are de*
activated and normal bra!in" res#mes. Cf co#rse$ if the
conditions are s#ch that the heel starts to s!id a"ain$ the
bra!e ill promptly be"in to loc! #p and the A)S ill ta!e
over. 9his cycle is repeated 1@ to 15 times per second #ntil
either the road condition chan"es or the driver releases the
bra!es. 9he driver ill be able to detect this rapid cyclin" as a
vibration felt thro#"h the bra!e pedal$ b#t ill not have to ta!e
any action. 9he A)S ill minimi3e the s!id and ill allo the
driver to maintain directional control of the vehicle.
9he bra!es on a heavy tr#c! are act#ated by air press#re$
rather than hydra#lic press#re. 9he antiloc! bra!e system on a
tr#c! or!s in a manner similar to the A)S on an a#tomobile$
e.cept the antiloc! air press#re control valves are located on
the vehicle frame rail$ near each heel.
.om(onents
WHEEL SPEED SENSORS
9he heel speed sensors &<SS( consist of a ma"netic pic!#p
and a toothed sensor rin" &sometimes called a 'tone' rin"(. 9he
sensor&s( may be mo#nted in the steerin" !n#c!les$ heel h#bs$
bra!e bac!in" plates$ transmission tail shaft or differential
ho#sin". Cn some
applications$ the sensor is
an inte"ral part of the heel
bearin" and h#b assembly.
9he sensor rin"&s( may be
mo#nted on the a.le h#b
behind the bra!e rotor$ on
the bra!e rotor itself$ inside
the bra!e dr#m$ on the
transmission tail shaft or
inside the differential on the
pinion shaft.
9he heel speed sensor
pic!#p has a ma"netic core
s#rro#nded by coil
indin"s. As the heel
t#rns$ teeth on the sensor
rin" move thro#"h the pic!#p ma"netic field. 9his reverses the
polarity of the ma"netic field and ind#ces an alternatin" c#rrent
&A7( volta"e in the pic!#p indin"s. 9he n#mber of volta"e
p#lses per second that are ind#ced in the pic!#p chan"es in
direct proportion to heel speed. So as speed increases$ the
freA#ency and amplit#de of the heel speed sensor "oes #p.
9he <SS si"nal is sent to the antiloc! bra!e control mod#le$
here the A7 si"nal is converted into a di"ital si"nal and then
processed. 9he control mod#le then co#nts p#lses to monitor
chan"es in heel speed.
Cn applications here the heel speed sensor is not part of
the h#b or heel bearin" assembly$ it can be replaced if
defective. Sensor problems can be ca#sed by an acc#m#lation
of debris on the end &they are ma"netic($ incorrect air "ap or
fa#lts in the irin" or connectors.
ABS CONTROL MODULE
9he A)S electronic control mod#le &hich may be referred to
as an ?)7- '?lectronic )ra!e 7ontrol -od#le' or ?)-
'?lectronic )ra!e -od#le'( is a microprocessor that
f#nctions li!e the en"ine control comp#ter. 6t #ses inp#t
from its sensors to re"#late hydra#lic press#re d#rin"
bra!in" to prevent heel loc!#p. 9he A)S mod#le may be
located in
the tr#n!$
passen"er compartment or #nder the hood. 6t may be a
separate mod#le or inte"rated ith other electronics s#ch
as the body control or s#spension comp#ter. Cn the neer
A)S systems &%elphi %)7*H$ 9eves -ar! @5$ etc.($ it is
mo#nted on the hydra#lic mod#lator.
9he !ey inp#ts for the A)S control mod#le come from the
heel speed sensors and a bra!e pedal sitch. 9he sitch
si"nals the control mod#le hen the bra!es are bein"
applied$ hich ca#ses it to "o from a 'standby' mode to an
active mode.
<hen A)S bra!in" is needed$ the control mod#le !ic!s into
action and orders the hydra#lic #nit to mod#late bra!e
press#re as needed. Cn systems that have a p#mp$ it also
ener"i3es the p#mp and relay.
8i!e any other electronic control mod#le$ the A)S mod#le is
v#lnerable to dama"e ca#sed by electrical overloads$
impacts and e.treme temperat#res. 9he mod#le can
#s#ally be replaced if defective$ e.cept on some of the
neest systems here the mod#le is part of the hydra#lic
mod#lator assembly.
HYDRAULIC MODULATOR
9he hydra#lic mod#lator or act#ator #nit contains the A)S
solenoid valves for each bra!e circ#it. 9he e.act n#mber of
valves per circ#it
depends on the A)S
system and application.
Some have a pair of
on*off solenoid valves
for each bra!e circ#it
hile others #se a
sin"le valve that can
operate in more than
one position. Cn %elco
I6 A)S systems$ small
electric motors are #sed in place of solenoids to drive
pistons #p and don to mod#late bra!e press#re.
Cn some systems$ the individ#al A)S solenoids can be
replaced if defective$ b#t on most applications the
mod#lator is considered a sealed assembly and m#st be
replaced as a #nit if defective.
2ydra#lic mod#lator has a hydra#lic mod#lator bloc!
incl#din" a reservoir and a damper1 and an electronic control
bloc! detachably attached to the s#rface of the hydra#lic
mod#lator bloc!. 9he reservoir and the damper are
overlapped ith each other s#ch that a s#rface of the
hydra#lic mod#lator bloc! becomes entirely s#bstantially flat.
<ith this$ the hydra#lic mod#lator becomes simple in
constr#ction. 9he hydra#lic mod#lator has a solenoid valve1 an
electronic control circ#it board1 and an electric irin" pattern
prepared by pressin" a metal plate havin" a first major s#rface
formed ith a first tin layer and a nic!el layer and a second
major s#rface formed ith a second tin layer$ into a three*
dimensional shape s#ch that the electric irin" pattern is
formed ith &1( a first terminal havin" a s#rface that is formed
ith the first or second tin layer electrically connected ith the
solenoid valve$ &@( a connector terminal havin" first and
second s#rfaces respectively formed ith the first and second
tin layers$ and &;( a second terminal havin" a s#rface that is
formed ith the nic!el layer electrically connected ith the
electronic control circ#it board. 9h#s$ each terminal has a
sec#re electrical connection ith another member.
PUMP & ACCUMULATOR
A hi"h press#re electric p#mp is #sed in some A)S systems to
"enerate poer assist for normal bra!in" as ell as the
reapplication of bra!e press#re d#rin" A)S bra!in". 6n
some
systems$ it is
#sed only for
the
reapplication
of press#re
d#rin" A)S
bra!in".
9he p#mp motor
is ener"i3ed
via a relay
that is
sitched on
and off by the
A)S control
mod#le. 9he fl#id press#re that is "enerated by the p#mp
is stored in the 'acc#m#lator.' 9he acc#m#lator on A)S
systems here the hydra#lic mod#lator is part of the
master cylinder assembly consists of a press#re stora"e
chamber filled ith nitro"en "as.
Sho#ld the p#mp fail &a arnin" li"ht comes on hen reserve
press#re drops too lo($ there is #s#ally eno#"h reserve
press#re in the acc#m#lator for 15 to @5 poer*assisted
stops. After that$ there is no poer assist. 9he bra!es still
or!$ b#t ith increased effort.
Cn A)S systems that have a conventional master cylinder and
vac##m booster for poer assist$ a small acc#m#lator or
pair of acc#m#lators may be #sed as temporary holdin"
reservoirs for bra!e fl#id d#rin" the hold*release*reapply
cycle. 9his type of acc#m#lator typically #ses a sprin"
loaded diaphra"m rather than a nitro"en char"ed chamber
to store press#re.
Anti-6ock Brake Ty(es
9here are several A)S systems #sed by the a#to
man#fact#rers$ every ma!e and model chooses hat system
is best s#itable for their vehicle dependin" on si3e and ei"ht$
e ill sho yo# the most common systems #sed today.
O(en and closed systems7
O(en anti-lock system 7 Cpen anti*loc! system is one in
hich the bra!e fl#id released from the bra!es d#rin" A)S
stop is not ret#rned to the bra!e d#rin" the A)S stop1 instead$
the fl#id is stored in an acc#m#lator d#rin" the A)S stop$ then
ret#rned to the master cylinder reservoir afterards.
A disadvanta"e of the open systems is that the bra!e pedal
ill drop d#rin" a lon" A)S stop as fl#id flos from the bra!e
lines.
Some open systems have a p#mp that restores fl#id to the
master cylinder to !eep the pedal from sin!in"$ b#t the p#mp
is not involved in the act#al anti*loc! f#nction.
9his type is #sed in simple*real heel*only A)S desi"ns.
.losed system7 7losed system has some means$ "enerally an
electrically poered p#mp$ to restore hydra#lic press#re that,s
bled off d#rin" an A)S stop.
9he p#mp s#pplies fl#id to an acc#m#lator$ here it,s
stored #nder press#re #ntil is needed to increase bra!e line
press#re. 6n some cases$ p#mp press#re is applied to the
bra!es d#rin" the A)S stop$ ith the amo#nt and timin" of
press#re application controlled by a solenoid valve.
By T/e Number O8 ./annels 7
Anti*loc! bra!in" systems by the n#mber of channels ** that is$
ho many valves that are individ#ally controlled ** and the
n#mber of speed sensors
,our-c/annel9 8our-sensor ABS * 9his is the best scheme.
9here is a speed sensor on all fo#r heels and a separate
valve for all fo#r heels. <ith this set#p$ the controller
monitors each heel individ#ally to ma!e s#re it is achievin"
ma.im#m bra!in" force.
T/ree-c/annel9 t/ree-sensor ABS * 9his scheme$
commonly fo#nd on pic!#p tr#c!s ith fo#r*heel A)S$ has a
speed sensor and a valve for each of the front heels$ ith
one valve and one sensor for both rear heels. 9he speed
sensor for the rear heels is located in the rear a.le.
9his system provides individ#al control of the front heels$
so they can both achieve ma.im#m bra!in" force. 9he rear
heels$ hoever$ are monitored to"ether1 they both have to
start to loc! #p before the A)S ill activate on the rear. <ith
this system$ it is possible that one of the rear heels ill loc!
d#rin" a stop$ red#cin" bra!e effectiveness.
One-c/annel9 one-sensor ABS * 9his system is commonly
fo#nd on pic!#p tr#c!s ith rear*heel A)S. 6t has one valve$
hich controls both rear heels$ and one speed sensor$
located in the rear a.le.
9his system operates the same as the rear end of a three*
channel system. 9he rear heels are monitored to"ether and
they both have to start to loc! #p before the A)S !ic!s in. 6n
this system it is also possible that one of the rear heels ill
loc!$ red#cin" bra!e effectiveness.
9his system is easy to identify. Js#ally there ill be one bra!e
line "oin" thro#"h a 9*fittin" to both rear heels. Ko# can
locate the speed sensor by loo!in" for an electrical connection
near the differential on the rear*a.le ho#sin"
Integrated systems and Non-integrated systems
Integrated systems7
An inte"rated system "ets its name from the fact that the
major hydra#lic components li!e the bra!e booster and the
hydra#lic mod#lator are inte"rated into a #nit ith the master
cylinder. Cther components$ s#ch as the acc#m#lator and
hydra#lic mod#lator$ may also be part of the assembly. -any
of these systems have no vac##m booster.
6n s#ch systems$ the A)S p#mp provides bra!e boost as ell
as the press#re necessary for anti*loc! bra!e operation.
9he p#mp forces fl#id into one or more acc#m#lators$ here is
stored at very hi"h press#res$ typically @555 to ;555 psi #ntil it
is needed. Cn systems itho#t a vac##m booster$ the booster
is a valve$ controlled by the driver,s foot on the bra!e pedal$
hich re"#lates the amo#nt of boost applied.
Non-integrated systems7
Lon*inte"rated systems$ also !non as 'add*on' A)S$ are
installed in conventional bra!e systems beteen the master
cylinder and the heel bra!es. A vac##m booster is #sed.
9he master cylinder is very m#ch ali!e$ or in some cases
identical$ to the master cylinder #sed ith non*anti*loc!
bra!es.
9he hydra#lic mod#lator is installed near the master cylinder.
9he bra!e fl#id lines from the master cylinder connect to the
hydra#lic mod#lator. )ra!e lines r#n from the hydra#lic
mod#lator to each of the heel bra!es.
%#rin" normal bra!in"$ it,s as if the hydra#lic mod#lator
eren,t there$ hydra#lic press#re from the master cylinder
flos #ninterr#pted thro#"h the mod#lator to the bra!es.
%#rin" an A)S stop$ the hydra#lic mod#lator rapidly chan"es
the hydra#lic press#re at the heel bra!es$ holdin" it steady$
red#cin" it$ or lettin" it increase. +l#id press#re is red#ced by
alloin" some of the hi"h press#re to ret#rn to its so#rce. 9his
lo press#re fl#id in an A)S system is commonly referred as
'decayed' fl#id.
!ydraulic circuits7
:rimary7
9he primary circ#it is normally operated by the master cylinder
piston closest to the rear of the master cylinder$ and th#s in
direct contact ith the booster p#shrod.
Secondary7
9he secondary circ#it is operated by the master cylinder
piston closest to the front of the master cylinder.
6n the case of front*rear split circ#its$ the primary circ#it
operates both front bra!es and the secondary circ#it operates
both rear bra!es$ in dia"onally split circ#its$ the primary
operates one front bra!e and dia"onally opposite rear$ hile
the secondary operates the remainin" to heels.
Additional de;elo(ments
-odern ?lectronic Stability 7ontrol &?S7 or ?SP( systems are
an evol#tion of the A)S concept. 2ere$ a minim#m of to
additional sensors are added to help the system or!M these
are a steerin" heel an"le sensor$ and a "yroscopic sensor.
9he theory of operation is simpleM hen the "yroscopic sensor
detects that the direction ta!en by the car does not coincide
ith hat the steerin" heel sensor reports$ the ?S7 softare
ill bra!e the necessary individ#al heel&s( &#p to three ith
the most sophisticated systems($ so that the vehicle "oes the
ay the driver intends. 9he steerin" heel sensor also helps
in the operation of 7ornerin" )ra!e 7ontrol &7)7($ since this
ill tell the A)S that heels on the inside of the c#rve sho#ld
bra!e more than heels on the o#tside$ and by ho m#ch
'isad;antages
6ncreased bra!in" distances #nder some limited
circ#mstances &ice$ sno$ "ravel$ 'soft' s#rfaces($
7reation of a 'false sense of sec#rity' amon" drivers
ho do not #nderstand the operation$ and limitations of
A)S.
9he anti*loc! bra!es are more sensitive on the damper
condition. the infl#ence of the orn components on the
performance of the vehicle ith anti*loc! bra!es is more
si"nificant than itho#t anti*loc! bra!es$ the stoppin"
distance ith defective shoc!s is by meters lon"er for
the presented sim#lation scenario.