Seminar Report on

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•n 

  
• is a safety system on
motor vehicles which prevents the wheels from locking while
braking.
• rotating road wheel allows the driver to maintain steering
control under heavy braking, by preventing a locked wheel or
skid, and allowing the wheel to continue to forward roll and create
lateral control, as directed by driver steering inputs. Disadvantages
of the system include increased braking distances under some
limited circumstances (snow, gravel, "soft" surfaces), and the
creation of a "false sense of security" among drivers who do not
understand the operation, and limitations of • S.





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6 •nti-lock braking systems were first developed for aircraft in Y
, by
the French automobile and aircraft pioneer, 
  , as
threshold braking an airplane is nearly impossible .
6 •n early system was Œ  's Maxaret system, introduced in the Y 
and still in use on some aircraft models.
6 • fully mechanical system saw limited automobile use in the Y  in the
!
  P99 racing car, the   FF and the experimental all wheel
drive !
 Zodiac, but saw no further use; the system proved expensive
and, in automobile use, somewhat unreliable.
6 èowever, a limited form of anti-lock braking, utilizing a valve which
could adjust front to rear brake force distribution when a wheel locked,
was fitted to the Y  •
 1800.
6 A
 
, together with the  "A


 , introduced a crude,
limited production • S system on the Y Y Imperial. Called "Sure rake",
it was available for several years, and had a satisfactory performance
and reliability record.
6 !
 also introduced anti lock brakes on the Lincoln Continental Mark III
and the Ford LTD station wagon, called "Sure Trak" in Y .
6 The German firms    #
  $ had been co-developing
anti-lock braking technology since the 1930s, and introduced the first
completely electronic 4-wheel multi-channel • S system in trucks and
the Mercedes- enz S-Class in Y .
6 • S Systems based on this more modern Mercedes design were later
introduced on other cars and motorcycles.  
#

introduced
the "Trackmaster" • S on their Cadillac models in Y Y as an option that
was operational on the rear wheels for RWD models.
6 In Y #% became the world's first motorcycle manufacturer to
introduce an electronic/hydraulic • S system, this on their MW K100.
6 In Y
è  launched its first • S system, this on the ST1100 Pan
European.
6 In Y  $ launched its GSF1200S• ( andit) with • S

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6 Today • S has become a standard equipment even for small cars 



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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 


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 ut in gravel, sand and deep snow, locked wheels dig in and stop
the vehicle more quickly. • 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.

So, antilock brakes

do not necessarily
reduce the stopping
distance, and in fact
may actually
increase stopping
slightly on dry
pavement. ut 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

ut what • S provides is Directional stability which is very

crucial.
Directional stability also depends on traction. •s long as a tire does
not slip, it will roll only in the direction it turns. ut 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. y minimizing the loss of
traction, antilock braking helps maintain directional stability and
steering control



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 compares them to its program information, and determines whether
a wheel is about to lock up.
When a wheel is about to lock up, the control unit signals the
hydraulic unit to reduce hydraulic pressure (or not increase it further)
at that wheel·s brake caliper. Pressure modulation is handled by
electrically-operated solenoid valves.
Regardless of manufacturer or the type of vehicle, all antilock brake
systems operate in a similar manner. Wheel speed sensors are placed on
each wheel that is to be controlled. Each speed sensor usually has a
toothed wheel, like a gear, that rotates at the same speed as the
vehicle wheel or axle. Mounted close to, but not touching this toothed
wheel, is a permanent magnet wrapped with a coil of wire, called the
pick-up coil (see illustration). •s each tooth rotates past the permanent
magnet, it causes the magnetic field to concentrate and increase
slightly. This, in turn, induces a small pulse of current in the coil of wire.
The number of pulses per second is directly proportional to the speed of
the wheel. The faster the wheel turns, the faster the teeth pass the
magnet and the higher the pulse rate.
The pulsed output from the wheel speed sensors goes to an
electronic controller, which monitors each wheel's speed relative to the
speed of the other wheels. •s long as the brakes are not being applied
and all of the monitored wheels are rotating at roughly the same
speed, the system takes no action. If, however, the brakes are being
applied and one or more of the monitored wheels suddenly begins to
reduce speed at a higher rate than the others³indicating a loss of
traction with the road and an imminent wheel lockup and skid³the
controller thenactivates the antilock system 



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The antilock brake system on any vehicle is simply an additional
monitoring and controlling function superimposed on the existing
vehicle brake system. • S is not a second brake system, nor does it
replace the vehicle brake system. When all four wheels on an
automobile are monitored and controlled, the system is called a
four-channel • S. If the front two wheels plus the rear axle (but
not each rear wheel individually) are to be controlled, the system is
called a three-channel • S. On heavy trucks with two rear drive
axles, the • S is commonly a four-channel system which controls
the front wheels and two of the four rear wheels. Trailers pulled by
heavy truck tractors may also have their own separate • S which
must interconnect with the • S on the tractor.

In an automobile, the brakes are actuated by hydraulic

pressure. The • S controller operates solenoid valves built into the
high pressure side of the master brake cylinder. These valves are
normally open and do not interfere with braking. When the
controller senses that a wheel is locking up while braking, it first
activates a solenoid to close a valve in the affected wheel's brake
line which prevents the pressure from increasing any further. If the
locked wheel continues to lose speed, the controller activates a

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 second solenoid which bleeds pressure off the affected brake line, in
effect releasing the brake for that wheel regardless of whether the
driver is still pushing on the brake pedal. •s soon as the wheel
regains traction and its speed increases, the solenoids are de-
activated and normal braking resumes. Of course, if the conditions
are such that the wheel starts to skid again, the brake will
promptly begin to lock up and the • S will take over. This cycle is
repeated 12 to 15 times per second until either the road condition
changes or the driver releases the brakes. The driver will be able to
detect this rapid cycling as a vibration felt through the brake
pedal, but will not have to take any action. The • S will minimize
the skid and will allow the driver to maintain directional control of
the vehicle.
The brakes on a heavy truck are actuated by air pressure, rather
than hydraulic pressure. The antilock brake system on a truck
works in a manner similar to the • S on an automobile, except
the antilock air pressure control valves are located on the vehicle
frame rail, near each wheel.



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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. 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
shaft.
The wheel speed sensor
pickup has a magnetic core
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surrounded by coil windings. •s 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 (•C)
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 •C 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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The • S electronic control module (which may be referred to as an
E CM "Electronic rake Control Module" or E M "Electronic rake
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 • S 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
• S systems
(Delphi D C-
7, Teves Mark
20, etc.), it is
mounted on
the hydraulic
modulator.
The key
inputs for the
• S 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 • S 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 • S 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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  • 
 • 

The hydraulic modulator or actuator unit contains the • S

solenoid valves for each
brake circuit. The exact
number of valves per circuit
depends on the • S 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 • S 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 • S 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.

èydraulic 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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 •

 • 

• high pressure electric pump is used in some • S systems to

generate power assist for normal braking as well as the
reapplication of brake pressure during • S braking. In some
systems, it is used
only for the
reapplication of
pressure during
• S braking.
The pump motor
is energized via a
relay that is
switched on and
off by the • S
control module.
The fluid pressure
that is generated
by the pump is
stored in the
"accumulator." The accumulator on • S systems where the
hydraulic modulator is part of the master cylinder assembly consists
of a pressure storage chamber filled with nitrogen gas.
Should the pump fail (a warning light comes on when reserve
pressure drops too low), there is usually enough reserve pressure in
the accumulator for 10 to 20 power-assisted stops. •fter that, there
is no power assist. The brakes still work, but with increased effort.
On • S systems that have a conventional master cylinder and
vacuum booster for power assist, a small accumulator or pair of
accumulators may be used as temporary holding reservoirs for
brake fluid during the hold-release-reapply cycle. This type of
accumulator typically uses a spring loaded diaphragm rather than
a nitrogen charged chamber to store pressure 








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There are several • S systems used by the auto manufacturers,
every make and model chooses what system is best suitable for
their vehicle depending on size and weight, we will show you the
most common systems used today.

6      
 '


  
 
' Open anti-lock system is one in which
the brake fluid released from the brakes during • S stop is not
returned to the brake during the • S stop; instead, the fluid is
stored in an accumulator during the • S stop, then returned to
the master cylinder reservoir afterwards.

• disadvantage of the open systems is that the brake pedal will

drop during a long • S stop as fluid flows from the brake lines.
Some open systems have a pump that restores fluid to the master
cylinder to keep the pedal from sinking, but the pump is not
involved in the actual anti-lock function.

This type is used in simple-real wheel-only • S designs.

A  
' Closed system has some means, generally an

electrically powered pump, to restore hydraulic pressure that's bled
off during an • S stop.

The pump supplies fluid to an accumulator, where it's stored

under pressure until is needed to increase brake line pressure. In
some cases, pump pressure is applied to the brakes during the • S
stop, with the amount and timing of pressure application
controlled by a solenoid valve



6   
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 •nti-lock braking systems bythe number of channels -- that is,
how many valves that are individually controlled -- and the
number of speed sensors

!
  )(
  
• - 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.


  )

  
• - This scheme, commonly
found on pickup trucks with four-wheel • S, 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 • S 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.

   )   
• - This system is commonly
found on pickup trucks with rear-wheel • S. 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 • S 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

6 


 
   


 
 




 
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 •n integrated system gets its name from the fact that the major
hydraulic components like the brake booster and the hydraulic
modulator are integrated into a unit with the master cylinder.
Other components, such as the accumulator and hydraulic
modulator, may also be part of the assembly. Many of these
systems have no vacuum booster.
In such systems, the • S pump provides brake boost as well as the
pressure necessary for anti-lock brake operation.
The pump forces fluid into one or more accumulators, where is
stored at very high pressures, typically 2000 to 3000 psi until it is
needed. On systems without a vacuum booster, the booster is a
valve, controlled by the driver's foot on the brake pedal, which
regulates the amount of boost applied.

 


 
 '
Non-integrated systems, also known as "add-on" • S, are installed
in conventional brake systems between the master cylinder and
the wheel brakes. • vacuum booster is used.
The master cylinder is very much alike, or in some cases identical,
to the master cylinder used with non-anti-lock brakes.
The hydraulic modulator is installed near the master cylinder. The
brake fluid lines from the master cylinder connect to the hydraulic
modulator. rake lines run from the hydraulic modulator to each
of the wheel brakes.

During normal braking, it's as if the hydraulic modulator weren't

there, hydraulic pressure from the master cylinder flows
uninterrupted through the modulator to the brakes.
During an • S stop, the hydraulic modulator rapidly changes the
hydraulic pressure at the wheel brakes, holding it steady, reducing
it, or letting it increase. Fluid pressure is reduced by allowing some
of the high pressure to return to its source. This low pressure fluid in
an • S system is commonly referred as "decayed" fluid.

6 è


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*

'
The primary circuit is normally operated by the master cylinder
piston closest to the rear of the master cylinder, and thus in direct
contact with the booster pushrod.
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'
The secondary circuit is operated by the master cylinder piston
closest to the front of the master cylinder.

In the case of front-rear split circuits, the primary circuit operates

both front brakes and the secondary circuit operates both rear
brakes, in diagonally split circuits, the primary operates one front
brake and diagonally opposite rear, while the secondary operates
the remaining two wheels.







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#
+ 

Modern Electronic Stability Control (ESC or ESP) systems are an
evolution of the • S concept. èere, 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
rake Control (C C), since this will tell the • S that wheels on the
inside of the curve should brake more than wheels on the outside,
and by how much


Π+
 

6 Increased braking distances under some limited
circumstances (ice, snow, gravel, "soft" surfaces),

6 Creation of a "false sense of security" among drivers who do

not understand the operation, and limitations of • S.

6 The anti-lock brakes are more sensitive on the damper

condition. the influence of the worn components on the
performance of the vehicle with anti-lock brakes is more
significant than without anti-lock brakes, the stopping
distance with defective shocks is by meters longer for the
presented simulation scenario 

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