ANTI-LOCK BRAKING SYSTEM

INTRODUCTION:
Car manufacturers worldwide are trying with each other to invent more reliable gadgets there by coming closer to the dream of the Advanced safety vehicle or Ultimate safety vehicle, on which research and development has been going on for the past several year. Most of the newer vehicle models offer ABS as either standard or optional equipment .Wheel lockup during braking causes skidding which in turn cause a loss of traction and vehicle control. This reduces the steering ability to change direction. So the car slides out of control. But the road wheel that is still rotating can be steered. That is what ABS is all about. With such a system, the driver can brake hard, take the evasive action and still be in control of the vehicle in any road condition at any speed and under any load. ABS does not reduce stopping distance, but compensates the changing traction or tire loading by preventing wheel lockup. During panic braking when the wheels are about to lockup, sensors sense that the wheel has just begun turning slower than others on the vehicle. So they momentarily reduce braking force on the affected wheel. This prevents sliding of the wheels on the pavement. When the wheel resumes rolling, full braking force is again applied. ABS repeats the process until there is no longer any need for modulated braking. ABS acts faster than any driver could, pump the brakes several times per second. Depending on the type of system, ABS adjusts the braking force at each wheel or set of wheels, whereas a drivers foot on the brake pedal operates all the brakes at once in normal braking.

CONCEPT OF ABS
The theory behind anti-lock brakes is simple. A skidding wheel (where the tire contact patch is sliding relative to the road) has less traction than a non-skidding wheel. If the vehicle have been stuck on ice and if the wheels are spinning then the vehicle have no traction. This is because the contact patch is sliding relative to the ice. By keeping the wheels from skidding while you slow down, anti-lock brakes benefit you in two ways: You'll stop faster, and you'll be able to steer while you stop. Good drivers have always pumped the brake pedal during panic stops to avoid wheel lock up and the loss of steering control. ABS simply gets the pumping job done much faster and in much precise manner than the fastest human foot.

ABS VS CONVENTIONAL BRAKING SYSTEM

Antilock braking systems prevent skidding and help driver to maintain steering control during an emergency braking situation by automatically pumping breaks for the driver to prevent wheel lock. Because of wheels are kept from locking up the driver is able to better control the vehicle and reduces the chances of accidents. When brakes are suddenly applied the wheel lockup of car with conventional braking system take place which causes skidding which in turn causes a loss of traction and vehicle control, so car slides out of control it will increase the possibility of accidents.

SIMPLE HYDRAULIC BRAKING SYSTEM

A simple braking system consists of a master cylinder, and four wheel cylinders. Every wheel cylinder contains two pistons which move out words when the hydraulic fluid flows from the master cylinder to the wheel cylinders through the suitable pipes or lines. Springs are used to hold the brake shoes on all four wheels. When the brake pedal is pressed the piston in the master cylinder forces the liquid out of the cylinder. This liquid presses the two pistons in the wheel cylinders outwards. These two pistons push the brake shoes out words. The brake shoes in turn press against the brake drums; this stops the brake drum which will be rotating. When the brake pedal is released the master cylinder is pushed backwards. This is done by a spring fitted in the master cylinder. The springs of the brake shoe brings the shoes closer. The liquid in the wheel cylinder is pushed outwards through the pipes. It returns through the pipes to the master cylinder. This is how the hydraulic system of the four wheels operates.

WORKING OF ANTI-LOCK BRAKING SYSTEM

Basically, there are sensors at each of the four wheels (or in the case of the less sophisticated three-channel system, one on each of the fronts and only one for the pair of rears).These sensors watch the rotation of the wheels. When any one of the wheels stops rotating due to too much brake application, the sensors tell the cars computer, which then releases some of the brake line pressure that you have applied-allowing the wheel to turn again. Then just as fast as it released the pressure, the computer allows the pressure to be applied again-which stops the rotation of the wheel again. Then it releases it again and so on. With most ABS, releasing and reapplication-or pulsing-of the brake pressure happens 20 or more times per second. Practically speaking, this keeps the wheel just at the limit - the threshold before locking up and skidding. ABS prevents you from ever locking up the brakes and skidding - no matter how hard you apply the brakes. Obviously, this is going to mean much more steering control. With ABS, all you have to do in an emergency is quickly squeeze the brake pedal as hard as you can and hold it there. And when I say hard, I mean HARD. Let the system do the finesse work for you. This may not be as easy as it sounds. After years of being told (and practicing) not to press too hard on the brake pedal, this may not feel very natural.

MASTER CYLINDER

Construction:
The master cylinder has a single bore separated chambers by primary and secondary pistons. On the front of the master cylinder primary piston is a rubber piston cup, which seals the primary circuit of the cylinder. Another piston cup is also fitted at the rear of the primary piston to prevent the brake fluid from leaking out of the rear of the cylinder. At the front of the secondary piston is a piston cup which seals the secondary circuit. At the rear of the secondary piston the other piston cup seals the secondary cylinder from the primary cylinder. The primary piston is linked to the brake pedal via pushrod.

OPERATION:
When the brakes are not applied, the pistons are positioned between the inlet port and the compensating port. This provides a passage between the cylinder and the reservoir tank. The secondary piston is pushed to the right by the force of the secondary return spring, but prevented from going any further by stopper bolt.

When the brake pedal is depressed, the primary piston moves to the left. The piston cup seals the compensating port blocking the passage between the primary pressure chamber and the reservoir tank. As the piston is pushed further, it builds hydraulic pressure inside the cylinder and is applied or transmitted to the wheel cylinders in that circuit. The same hydraulic pressure is also applied to the secondary piston. Hydraulic pressure in the primary chamber moves the secondary piston to the left also. After the compensating port of the secondary chamber is closed, fluid pressure builds and is transmitted to the secondary circuit. When the brake pedal is released, the pistons are returned to their original position by hydraulic pressure and the force of the return springs. However, because the brake fluid does not return to the master cylinder immediately, the hydraulic pressure inside the cylinder drops momentarily. As a result, the brake fluid inside the reservoir tank flows into the cylinder via the inlet port, through small holes provided at the front of the piston, and around the piston cup. This design prevents vacuum from developing and allowing air to enter at the wheel cylinders. After the piston has returned to its original position, fluid returns from the wheel cylinder circuit to the reservoir through the compensating port.

PRINCIPLES OF ANTI-LOCK BRAKING SYSTEM

The working principles of Anti-lock Braking System (ABS) on a car. Anti-lock Braking System perform a gradual reduction in the rate with a gradual braking. The method works mechanically controlled. The goal, to avoid the wheels locked, so the potential of centrifugal force which will push the carton be reduced.

The skidding and loss of control was caused by the locking of wheels. The release and reapply of the brake pedal will avoid the locking of the wheels which in turn avoid the skidding. This is exactly what an antilock braking system does.

SLIP RATE
Wheel slippage is the wheel speed in relation to vehicle speed. If vehicle speed is faster than the wheel speed slippage is negative. And the wheel may become lock-up. If vehicle speed is slower than wheel speed, Wheel slippage is positive. Positive wheel slippage occurs when a wheel is spinning.

When the brake pedal is depressed during driving, the wheel speed decreases and the vehicle speed does well. The decrease in vehicle speed, however, is not always proportional to the decrease in wheel speed. The non corresponding speed is called slip and the magnitude of the slip is expressed by the slip ratio which is defined as follows: Slip Ratio= (Vehicle speed-Wheel speed) /vehicle speed When the slip ratio is 0%, the vehicle speed corresponds exactly to the wheel speed When it is 100%, the wheels are completely locking (rotating at zero speed) while the vehicle is moving. The braking effectiveness is represented by the coefficient of friction between the tire and road surface. The larger the coefficient, the higher the braking effectiveness. Above fig. shows the relationship between the coefficient of friction and slip ratio for two different road surface conditions, assuming that same tire are used for both conditions and vehicles are moving forward. Although the braking effectiveness depends on the road surface condition as shown and also the type of the tire, its peak range generally corresponds to 8-30% range of slip ratio. The ABS controls the fluid pressure to each wheel so that a coefficient of friction corresponds to this slip ratio range are maintained.

ABS COMPONENTS:
HYDRAULIC COMPONENTS 1. Accumulator: - An accumulator is used to store hydraulic fluid to maintain high pressure in the brake system and provide the residual pressure for power assisted braking. 2. Antilock Hydraulic control valve assembly: - This assembly controls the release and application of the brake system pressure to the wheel brake assemblies .It may be of integral type and non integral type. 3. Booster Pump: - The booster pump is an assembly of an electric motor and pump. The booster pump is used to provide pressurized hydraulic fluid ABS. 4. Master Cylinder Assembly: - It is referred as the hydraulic unit, contains the valves and pistons needed to modulate hydraulic pressure in the wheel circuit during the ABS operations. 5. Fluid Accumulator: - Accumulator temporarily stored brake fluid that is removed from the wheel brake unit during ABS cycle. This fluid is then used by pump to build pressure for the brake hydraulic system. 6. Hydraulic Control Unit: - This assembly contains solenoid valve, fluid accumulator, pump and electric motor. The unit may have one pump and one motor or it have one motor and two pumps. 7. Main Valve: - This is a two position valve and is also controlled by ABS control module and is open only in the ABS mode.

8. Modulator Unit: - The modulator unit controls the flow of pressurized brake fluid to the individual wheel circuits. Normally the modulator is made up of solenoid those open and close valves. 9. Solenoid Valves: - The solenoid valves are located in the modulator unit and are electrically operated by signals from the control module.

Electrical/Electronic components:

1. ABS Control Module: This small computer is normally mounted inside the trunk on the wheel housing, mounted to the master cylinder or is part of the hydraulic control unit. It monitors system operation and controls antilock function when needed. 2. Brake Pedal Sensor: - The antilock brake pedal sensor switch is normally closed. When the brake pedal exceeds the antilock brake pedal sensor switch setting during an antilock stop, the antilock brake control module senses that the antilock brake pedal sensor switch is open. 3. Wheel Speed Sensor: - It is mounted near the different toothed ring. As the rings teeth rotate past the sensor an ac voltage is generated.

 TYPES OF ANTI-LOCK BRAKING SYSTEM:

1. Four Channel, Four Sensor ABS: - This is the best scheme. There is speed sensor on all four wheels and a separate valve for all the four wheels. 2. Three Channel, Three Sensor ABS: - This scheme is commonly found on pickup trucks with four wheels ABS, has a speed sensor and a valve for each of the front wheels, with one valve and one sensor for both rear wheels. 3. One Channel, One Sensor ABS: - It has one valve, which controls both rear wheels, and one speed sensor, located in the rear axle. Four Channel, Four Sensor ABS: The hydraulic circuit for this type of system is an independent four channel type. One for each wheel. The hydraulic control unit is a separate unit. The system prevents wheel lock up during an emergency stop by modulating brake pressure.

 FEATURES AND BENEFITS OF ABS:

Features
Control of steering, drive and trailer wheels.

Benefits
Increases steering ability and vehicle stability during braking Reduces possibility of jackknifing and trailer swing
If the electrical/electronic system fails, the ABS is shut off, returning the vehicle to normal braking. On some systems, the ABS is only shut off at the affected wheels.

Fail-safe electrical/electronic system.

Traction control

An optional feature that controls excessive wheel spin during acceleration, reducing the possibility of power skids, spins or jackknifes
Built-in system makes maintenance checks quick and easy.

Self-diagnosing system

ABS Malfunction Indicator Lamp

Informs the driver or technician that an ABS fault has occured. The warning lamp may also transmit blink code information. It does not signal all possible faults.

 ADVANCEMENT : 1. AUTOMATIC TRACTION CONTROL (ATC)

Automatic traction control systems apply the brakes when a drive wheel attempts to spin and lose traction.

The system works best when one drive wheel is working on a good traction surface and the other is not.

The system also works well when the vehicle is accelerating on slippery road surfaces, especially when climbing hills

2. ATOMATIC STABILITY CONTROL (ASC)

When a vehicle is either accelerated or braked, a certain amount of wheel slip occurs. Wheel slip can be expressed as a percentage, representing the difference between road speed and the speed of a rotating wheel. For example, a vehicle cruising at a steady 50 MPH on a dry, level surface would have 0% wheel slip. A vehicle skidding on ice (road speed50 MPH, wheel speed0 MPH) would have 1 00% wheel slip. Lateral locating forces (and therefore vehicle stability) decreases rapidly as wheel slip increases Because the ABS system limits wheel slip automatically during braking, vehicle stability is maintained, as lateral location forces remain high. The same principle is applied to wheel slip when accelerating (wheel spin) by the ASC system. By controlling throttle opening and ignition timing, ASC reduces torque to the driven wheel if excessive wheel slip occurs during acceleration. More effective transmission of power to the road surface is achieved, and lateral locating forces remain high (resulting in greater vehicle stability). Because an automatic control system can react more quickly and precisely than the vehicle's driver, active safety is improved with these systems.

 ELECTRONIC STABILITY CONTROL

ESC is full of mini computer chips that are working constantly as the driver drives. According to Robert Bosch GmbH ESC works instantly and the system also checks where the driver wants to steer versus where the vehicle is actually going 25 times per second. When ESC recognizes a critical situation ESC reacts faster than the human eye could blink. According to a representative from Chevrolet Automotives, the ESC System is a major way to improve vehicle stability during irregular maneuvers while on the road (Chevy, 2007). Below is an example from a car manufacture by the name of Continental Automotive Systems that shows how ESC Systems prevent rollovers.

Picture Explanation: The top portion of the picture shows an example of an under steer (Where the driver steers too little). The bottom portion shows an example of an over steer (Where the driver steers too much). The red in both images represents the car path without the Electronic Stability Control while the green in both images represents the car path with ESC.

 ADVANTAGES OF ABS SYSTEM

It allows the driver to maintain directional stability and control over steering during braking Safe and effective Automatically changes the brake fluid pressure at each wheel to maintain optimum brake performance. ABS absorbs the unwanted turbulence shock waves and modulates the pulses thus permitting the wheel to continue turning under maximum braking pressure

DISADVANTAGES OF ABS SYSTEM It is very costly.

Maintenance cost of a car equipped with ABS is more.

 CONCLUSION Statistics show that approximately 40 % of automobile accidents are due to skidding. These problems commonly occur on vehicle with conventional brake system which can be avoided by adding devices called ABS. If there is an ABS failure, the system will revert to normal brake operation. Normally the ABS warning light will turn on and let the driver know there is a fault.