Abs 54

ANTILOCK BRAKING SYSTEM
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Antilock Braking System
• Overview
– Antilock braking systems (ABS) help
prevent the wheels from locking during
sudden braking, especially on slippery
surfaces
– ABS helps to eliminate lockup and minimize
the danger of skidding
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• Overview
– ABS can improve braking when road
conditions are less than ideal
– ABS monitors the relative speed of the
wheels to one another to modulate brake
pressure as needed to control slippage and
maintain traction when the brakes are
applied
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Introduction
❖Conventional braking system - Wheel lockup

❖Reduces steering ability - vehicle slides out of control
❖Anti-lock Braking system (ABS) – Driver can break hard- No
locking of wheels
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What is ABS ?
❖ Anti-lock braking system (ABS) - automobile safety
system
❖ Prevent wheel locking
❖ Skidding wheel - less traction than a Non-skidding wheel
❖ Anti-lock brakes benefit
Can stop faster Steer while you stop
Preventing skidding
Maintain traction
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Timeline
1929 : ABS first developed for aircraft by the French automobile developer
Gabriel Voisin
1936: German company Bosch patented “Apparatus for preventing lock-braking of
wheels in a motor vehicle”
1936-: Bosch and Mercedes-Benz partner - R&D into ABS
1972: WABCO partners with Mercedes-Benz developing ABS for trucks
1978: First production-line ABS into Mercedes and BMW vehicles 1981:
100,000 Bosch ABS installed
1985: First ABS installed on US vehicles
1986: 1M Bosch ABS installed.
1987: Traction control - with ABS
1989: ABS hydraulic unit combined with standard hydraulic brake unit
1992: 10M Bosch ABS installed
1995: Electronic Stability - with ABS and TCS - for passenger cars
2000: 6 of 10 new cars on the road are ABS equipped
Present: Almost all new cars have ABS
More features – ESP – EBD – Cruise control – Auto Brake Assist
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Motivation for ABS development

Under hard braking – Ideal system should
➢ Provide the shortest stopping distance on all surfaces

➢ Maintain vehicle stability and steer ability.
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Comparison
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Simple Hydraulic Braking system
Consists of
❖ Master cylinder
❖ Four wheel cylinders
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Simple Hydraulic Braking system
Pistons
Fluid
pushes Brake
pushes Wheels
Brakes fluid shoes Vehicle
pistons get
Applied from pushed stops
of wheel locked
Master out
cylinders
cylinder
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Principles of ABS
❖ When brakes applied- vehicle speed comes down
❖ Decrease in vehicle speed not always proportional to decrease in wheel speed
❖ Non-correspondence - Slip
❖ Magnitude measured as Slip ratio
Slip ratio = [(Vehicle speed – Wheel speed)/Vehicle speed ] × 100%

When
Slip ratio = 0% : Vehicle speed corresponds exactly to wheel speed
Slip ratio = 100% : Wheels locked - vehicle moves
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• ABS and Tire Traction

– Traction is defined in terms of tire slip,
which is the difference between the actual
speed and the rate at which the tire tread
moves across the road
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• ABS and Tire Traction

– When the brakes are applied, the rotational
speed of the wheel drops, and tire slip
increases, creating friction that converts
kinetic energy into braking and cornering
force
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Figure 106-1 Maximum braking traction occurs
when tire slip is between 10% and 20%. A rotating tire
has 0% slip and a locked-up wheel has 100% slip.
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• Tire Slip and Braking Distance

– On dry or wet pavement:
• Maximum braking traction occurs when tire
slip is held between approximately 15% and
30%
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• On snow- or ice-covered pavement, the
optimum slip range is 20% to 50%
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• If tire slip increases beyond these levels, the
amount of traction decreases
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• A skidding tire with 100% slip provides 20%
to 30% less braking traction on dry
pavement
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Principles of ABS
❖ Best braking action between

10-20%.
❖ If vehicle speed and wheel

speed is the same wheel
slippage is 0%
❖ A lock-up wheel will have a

wheel slippage of 100%
(A) Slip ratio (1) Icy road

(B)Coefficient of friction (2) Asphalt-paved road
between tire and road surface (3) Control range by ABS
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• The shortest stopping distances are obtained
when the brakes are applied with just
enough force to keep the tire slip in the
range where traction is greatest
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– NOTE: All antilock braking systems stop
controlling the wheel brakes when the
vehicle speed drops to about 5 MPH (8 km/
h). The wheel speed sensors are often not
accurate that these low speeds and loss of
vehicle control at this low speed is unlikely.
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Figure Traction is determined by pavement conditions
106-2 and tire slip.
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• Tire Slip and Vehicle Stability

– When a vehicle is stopped in a straight line,
nearly all of the available traction can be
used to provide braking force
– If a vehicle has to stop and turn at the
same time, the available traction must be
divided to provide both cornering (lateral)
and braking force
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– No tire can provide full cornering power
and full braking power at the same time
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– When a brake is locked and the tire has
100% slip, all of the available traction is
used for braking, and none is left for
steering and the back end of the vehicle
will tend to swing around toward the front
causing a spin
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– If the front brakes lock, steering control
will be lost and the vehicle will slide
forward in a straight line until the brakes
are released to again make traction
available for steering
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• ABS and Base Brakes

– An antilock braking system is an “add-on”
to the existing base brake system
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– ABS only comes into play when traction
conditions are marginal or during sudden
panic stops when the tires lose traction and
begin to slip excessively
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• NOTE: All vehicles sold in the United
States for the 2012 model year and
newer are required to be equipped with
electronic stability system. These
systems require that the vehicle be
equipped with antilock braking system
(ABS) as standard equipment.
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– A vehicle with ABS brakes uses the same
brake linings, calipers, wheel cylinders, and
other system components as a vehicle
without ABS brakes
– Should a failure occur that affects the
operation of the ABS system, the system
will deactivate itself and the vehicle will
revert to normal braking
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• ABS Limitations
– There are two situations in which an
antilock brake system will not provide the
shortest stopping distances
• The first involves straight stops made on
smooth, dry pavement by an expert driver.
• For the average driver, or under less than
ideal conditions, antilock brakes will almost
always stop the vehicle in a shorter
distance.
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• ABS Limitations
• The other situation is when braking on loose
gravel or dirt, or in deep, fluffy snow.
• A locked wheel will stop the vehicle faster
because loose debris builds up and forms a
wedge in front of the tire that helps stop the
vehicle.
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• ABS Limitations
• Some vehicles with antilock brakes have a
switch on the instrument panel that allows
the system to be deactivated when driving
on these kinds of road surfaces.
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Figure
106-3 A
good driver
can control
tire slip
more
accurately
than an
ABS if the
vehicle is
traveling on
a smooth,
dry road
surface.
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Figure 106-4 A wedge of gravel or snow in the front
of a locked wheel can help stop a vehicle faster than
would occur if the wheel brakes were pulsed on and off
by an antilock braking system.
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• ABS and the Laws of Physics

– No ABS can overcome the laws of physics
– The weight and speed of a moving vehicle
give it a lot of kinetic energy, and only so
much of that energy can be converted into
braking or cornering force at any given
time
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– A vehicle with four-wheel antilock brakes
will stop in very nearly the shortest
possible distance, but this will still not
prevent an accident if the brakes are
applied too late to bring the vehicle to a
complete stop before impact
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– If a vehicle enters a corner traveling faster
than it is physically possible to negotiate
the turn, antilock brakes will not prevent
the vehicle from leaving the road
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Figure 106-5 Being able to steer and control the
vehicle during rapid braking is one major advantage of
an antilock braking system.
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ABS OPERATION
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ABS Operation
• Wheel Speed Sensor Input

– Wheel speed is monitored by one or more
wheel speed sensors
– If one wheel starts to slow at a faster rate
than the others, or at a faster rate than
that which is programmed in the antilock
control module, it indicates a wheel is
starting to slip and is in danger of losing
traction and locking
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ABS Operation

– The ABS responds by momentarily reducing
hydraulic pressure to the brake on the
affected wheel or wheels, allowing the
wheel to regain traction
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ABS Operation

– As traction is regained, brake pressure is
reapplied to slow the wheel
– The cycle is repeated over and over until
the vehicle stops or until the driver eases
pressure on the brake pedal
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ABS Operation
• Control Valves
– Electrically operated solenoid valves are
used to hold, release, and reapply
hydraulic pressure to the brakes, producing
a pulsating effect, which can be felt in the
brake pedal during hard braking
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ABS Operation
• Control Valves
– The rapid modulation of brake pressure in
a given brake circuit reduces the braking
load on the affected wheel and allows it to
regain traction
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ABS Operation
• Control Valves
– Once the rate of deceleration for the
affected wheel catches up with the others,
normal braking function and pressure
resume, and antilock reverts to a passive
mode
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Figure 106-6 A typical stop on a slippery road surface
without antilock brakes. Notice that the wheels stopped
rotating and skidded until the vehicle finally came to a
stop.
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Working of ABS
Under normal braking
❖ Brakes applied
❖ No current flow from ECU to hydraulic unit
❖ Solenoid valves not energized – brake master cylinder pressure
reaches wheels Vehicles stops
❖ ABS not involved - Still ECU monitors each wheel for lock- up
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Working of ABS
When wheel lock-up sensed
❖ Wheel sensors senses a wheel lock-up

❖ ECU sends a current to hydraulic unit
❖ The solenoid valve gets energised
❖ Valve isolates the brake circuit from master cylinder
❖ Stops the braking pressure at wheel rising – kept it constant
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Working of ABS
Still wheel deceleration is rapid
❖ ECU sends larger current to hydraulic unit

❖ Armature of Hydraulic unit moves faster
❖ Opens a passage : Brake circuit – Master cylinder
❖ Pressure in brake caliper reduced
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Working of ABS
When wheel is accelerated again
❖ ECU stops current to Hydraulic unit

❖ De-energises the solenoid valve
❖ Pressure is build up
❖ The cycle repeats several times in a second
❖ Vehicle stops safely
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Working of solenoid valve in ABS
It has 3 modes
❖ Increase pressure
❖ Hold pressure
❖ Decrease pressure
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Increase pressure
Solenoid 1
Pressure increase
Solenoid 2
Pressure decrease/Vent solenoid
Brake line under pressure
Brake fluid line not under pressure
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Pressure hold
Solenoid 1
Pressure increase
Solenoid 2
Pressure decrease/Vent
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Pressure decrease
Solenoid 1
Pressure increase
Solenoid 2
Pressure decrease/Vent
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SYSTEM
CONFIGURATIONS
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System Configurations
• All ABS systems keep track of wheel

deceleration rates with speed sensors
• ABS systems use a different number of
sensors, depending on how the system
is configured
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Figure ABS configuration includes four-channel, three-
106-7 channel, and single-channel.
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• Four-Channel ABS System

– When each wheel is equipped with its own
speed sensor it is called a “four-wheel,
four-channel” system since each wheel
speed sensor provides input for a separate
hydraulic control circuit or “channel” for
that wheel
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• Four-Channel ABS System

– "Channel" refers to the number of separate
ABS hydraulic circuits, not the number of
wheel speed sensor electrical circuits
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• NOTE: For vehicle stability systems to

function, there has to be four wheel
speed sensors and four channels so the
hydraulic control unit can pulse
individual wheel brakes to help achieve
vehicle stability.
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• Three-Channel ABS System

– Three-channel ABS systems have a
separate wheel speed sensor for each front
wheel but use a common speed sensor for
both rear wheels
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– The rear wheel speed sensor is mounted in
either the differential or the transmission
and reads the combined or average speed
of both rear wheels
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– Both rear wheels are controlled
simultaneously
– This is known as the select low principle
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– Three-channel systems are the most
common type of ABS setup used on rear-
wheel-drive applications
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• Single-Channel ABS System

– The single-channel rear-wheel-only ABS
system is used on many rear-wheel-drive
pickups and vans
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– The front wheels have no speed sensors,
and only a single speed sensor mounted in
the differential or transmission is used for
both rear wheels
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– Rear-wheel antilock systems are typically
used on applications where vehicle loading
can affect rear wheel traction
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• Integral and Nonintegral
– Integral systems combine the brake master
cylinder and ABS hydraulic modulator,
electric pump, and accumulator into one
assembly
– Integral systems do not have a vacuum
booster for power assist
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– Nonintegral ABS systems, which are
sometimes referred to as “add-on”
systems, have become the most common
type of ABS system because of their lower
cost and simplicity
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– Nonintegral ABS systems have a
conventional brake master cylinder and
vacuum power booster with a separate
hydraulic modulator unit
– Some also have an electric pump for ABS
braking, but do not use the pumps for
normal power assist
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Figure 106-8 A typical integral ABS unit that
combines the function of the master cylinder, brake
booster, and antilock braking system in one assembly.
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Figure 106-9 A typical nonintegral-type (remote) ABS.
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ABS COMPONENTS
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ABS Components Overview
1. Hydraulic Unit
2.Electronic Brake Control Module [EBCM]
3.Four wheel speed sensors
4.Interconnecting wiring
5.ABS indicator
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ABS Components Overview
(1)ABS control module and

hydraulic control unit (ABSCM &
H/U)
(2) Two-way connector
(3) Diagnosis connector
(4) ABS warning light
(5) Data link connector
(6) Transmission control module
(AT models only)
(7) Tone wheels
(8) ABS wheel speed sensor
(9) Wheel cylinder
(10) G sensor
(11) Stop light switch
(12) Master cylinder
(13) Brake & EBD warning light
(14) Lateral G sensor
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ABS components
ABS systems are
❖ Integrated
❖ Non- integrated
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ABS components
ABS has four Primary Components
❖ ABS Controller
❖ ABS Speed Sensors
❖ ABS Modulator/Valves
❖ ABS Pumps
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ABS Components
• Basic components that are common to

all antilock brake systems include the
following:
– Wheel speed sensors
– Electronic control unit
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ABS Components
• Basic components that are common to

all antilock brake systems include the
following:
– ABS warning lamp
– Hydraulic modulator assembly with
electrically operated solenoid valves
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Figure A schematic drawing of a typical antilock braking
106-10 system.
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ABS Components
• Wheel Speed Sensor

– Most wheel speed sensors, abbreviated
WSS, consist of a magnetic pickup and a
toothed sensor ring
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ABS Components

– The sensor may be mounted in the steering
knuckle, wheel hub, brake backing plate,
transmission tailshaft, or differential
housing
– On some applications, the sensor is an
integral part of the wheel bearing and hub
assembly
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ABS Components

– The sensor rings may be mounted on the
axle hub behind the brake rotors, on the
brake rotors or drums, on the outside of
the outboard constant velocity joints on a
front-wheel drive vehicle, on the
transmission tailshaft, or inside the
differential on the pinion gear shaft
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Figure 106-11 Wheel speed sensors for the rear
wheels may be located on the rear axle, on the
transmission, or on the individual wheel knuckle.
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ABS Components

– Sensor operation
• The sensor pickup has a magnetic core
surrounded by coil windings
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ABS Components

• As the wheel turns, teeth on the sensor ring
move through the pickup’s magnetic field,
which reverses its polarity and induces an
alternating current (AC) voltage in the
sensor windings
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ABS Components

• The number of voltage pulses per second
induced in the pickup changes frequency
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ABS Components

• The frequency of the signal is proportional
to wheel speed
• The higher the frequency, the faster the
wheel is turning
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ABS Components

• The signals are sent to the ABS control
module, where the AC signal is converted
into a digital signal
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ABS Components

• The control module then monitors wheel
speed by counting the pulses from each of
the wheel speed sensors
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ABS Components

• If the frequency signal from one wheel
starts to change abruptly with respect to the
others, it tells the module that wheel is
starting to lose traction
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ABS Components

• The module then applies antilock braking if
needed to maintain traction
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Figure 106-12 A schematic of a typical wheel speed
sensor. The toothed ring is also called a tone ring.
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Figure 106-13 Wheel speed sensors produce an
alternating current (AC) signal with a frequency that varies in
proportion to wheel speed.
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ABS Components

– Sensor air gap
• The distance or air gap between the end of
the sensor and its ring is critical
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ABS Components
– Sensor air gap
• A close gap is necessary to produce a
strong, reliable signal
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ABS Components

– Sensor air gap
• Metal-to-metal contact between the sensor
and its ring must be avoided
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ABS Components

– Sensor air gap
• The air gap must not be too wide or a weak
or there could be an erratic signal (or no
signal)
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ABS Components

– Sensor air gap
• The air gap on some wheel speed sensors is
adjustable, and is specified by the vehicle
manufacturer
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ABS Components
– Sensor applications and precautions
• Wheel speed sensor readings are affected by
the size of the wheels and tires on the
vehicle
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ABS Components
• ABS systems are calibrated to a specific tire
size
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ABS Components
• Wheel speed sensors are also magnetic
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ABS Components
• Magnetic particles can accumulate on the
end of the sensor and reduce its ability to
produce an accurate signal
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ABS Components

• Removing the sensor and cleaning the tip
may be necessary if the sensor is producing
a poor signal
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ABS Components

– Digital Wheel Speed Sensors
• A conventional wheel speed sensor uses a
permanent magnet with a surrounding coil
of wire to produce an AC voltage signal that
is proportional to wheel speed
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ABS Components

– Digital Wheel Speed Sensors
• The voltage output and frequency are very
low at slow speeds and cannot produce
accurate wheel speed for ABS and traction
control
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ABS Components

– Digital wheel speed sensors
• A digital wheel speed sensor, also called an
active sensor, uses either a Hall-effect or a
variable-reluctance circuit to produce a
square waveform where the frequency is
proportional to the wheel speed
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ABS Components
• A digital wheel speed sensor can also detect
direction
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ABS Components

– NOTE: While all GPS navigation systems
use satellites for global positioning, the
vehicle uses other sensors to keep track of
minor changes in speed and vehicle
direction.
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ABS Components

• The typical digital or Hall effect wheel speed
sensor uses three wires:
– A reference voltage from the controller
which can be 5, 8 or 12 volts depending on
the system.
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ABS Components

– Signal wire that sends a digital on-off signal
to the controller whose frequency is
proportional to the vehicle speed.
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ABS Components

– A ground the sensor voltage toggles
between about 0.8V and 1.9V.
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Figure A digital wheel speed sensor produces a
106-14 square wave output signal.
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ABS CONTROL MODULE
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ABS Control Module
• Control Module Terms

– The ABS electronic control module, which
may be referred to as an “electronic brake
control module” (EBCM), “electronic brake
module” (EBM), or “controller antilock
brakes” (CAB) module, is a digital
microprocessor that uses inputs from its
various sensors to regulate hydraulic
pressure during braking
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ABS Control Module
• Control Module Terms
– The module may be located on the
hydraulic modulator assembly or elsewhere
in the vehicle, such as the trunk, passenger
compartment, or under the hood
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ABS Control Module
• Module Inputs
– The key inputs for the ABS control module
come from the wheel speed sensors and
the brake pedal switch
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ABS Control Module
• Module Inputs
– The brake pedal switch signals the control
module when the brakes are being applied
– The wheel speed sensors provide
information about what is happening to the
wheels while the brakes are being applied
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ABS Control Module
• Module Inputs
– NOTE: A fault with the brake switch will not
prevent ABS operation. The brake switch
allows the controller to react faster to an
ABS event.
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Figure Typical inputs and outputs for brake control
106-15 modules.
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ABS Control Module
• Module Operation
– If the control module detects a difference
in the deceleration rate between one or
more wheels when braking, or if the overall
rate of deceleration is too fast, it triggers
the ABS control module to momentarily
take over
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ABS Control Module
– The control module cycles the solenoid
valves in the modulator assembly to
pulsate hydraulic pressure in the affected
brake circuit (or circuits) until sensor
information indicates that the deceleration
rates have returned to normal and braking
is under control
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ABS Control Module
– When the brake pedal is released or when
the vehicle comes to a stop, the control
module returns to a standby mode until it
is again needed
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ABS Control Module
• ABS Warning Lamp

– Every ABS system has an amber indicator
lamp on the instrument panel
– The lamp comes on when the ignition is
turned on for a bulb check, then goes out
after the engine starts
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ABS Control Module

– If the warning light remains on or comes
on while driving, it usually dictates a fault
in the ABS system
– The ABS system usually disables if the ABS
warning light comes on and remains on
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ABS Control Module

– The ABS warning light is also used for
diagnostic purposes when retrieving flash
codes (trouble codes) from the ABS module
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HYDRAULIC MODULATOR
ASSEMBLY
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Pressure Modulation in ABS
❖ Release and reapply of the brake pedal – avoid locking of wheels - avoid the
skidding
❖ Antilock braking system does the same
❖ Brakes applied - pressure is quickly applied & released at the wheels - pressure
modulation
❖ Pressure modulation prevent the wheel locking
❖ ABS modulate the pressure 15 times per seconds
❖ ABS precisely controls the slip rate of wheels - ensure maximum grip force from the tyre
- ensures maneuverability and stability
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Hydraulic Modulator Assembly
• Purpose and Function
– The modulator valve body is part of the
master cylinder assembly in nonintegral
antilock systems but separate in
nonintegral systems
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– It contains solenoid valves for each brake
unit
– The exact number of valves per circuit
depends on the ABS system and the
application
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– Some use 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
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• ABS Solenoid
– ABS solenoid consists of a wire coil with a
movable core and a return spring
– When the coil is energized, it pulls on the
movable core
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• ABS Solenoid
– This may open or close a valve that is
attached to the movable core, depending
on its design
– When the control current is shut off, the
solenoid snaps back to its normal or rest
position
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• ABS Solenoid
– Some solenoids pull a valve to an
intermediate position when a certain level
of current is applied to the coil, then pull
the valve to a third position when
additional current is provided
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• ABS Solenoid
– This design allows a single solenoid to
perform the same functions as two or even
three single-position solenoids
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• ABS Solenoid
– The solenoids in the hydraulic modulator
assembly are used to open and close
passageways between the master cylinder
and the individual brake circuits
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• ABS Solenoid
– By opening or closing the modulator
valves, brake pressure within a circuit can
be held, released, and reapplied to prevent
lockup during hard braking
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Figure 106-16 An ABS three-way solenoid can
increase, maintain, or decrease brake pressure to a
given brake circuit.
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• ABS Control Pressure Stages

– The standard ABS control strategy is a
three-step cycle:
• The first step is to hold or isolate the
pressure in a given brake circuit by closing
an isolation solenoid in the modulator
assembly.
• This solenoid is normally electrically and
hydraulically open.
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three-step cycle:
• When the solenoid is electrically closed, it
becomes hydraulically closed, which blocks
off the line and prevents any further
pressure from the master cylinder reaching
the brake.
• This is called the pressure holding stage.
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three-step cycle:
• If the wheel speed sensor continues to
indicate the wheel is slowing too quickly and
is starting to lock, the same solenoid or a
second release solenoid is energized to open
a vent port that releases pressure from the
brake circuit.
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three-step cycle:
• Releasing pressure in the brake circuit
allows the brake to loosen its grip so the
wheel can speed up and regain traction.
• This is called pressure reduction, pressure
release, pressure decay, or pressure dump
stage.
• The pressure reduction solenoid is normally
hydraulically closed and electrically opened.
@ Autogurukul

three-step cycle:
• The release and/or isolation solenoid(s) are
then closed and/or the additional solenoid
energized so pressure can be reapplied to
the brake from the master cylinder or
accumulator to reapply the brake.
• This is called the pressure increase stage.
@ Autogurukul 145

three-step cycle:
• During the pressure increase stages, the
isolation solenoid is electrically and
hydraulically opened.
• The pressure reduction solenoid is
electrically opened and hydraulically closed.
@ Autogurukul 146

– The hold-release-reapply cycle repeats as
many times as needed until the vehicle
either comes to a halt or the driver
releases the brake pedal
– The speed at which this occurs depends on
the particular ABS system that is on the
vehicle, but can range from a few times per
second up to dozens of times per second
@ Autogurukul 147
Figure The isolation or hold phase of an ABS on a
106-17 Bosch 2 system.
@ Autogurukul 148
Figure 106-18 During the pressure reduction stage,
pressure is vented from the brake circuit so the tire can
speed up and regain traction.
@ Autogurukul 149
Figure 106-19 The control module reapplies pressure to
the affected brake circuit once the tire achieves traction
so that normal braking can continue.
@ Autogurukul 150
• Pump Motor and Accumulator

– A high-pressure electric pump is used in
some ABS systems to generate power
assist for normal braking as well as the
reapplication of brake pressure during ABS
braking
@ Autogurukul 151

– The pump motor is energized by a relay,
which is switched on and off by the ABS
control module
– The fluid pressure generated by the pump
is stored in the accumulator
@ Autogurukul 152

– The accumulator on ABS systems consists
of a pressure storage chamber filled with
nitrogen gas
– A thick rubber diaphragm forms a barrier
between the nitrogen gas and brake fluid
@ Autogurukul 153

– As fluid is pumped into the accumulator, it
compresses the gas and stores pressure
– When the brake pedal is depressed,
pressure from the accumulator flows to the
master cylinder to provide power assist
@ Autogurukul 154

– A pair of pressure switches mounted in the
accumulator circuit signals the ABS control
module to energize the pump and shut it
off once pressure is built back up
@ Autogurukul 155

– If the pump fails, there is usually enough
reserve pressure in the accumulator for 10
to 20 power-assisted stops
– After that, there is no power assist
– The brakes still work, but with greatly
increased effort
@ Autogurukul 156
Figure 106-20 An integral ABS unit with a pump motor
to provide power assist during all phases of braking and
brake pressure during ABS stops.
@ Autogurukul 157
• Accumulator Precautions
– A fully charged accumulator can store up to
2,700 PSI (19,000 kPa) of pressure for
power-assist
@ Autogurukul 158
– The accumulator should be depressurized
prior to doing any type of brake service
work by pumping the brake pedal 25 to 40
times with the ignition key off
@ Autogurukul 159
– In nonintegral ABS systems the
accumulator consists of a spring-loaded
diaphragm
– This type of accumulator does not have to
be depressurized prior to performing brake
service
@ Autogurukul 160
BRAKE PEDAL FEEDBACK
@ Autogurukul
161
Brake Pedal Feedback
• Many ABS units force brake fluid back
into the master cylinder under pressure
during an ABS stop, causing the brake
pedal to pulsate
• Some manufacturers use the pulsation
of the brake pedal to inform the driver
that the wheels are tending toward
lockup and that the ABS is pulsing the
brakes
@ Autogurukul 162
• Some manufacturers use an isolation

valve that prevents brake pedal
pulsation even during an ABS stop
@ Autogurukul 163
• NOTE: A pulsating brake pedal may be
normal only during an ABS stop. It is
not normal for a vehicle with ABS to
have a pulsating pedal during normal
braking when the ABS system is not
functioning. If the brake pedal is
pulsating during a non-ABS stop, the
brake drums or rotor may be warped.
@ Autogurukul 164
BRAKE PEDAL TRAVEL
SWITCH (SENSOR)
@ Autogurukul
Brake Pedal Travel Switch
(Sensor)
– Some ABS systems use a brake pedal
travel switch (sensor) to turn on the
hydraulic pump when the brake pedal has
been depressed to 40% of its travel
@ Autogurukul 166
(Sensor)
– The pump runs and pumps brake fluid back
into the master cylinder, which raises the
brake pedal until the switch closes again,
turning off the pump
@ Autogurukul 167
(Sensor)
– When the brakes are applied, the electronic
controller “gets ready” to act if ABS needs
to “initialize” the starting sequence of
events
@ Autogurukul 168
(Sensor)
• CAUTION: If the driver pumps the
brakes during an ABS event, the
controller will reset and reinitialization
starts over again. This resetting
process can disrupt normal ABS
operation. The driver need only depress
and hold the brake pedal down during a
stop for best operation.
@ Autogurukul 169
TIRE PRESSURE
MONITORING
SYSTEM (TPMS)
@ Autogurukul 170
Tire Pressure Monitoring System
(TPMS)
• Tire pressure monitoring systems
(TPMS) are required on all new vehicles
• A tire that is underinflated will have a
slightly smaller rolling radius than one
that is properly inflated, creating a
difference in the wheel speed sensor
reading if the difference in inflation
pressure is 12 PSI or more
@ Autogurukul 171
(TPMS)
• The ABS controller will then turn on the
low tire pressure warning lamp
• To help compensate for speed variation
during cornering, an indirect tire
pressure monitoring system checks the
rotating speeds of diagonally opposed
wheels
@ Autogurukul 172
(TPMS)
• The system adds the speeds of the
right front and left rear and then
subtracts that value from the sum of
the left front and right rear tires
• If the total is less than or equal to a
threshold value, no warning is given
@ Autogurukul 173
(TPMS)
• However, if the total is greater, the
TPMS warning light is lit until air is
added to the tire and the ignition is
cycled off and on
@ Autogurukul 174
(TPMS)
• NOTE: This system cannot detect if all
of the tires are underinflated, only if
one tire is underinflated and this
indirect system is not used in 2008 or
newer vehicles because it does not
directly measure tire inflation pressure
as required by the Tread Act.
@ Autogurukul 175
WHEEL SPEED A tone ring and a wheel speed sensor
SENSOR 1 on the rear of a Dodge Caravan.
@ Autogurukul 176
WHEEL SPEED SENSOR 2 The wiring from the wheel
speed sensor should be inspected for damage.
@ Autogurukul 177
WHEEL SPEED SENSOR 3 To test a wheel speed
sensor, disconnect the sensor connector to gain access
to the terminals.
@ Autogurukul 178
WHEEL Pulling down the rubber seal reveals
SPEED the connector.
SENSOR 4
@ Autogurukul 179
WHEEL SPEED SENSOR 5 The ABS controller (computer)
on this vehicle supplies a 2.5-volt reference signal to the wheel
speed sensors. Set the meter to read DC volts and test at the
computer end of the connector for voltage.
@ Autogurukul 180
WHEEL SPEED SENSOR 6 The meter reads about
2.4 volts, indicating that the ABS controller is
supplying the voltage to the wheel speed sensor.
@ Autogurukul 181
WHEEL SPEED SENSOR 7 Set meter to read Ohms.
The test probes are touched to the terminals leading to
the wheel speed sensor and the resistance is 1.1032 k
ohms or 1,103.2 ohms.
@ Autogurukul 182
WHEEL SPEED SENSOR 8 With one lead connected to
the sensor terminal and the other to a ground, The
meter should (and does) read “OL,” indicating that the
wheel speed sensor and pigtail wiring is not shorted to
ground.
@ Autogurukul 183
WHEEL SPEED SENSOR 9 To measure the
output of the wheel speed sensor, select AC volts
on the digital multimeter.
@ Autogurukul 184
WHEEL SPEED SENSOR 10 Rotate the wheel and
tire assembly by hand while observing the AC
voltage output on the digital mul timeter.
@ Autogurukul
WHEEL SPEED SENSOR 11 A good wheel speed
sensor should be able to produce at least 100 mV
(0.1 V) when the wheel is spun by hand.
@ Autogurukul 186
WHEEL SPEED SENSOR 12 After testing, carefully
reinstall the wiring connector into the body and
under the rubber grommet.
@ Autogurukul 187
TECH TIP
• Tire “Chirp” Noise during Hard Braking Is
Normal
– Sometimes customers state that they do not
think that their antilock braking system (ABS)
is working correctly because they heard the
tires making noise (chirping sound) during
hard braking. This is normal as the tires slip
about 20% during an ABS stop.
@ Autogurukul
TECH TIP
•• Best to Keep Stock Tire Diameter
• – Vehicles equipped with antilock brakes are
“programmed” to pulse the brakes at just the right rate
for maximum braking effectiveness. A larger tire
rotates at a slower speed and a smaller-than-normal
tire rotates at a faster speed.
• Therefore, tire size affects the speed and rate of

change in speed of the wheels as measured by
the wheel speed sensors.
@ Autogurukul 189
TECH TIP
• While changing tire size will not prevent ABS operation,
it will cause less effective braking during hard braking
with the ABS activated. Using the smaller spare tire
can create such a difference in wheel speed compared
with the other wheels that a false wheel speed sensor
code may be set and an amber ABS warning lamp on
the dash may light.
• However, most ABS systems will still function with the

spare tire installed, but the braking performance will
not be as effective. For best overall performance,
always replace tires with the same size and type as
specified by the vehicle manufacturer.
@ Autogurukul 190
Advantages of ABS
❖ Reduce the stopping distance.

❖ Steer while the brakes are firmly applied.
❖ 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.
@ Autogurukul 191
Disadvantages of ABS
❖Increased braking distances under some limited

circumstances
❖cost
❖Maintenance cost of a car equipped with
ABS is more
❖System damage
@ Autogurukul 192
Summary
➢The antilock braking system controls braking force by controlling the hydraulic pressure of
the braking system, so that the wheels do not lock during braking.
➢The antilock braking system prevents wheels locking or skidding, no matter how hard
brakes are applied, or how slippery the road surface. Steering stays under control and
stopping distances are generally reduced.
@ Autogurukul 193
Advancements
❖ Automatic Stability Control / Electronic Stability Control

(Program) - ESP
❖ Automatic Traction Control - ATC
@ Autogurukul 194
Automatic Stability Control / Electronic Stability Program - ESP
Components
Yaw rate sensor

ESP hydraulic control unit
Steering angle sensor
G sensor
Wheel speed sensors
ECU
@ Autogurukul 195
Operation
Under normal driving
❖ ESC works in background- monitors steering & vehicle direction

❖ Determines intended direction – steering angle sensor
❖ Determines vehicle’s actual direction- yaw sensor- wheel speed sensors
❖ Compares the obtained data
@ Autogurukul 196
Operation
When detects a loss of steering control
❖ Detects – Understeer or Oversteer

❖ ESC estimates direction of speed
❖ Applies brakes to individual wheels asymmetrically
❖ Create torque about vehicle’s vertical axis- oppose skid
❖ Brings vehicle back to control
❖ Additional operation – reduces engine power, operate transmission
@ Autogurukul 197
Oversteer Understeer
@ Autogurukul 198
Automatic Traction Control - ATC
❖ Apply brakes when drive wheel attempts to spin and lose traction
❖ A secondary function of ESP
❖ Activated when throttle input & engine torque is mismatched to road
surface conditions
@ Autogurukul 199
Automatic Traction Control - ATC
ATC intervention consists of the following
❖ Brake force applied to one or more wheels

❖ Reduction or suppression of spark sequence to one or more cylinders
❖ Reduction of fuel supply to one or more cylinders
❖ Closing the throttle
@ Autogurukul 200
Components of traction control
❖ The main hardware for traction control and ABS are same
❖ Wheel sensors
❖ ECU
❖ ATC valve
@ Autogurukul 201
THANK YOU
@ Autogurukul 202
@Autogurukul

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ANTILOCK BRAKING SYSTEM

❖Conventional braking system - Wheel lockup

Motivation for ABS development

➢ Provide the shortest stopping distance on all surfaces

Slip ratio = [(Vehicle speed – Wheel speed)/Vehicle speed ] × 100%

• ABS and Tire Traction

• ABS and Tire Traction

• Tire Slip and Braking Distance

• Tire Slip and Braking Distance

• Tire Slip and Braking Distance

• Tire Slip and Braking Distance

❖ Best braking action between

❖ If vehicle speed and wheel

❖ A lock-up wheel will have a

(A) Slip ratio (1) Icy road

• Tire Slip and Braking Distance

• Tire Slip and Braking Distance

• Tire Slip and Vehicle Stability

• Tire Slip and Vehicle Stability

• Tire Slip and Vehicle Stability

• Tire Slip and Vehicle Stability

• ABS and Base Brakes

• ABS and Base Brakes

• ABS and the Laws of Physics

• ABS and the Laws of Physics

• ABS and the Laws of Physics

• Wheel Speed Sensor Input

• Wheel Speed Sensor Input

• Wheel Speed Sensor Input

When wheel lock-up sensed

❖ Wheel sensors senses a wheel lock-up

❖ ECU sends larger current to hydraulic unit

❖ ECU stops current to Hydraulic unit

Brake line under pressure

Brake fluid line not under pressure

• All ABS systems keep track of wheel

• Four-Channel ABS System

• Four-Channel ABS System

• NOTE: For vehicle stability systems to

• Three-Channel ABS System

• Three-Channel ABS System

• Three-Channel ABS System

• Single-Channel ABS System

• Single-Channel ABS System

• Integral and Nonintegral

(1)ABS control module and

ABS has four Primary Components

• Basic components that are common to

• Basic components that are common to

• Wheel Speed Sensor

• Wheel Speed Sensor

• Wheel Speed Sensor

• Wheel Speed Sensor

• Wheel Speed Sensor

• Wheel Speed Sensor

• Wheel Speed Sensor

• Wheel Speed Sensor

• Wheel Speed Sensor

• Wheel Speed Sensor

• Wheel Speed Sensor

• Wheel Speed Sensor

• Wheel Speed Sensor