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List Of Content

1) Brief History.................................................................................................3
2) Modern systems...........................................................................................5
3) Operation.....................................................................................................6
4) Components.................................................................................................7
6) Valves..........................................................................................................8
7) Pump............................................................................................................9
8) Controller...................................................................................................10
9) Break Types...............................................................................................11
10) Effectiveness..............................................................................................14
11) ABS on motorcycles..................................................................................16
12) History of motorcycle ABS.......................................................................17
13) Basic principle...........................................................................................17
14) Anti-lock Braking System (ABS)..............................................................18
15) Regenerative Anti-Lock Braking for Electric 2-wheel vehicles (eABS). .19
16) Combined Braking System (CBS).............................................................19
17) CBS and ABS............................................................................................20
18) Safety.........................................................................................................21
19) Laws and regulations.................................................................................22
20) Refrence.....................................................................................................23

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List of Figures

Figure 1 Symbol........................................................................................................................3
Figure 2 first ASB system by BOSCH..........................................................................................3
Figure 3 Modern car disc brake................................................................................................5
Figure 4 ICU unit.......................................................................................................................6
Figure 5 Inside ABS...................................................................................................................7
Figure 6 Speed sensors.............................................................................................................8
Figure 7Valve............................................................................................................................8
Figure 8 Coils............................................................................................................................9
Figure 9 Motor..........................................................................................................................9
Figure 10 ECU housing............................................................................................................10
Figure 11 Break' system layout...............................................................................................11
Figure 12 Four channel and four sensor ABS..........................................................................11
Figure 13Three-channel, four-sensor ABS..............................................................................12
Figure 14 Three-channel, three-sensor ABS............................................................................12
Figure 15 Two-channel, four-sensor ABS................................................................................13
Figure 16 One-channel, one-sensor ABS.................................................................................13
Figure 17 ABS effectiveness graph..........................................................................................14
Figure 18 safety working.........................................................................................................15
Figure 19 ABS on motorcycles................................................................................................16
Figure 20 BMW ABS................................................................................................................17
Figure 21 Basic Principle.........................................................................................................17
Figure 22 Disc ABS..................................................................................................................18
Figure 23 ABS two wheeler working.......................................................................................19
Figure 24CBS...........................................................................................................................19
Figure 25 CBS and ABS............................................................................................................20
Figure 26 Safety......................................................................................................................21

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Anti-Lock Braking System

Figure 1 Symbol

1) Brief History

Figure 2 first ASB system by BOSCH

The concept for ABS predates the modern systems that were introduced in the 1950s.
In 1908, for example, J.E. Francis introduced his 'Slip Prevention Regulator for Rail
Vehicles'.

In 1920 the French automobile and aircraft pioneer Gabriel Voisin experimented with

systems that modulated the hydraulic braking pressure on his aircraft brakes to reduce
the risk of tire slippage, as threshold braking on aircraft is nearly impossible. These
systems used a flywheel and valve attached to a hydraulic line that feeds the brake

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cylinders. The flywheel is attached to a drum that runs at the same speed as the wheel.
In normal braking, the drum and flywheel should spin at the same speed. However,
when a wheel slows down, then the drum would do the same, leaving the flywheel
spinning at a faster rate. This causes the valve to open, allowing a small amount of
brake fluid to bypass the master cylinder into a local reservoir, lowering the pressure
on the cylinder and releasing the brakes. The use of the drum and flywheel meant the
valve only opened when the wheel was turning. In testing, a 30% improvement in
braking performance was noted, because the pilots immediately applied full brakes
instead of slowly increasing pressure in order to find the skid point. An additional
benefit was the elimination of burned or burst tires.
The first proper recognition of the ABS system came later with the German engineer
Karl Wässel, whose system for modulating braking power was officially patented in
1928. Wässel, however, never developed a working product and neither did Robert
Bosch who produced a similar patent eight years later
By the early 1950s, the Dunlop Maxaret anti-skid system was in widespread aviation
use in the UK, with aircraft such as the Avro Vulcan and Handley Page
Victor, Vickers Viscount, Vickers Valiant, English Electric Lightning, de Havilland
Comet 2c, de Havilland Sea Vixen, and later aircraft, such as the Vickers
VC10, Hawker Siddeley Trident, Hawker Siddeley 125, Hawker Siddeley HS 748 and
derived British Aerospace ATP, and BAC One-Eleven, and the Dutch Fokker F27
Friendship (which unusually had a Dunlop high pressure (200 Bar) pneumatic system
in lieu of hydraulics for braking, nose wheel steering and landing gear retraction),
being fitted with Maxaret as standard
Maxaret, while reducing braking distances by up to 30% in icy or wet conditions, also
increased tire life, and had the additional advantage of allowing take-offs and landings
in conditions that would preclude flying at all in non-Maxaret equipped aircraft
In 1958, a Royal Enfield Super Meteor motorcycle was used by the Road Research
Laboratory to test the Maxaret anti-lock brake. The experiments demonstrated that
anti-lock brakes can be of great value to motorcycles, for which skidding is involved
in a high proportion of accidents. Stopping distances were reduced in most of the tests
compared with locked wheel braking, particularly on slippery surfaces, in which the
improvement could be as much as 30%. Enfield's technical director at the time, Tony
Wilson-Jones, saw little future in the system, however, and it was not put into
production by the company.
A fully-mechanical system saw limited automobile use in the 1960s in the Ferguson
P99 racing car, the Jensen FF, and the experimental all-wheel drive Ford Zodiac, but
saw no further use; the system proved expensive and unreliable.
The first fully-electronic anti-lock braking system was developed in the late-1960s for
the Concorde aircraft.
The modern ABS system was invented in 1971 by Mario Palazzetti (known as 'Mister
ABS') in the Fiat Research Center and is now standard in almost every car. The
system was called Antiskid and the patent was sold to Bosch who named it ABS.

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2) Modern systems

Figure 3 Modern car disc brake

Chrysler, together with the Bendix Corporation, introduced a computerized, three-

channel, four-sensor all-wheel ABS called "Sure Brake" for its 1971 Imperial. It was
available for several years thereafter, functioned as intended, and proved reliable. In
1969, Ford introduced an anti-lock braking system called "Sure-Track" to the rear
wheels of the Lincoln Continental Mark III and Ford Thunderbird, as an option; it
became standard in 1971 The Sure-Track braking system was designed with help
from Kelsey-Hayes. In 1971, General Motors introduced the "Trackmaster" rear-
wheel only  ABS as an option on their rear-wheel drive Cadillac models and
the Oldsmobile Toronado. In the same year, Nissan offered an EAL (Electro Anti-
lock System) developed by Japanese company Denso as an option on the Nissan
President, which became Japan's first electronic ABS.
1971: Imperial Archived 2020-02-04 at the Wayback Machine became the first
production car with a 4 wheel computer-operated anti-lock braking system. Toyota
introduced electronically controlled anti-skid brakes on Toyota Crown. In 1972, four-
wheel-drive Triumph 2500 Estates were fitted with Mullard electronic systems as
standard. Such cars were very rare however and very few survive today.
1971: First truck application: "Antislittamento" system developed by Fiat Veicoli
Industriali and installed on Fiat truck model 691N1.
1976: WABCO began the development of the anti-locking braking system on
commercial vehicles to prevent locking on slippery roads, followed in 1986 by the
electronic braking system (EBS) for heavy-duty vehicles.
1978: Mercedes-Benz W116 As one of the firsts, used an electronic four-wheel multi-
channel anti-lock braking system (ABS) from Bosch as an option from 1978 on.
1982: Honda introduced electronically controlled multi-channel ALB (Anti Locking
Brakes) as an option for the second generation of Prelude, launched worldwide in
1982. Additional info: the general agent for Honda in Norway required all Preludes
for the Norwegian market to have the ALB-system as a standard feature, making
Honda Prelude be the first car delivered in Europe with ABS as a standard feature.
The Norwegian general agent also included a sunroof and other options to be standard
equipment in Norway, adding more luxury to the Honda brand. However, the

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Norwegian tax system made the well-equipped car very expensive, and the sales
suffered from high costs. From 1984 the ALB-system, as well as the other optional
features from Honda, was no longer a standard feature in Norway.
In 1985 the Ford Scorpio was introduced to the European market with a Teves
electronic system throughout the range as standard. For this the model was awarded
the coveted European Car of the Year Award in 1986, with very favorable praise from
motoring journalists. After this success, Ford began research into Anti-Lock systems
for the rest of their range, which encouraged other manufacturers to follow suit.
Since 1987 ABS has been standard equipment on all Mercedes-Benz automobiles.
Lincoln followed suit in 1993.
In 1988, BMW introduced the first motorcycle with an electro-hydraulic ABS:
the BMW K100. Yamaha Introduced the FJ1200 model with optional ABS in
1991. Honda followed suit in 1992 with the launch of its first motorcycle ABS on
the ST1100 Pan European. In 2007, Suzuki launched its GSF1200SA (Bandit) with an
ABS. In 2005, Harley-Davidson began offering an ABS option on police bikes.

3) Operation

Figure 4 ICU unit

The anti-lock brake controller is also known as the CAB (Controller Anti-lock Brake).
Typically ABS includes a central electronic control unit (ECU), four wheel speed
sensors, and at least two hydraulic valves within the brake hydraulics. The ECU
constantly monitors the rotational speed of each wheel; if it detects the wheel rotating
significantly slower than the speed of the vehicle, a condition indicative of impending
wheel lock, it actuates the valves to reduce hydraulic pressure to the brake at the
affected wheel, thus reducing the braking force on that wheel; the wheel then turns
faster. Conversely, if the ECU detects a wheel turning significantly faster than the
others, brake hydraulic pressure to the wheel is increased so the braking force is
reapplied, slowing down the wheel. This process is repeated continuously and can be
detected by the driver via brake pedal pulsation. Some anti-lock systems can apply or
release braking pressure 15 times per second.  Because of this, the wheels of cars
equipped with ABS are practically impossible to lock even during panic braking in
extreme conditions.

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The ECU is programmed to disregard differences in wheel rotative speed below a

critical threshold because when the car is turning, the two wheels towards the center
of the curve turn slower than the outer two. For this same reason, a differential is used
in virtually all roadgoing vehicles.
If a fault develops in any part of the ABS, a warning light will usually be illuminated
on the vehicle instrument panel, and the ABS will be disabled until the fault is
rectified.
Modern ABS applies individual brake pressure to all four wheels through a control
system of hub-mounted sensors and a dedicated micro-controller. ABS is offered or
comes standard on most road vehicles produced today and is the foundation for
electronic stability control systems, which are rapidly increasing in popularity due to
the vast reduction in the price of vehicle electronics over the years.
Modern electronic stability control (ESC) systems are an evolution of the ABS
concept. Here, 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 Brake Control (CBC), since this will
tell the ABS that wheels on the inside of the curve should brake more than wheels on
the outside, and by how much.
ABS equipment may also be used to implement a traction control system (TCS) on
the acceleration of the vehicle. If, when accelerating, the tire loses traction, the ABS
controller can detect the situation and take suitable action so that traction is regained.
More sophisticated versions of this can also control throttle levels and brakes
simultaneously.
The speed sensors of ABS are sometimes used in indirect tire pressure monitoring
system (TPMS), which can detect under-inflation of the tire(s) by the difference in the
rotational speed of wheels.
4) Components

Figure 5 Inside ABS

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There are four main components of ABS: wheel speed sensors, valves, a pump, and
a controller.
5) Speed sensors (Encoders)

Figure 6 Speed sensors

A speed sensor is used to determine the acceleration or deceleration of the wheel.

These sensors use a magnet and a Hall effect sensor, or a toothed wheel and
an electromagnetic coil to generate a signal. The rotation of the wheel or differential
induces a magnetic field around the sensor. The fluctuations of this magnetic field
generate a voltage in the sensor. Since the voltage induced in the sensor is a result of
the rotating wheel, this sensor can become inaccurate at slow speeds. The slower
rotation of the wheel can cause inaccurate fluctuations in the magnetic field and thus
cause inaccurate readings to the controller.

6) Valves

Figure 7Valve

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Figure 8 Coils

There is a valve in the brake line of each brake controlled by the ABS. On
some systems, the valve has three positions:

 In position one, the valve is open; pressure from the master cylinder is passed
right through to the brake.
 In position two, the valve blocks the line, isolating that brake from the master
cylinder. This prevents the pressure from rising further should the driver push
the brake pedal harder.
 In position three, the valve releases some of the pressure from the brake.

The majority of problems with the valve system occur due to clogged valves. When a
valve is clogged it is unable to open, close, or change position. An inoperable valve
will prevent the system from modulating the valves and controlling pressure supplied
to the brakes.

7) Pump

Figure 9 Motor

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The pump in the ABS is used to restore the pressure to the hydraulic brakes after the
valves have released it. A signal from the controller will release the valve at the
detection of wheel slip. After a valve releases the pressure supplied from the user, the
pump is used to restore the desired amount of pressure to the braking system. The
controller will modulate the pump's status in order to provide the desired amount of
pressure and reduce slipping
8) Controller

Figure 10 ECU housing

The controller is an ECU type unit in the car which receives information from each
individual wheel speed sensor. If a wheel loses traction, the signal is sent to the
controller. The controller will then limit the brake force (EBD) and activate the ABS
modulator which actuates the braking valves on and off.
Use
There are many different variations and control algorithms for use in ABS. One of the
simpler systems works as follows:

1. The controller monitors the speed sensors at all times. It is looking for
decelerations in the wheel that are out of the ordinary. Right before a
wheel locks up, it will experience a rapid deceleration. If left
unchecked, the wheel would stop much more quickly than any car
could. It might take a car two to four seconds to stop from 60 mph
(96.6 km/h) under ideal conditions, but a wheel that locks up could
stop spinning in less than a second.
2. The ABS controller knows that such a rapid deceleration of the car is
impossible (and in actuality the rapid deceleration means the wheel is
about to slip), so it reduces the pressure to that brake until it sees an
acceleration, then it increases the pressure until it sees the deceleration
again. It can do this very quickly before the wheel can actually
significantly change speed. The result is that the wheel slows down at
the same rate as the car, with the brakes keeping the wheels very near

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the point at which they will start to lock up. This gives the system
maximum braking power.
3. This replaces the need to manually pump the brakes while driving on a
slippery or a low traction surface, allowing to steer even in most
emergency braking conditions.
4. When the ABS is in operation the driver will feel a pulsing in the
brake pedal; this comes from the rapid opening and closing of the
valves. This pulsing also tells the driver that the ABS has been
triggered.
9) Break Types

Figure 11 Break' system layout

Anti-lock braking systems use different schemes depending on the type of brakes in
use. They can be differentiated by the number of channels: that is, how many valves
that are individually controlled—and the number of speed sensors.

9.1) Four-channel, four-sensor ABS

Figure 12 Four channel and four sensor ABS

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.

9.2) Three-channel, four-sensor ABS

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Figure 13Three-channel, four-sensor ABS

There is a speed sensor on all four wheels and a separate valve for each of the front
wheels, but only one valve for both of the rear wheels. Older vehicles with four-wheel
ABS usually use this type.
9.3) Three-channel, three-sensor ABS

Figure 14 Three-channel, three-sensor ABS

This scheme, commonly found on pickup trucks with four-wheel ABS, 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 ABS 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 easy to identify, as there are no individual speed sensors
for the rear wheels.

9.4) Two-channel, four-sensor ABS

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Figure 15 Two-channel, four-sensor ABS

This system, commonly found on passenger cars from the late '80s through the mid-
1990s, uses a speed sensor at each wheel, with one control valve each for the front
and rear wheels as a pair. If the speed sensor detects lock up at any individual wheel,
the control module pulses the valve for both wheels on that end of the car.
9.5) One-channel, one-sensor ABS

Figure 16 One-channel, one-sensor ABS

This system is commonly found on pickup trucks, SUVs, and vans with rear-wheel
ABS. It has one valve, which controls both rear wheels, and a 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 ABS kicks in. In this system it is also possible that one of the rear
wheels will lock, reducing brake effectiveness. This system is also easy to identify, as
there are no individual speed sensors for any of the wheels.

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10) Effectiveness

Figure 17 ABS effectiveness graph

A 2004 Australian study by Monash University Accident Research Centre found that
ABS:

 Reduced the risk of multiple vehicle crashes by 18 percent,

 Increased the risk of run-off-road crashes by 35 percent.
On high-traction surfaces such as bitumen, or concrete, many (though not all) ABS-
equipped cars are able to attain braking distances better (i.e. shorter) than those that
would be possible without the benefit of ABS. In real-world conditions, even an alert
and experienced driver without ABS would find it difficult to match or improve on
the performance of a typical driver with a modern ABS-equipped vehicle. ABS
reduces the chances of crashing, and/or the severity of impact. The recommended
technique for non-expert drivers in an ABS-equipped car, in a typical full-braking
emergency, is to press the brake pedal as firmly as possible and, where appropriate, to
steer around obstructions. In such situations, ABS will significantly reduce the
chances of a skid and subsequent loss of control.

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Figure 18 safety working

In gravel, sand, and deep snow, ABS tends to increase braking distances. On these
surfaces, locked wheels dig in and stop the vehicle more quickly. ABS prevents this
from occurring. Some ABS calibrations reduce this problem by slowing the cycling
time, thus letting the wheels repeatedly briefly lock and unlock. Some vehicle
manufacturers provide an "off-road" button to turn the ABS function off. The primary
benefit of ABS on such surfaces is to increase the ability of the driver to maintain
control of the car rather than go into a skid, though the loss of control remains more
likely on soft surfaces such as gravel or on slippery surfaces such as snow or ice. On a
very slippery surface such as sheet ice or gravel, it is possible to lock multiple wheels
at once, and this can defeat ABS (which relies on comparing all four wheels and
detecting individual wheels skidding). The availability of ABS relieves most drivers
from learning threshold braking.
A June 1999 National Highway Traffic Safety Administration (NHTSA) study found
that ABS increased stopping distances on loose gravel by an average of 27.2 percent
According to the NHTSA,
"ABS works with your regular braking system by automatically pumping them. In
vehicles not equipped with ABS, the driver has to manually pump the brakes to
prevent wheel lockup. In vehicles equipped with ABS, your foot should remain firmly
planted on the brake pedal, while ABS pumps the brakes for you so you can
concentrate on steering to safety."
When activated, some earlier ABSes caused the brake pedal to pulse noticeably. As
most drivers rarely or do not brake hard enough to cause brake lock-up, and drivers
typically do not read the vehicle's owner's manual, this may not be noticeable until an
emergency. Some manufacturers have therefore implemented a brake assist system
that determines that the driver is attempting a "panic stop" (by detecting that the brake
pedal was depressed very quickly, unlike a normal stop where the pedal pressure
would usually be gradually increased. Some systems additionally monitor the rate at
the accelerator was released, and/or the time between accelerator release and brake
application)  and the system automatically increases braking force where not enough
pressure is applied. Hard or panic braking on bumpy surfaces, because of the bumps
causing the speed of the wheel(s) to become erratic may also trigger the ABS,
sometimes causing the system to enter its ice mode, where the system severely limits
maximum available braking power. Nevertheless, ABS significantly improves safety
and control for drivers in most on-road situations.

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Anti-lock brakes are the subject of some experiments centred around risk

compensation theory, which asserts that drivers adapt to the safety benefit of ABS by
driving more aggressively. In a Munich study, half a fleet of taxicabs was equipped
with anti-lock brakes, while the other half had conventional brake systems. The crash
rate was substantially the same for both types of cab, and Wilde concludes this was
due to drivers of ABS-equipped cabs taking more risks, assuming that ABS would
take care of them, while the non-ABS drivers drove more carefully since ABS would
not be there to help in case of a dangerous situation.
The Insurance Institute for Highway Safety released a study in 2010 that found
motorcycles with ABS 37% less likely to be involved in a fatal crash than models
without ABS.
11) ABS on motorcycles

Figure 19 ABS on motorcycles

On a motorcycle, an anti-lock brake system prevents the wheels of a powered two

wheeler from locking during braking situations. Based on information from wheel
speed sensors the ABS unit adjusts the pressure of the brake fluid in order to
keep traction during deceleration to avoid accidents. Motorcycle ABS helps the rider
to maintain stability during braking and to decrease the stopping distance. It provides
traction even on low friction surfaces. While older ABS models are derived from cars,
recent ABS is the result of research, oriented on the specifics of motorcycles in case
of size, weight, and functionality. National and international organizations evaluate
Motorcycle ABS as an important factor to increase safety and reduce motorcycle
accident numbers. The European Commission passed legislation in 2012 that made
the fitment with ABS for all new motorcycles above 125 cm3 to be mandatory from 1
January 2016. Consumer Reports said in 2016 that "ABS is commonly offered on
large, expensive models, but it has been spreading to several entry-level sportbikes
and midsized bikes".

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12) History of motorcycle ABS

Figure 20 BMW ABS

In 1988, BMW introduced an electronic/hydraulic ABS for motorcycles, ten years

after Daimler Benz and Bosch released the first four-wheel vehicle ABS for series
production. Motorcycles of BMW K100 series were optionally equipped with the
ABS, which added 11 kg to the bike. It was developed together with FAG
Kugelfischer and regulated the pressure in the braking circuits via a plunger piston.
Japanese manufacturers followed with an ABS option by 1992 on the Honda
ST1100 and the Yamaha FJ1200.
Continental presented its first Motorcycle Integral ABS (MIB) in 2006. It has been
developed in cooperation with BMW and weighed 2.3 kg. While the first generation
of motorcycle ABS weighed around 11 kg. The current generation (2011) presented
by Bosch in 2009 weighs 0.7 kg (ABS base) and 1.6 kg (ABS enhanced) with integral
braking.

13) Basic principle

Figure 21 Basic Principle

Wheel speed sensors mounted on the front and rear wheel constantly measures the
rotational speed of each wheel and delivers this information to an Electronic Control
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Unit (ECU). The ECU detects two things: 1) if the deceleration of one wheel exceeds
a fixed threshold and 2) whether the brake slip, calculated based on information of
both wheels, rises above a certain percentage and enters an unstable zone. These are
indicators for a high possibility of a locking wheel. To countermeasure these
irregularities the ECU signals the hydraulic unit to hold or to release pressure. After
signals show the return to the stable zone, the pressure is increased again. Past models
used a piston for the control of the fluid pressure. Most recent models regulate the
pressure by rapidly opening and closing solenoid valves. While the basic principle
and architecture has been carried over from passenger car ABS, typical motorcycle
characteristics have to be considered during the development and application
processes. One characteristic is the change of the dynamic wheel load during braking.
Compared to cars, the wheel load changes are more drastic, which can lead to a wheel
lift up and a fall over. This can be intensified by a soft suspension. Some systems are
equipped with a rear-wheel lift-off mitigation functionality. When the indicators of a
possible rear lift-off are detected, the system releases brake pressure on the front
wheel to counter this behavior.  Another difference is that in the case of the
motorcycle the front wheel is much more important for stability than the rear wheel. If
the front wheel locks up between 0.2-0.7s, it loses gyrostatic forces and the
motorcycle starts to oscillate because of the increased influence of side forces
operating on the wheel contact line. The motorcycle becomes unstable and falls.

14) Anti-lock Braking System (ABS)

Piston Systems: The pressure release in this system is realized through the movement
of a spring-tensioned piston. When pressure should be released, a linear motor pulls
back the plunger piston and opens up more space for the fluid. The system was used
for example in the ABS I (1988) and ABS II (1993) of BMW. The ABS II differed in
size and an electronically controlled friction clutch was mounted on the shaft instead
of a plunger. Further displacement sensors record the travel distance of the piston to
allow the control unit a more precise regulation. Honda also uses this system of
pressure modulation for big sports and touring bikes

Figure 22 Disc ABS

Valve and Pump Systems: The main parts which are part of the pressure modulation
system are solenoid inlet and outlet valves, a pump, motor, and
accumulators/reservoirs. The number of the valves differs from model to model due to

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additional functionalities and the number of brake channels. Based on the input of the
ECU, coils operate the inlet and outlet valves. During pressure release, the brake fluid
is stored in accumulators. In this open system approach, the fluid is then brought back
in the brake circuit via a pump operated by a motor that is felt through pulsation on
the brake lever.

Figure 23 ABS two wheeler working

15) Regenerative Anti-Lock Braking for Electric 2-wheel

vehicles (eABS)
Electric vehicles can recapture the energy from rear wheel braking.

16) Combined Braking System (CBS)

Figure 24CBS

Different from cars or trains, motorcycle rear and front wheels are controlled
separately. If the rider only brakes with one wheel, this braked wheel tends to lock up
faster than if both brakes had been applied. A Combined Braking System therefore
distributes the brake force also to the non-braked wheel to lower the possibility of a
lock-up, increase deceleration and reduce suspension pitch.
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With a single [rear] CBS the brake pressure applied on the rear brake (pedal) is
simultaneously distributed to the front wheel. A delay valve cuts the hydraulic
pressure to assure that only when strong braking is applied, the pressure is also
created at the front wheel. Honda's first street motorcycle with a combined braking
system (then called Unified Braking) was the 1983 GL1100. This system was derived
from the 1970s RCB1000 world endurance race bike.
Larger models with two front discs use a dual CBS System. The system was first
installed by Moto Guzzi in 1975. Here, applied brake pressure at the front is also
applied to the rear wheel and vice versa. If the front lever is applied, the pressure is
built up at 4 of the 6 pots in the 2 calipers at the front. A secondary master cylinder at
the front wheel distributes remaining pressure to the rear wheel through a proportional
control valve and acts on 2 of the 3 calipers. If a strong brake force is applied at the
rear wheel force is also distributed to 2 of the 6 pots of the front wheel. More modern
dual CBS use front and rear calipers (and all pots) according to a preset load ratio of
front to rear. The proportioning was originally controlled by complex all-hydraulic
systems interlinking the front and rear, with a fixed delay or by sensing weight
distribution changes. As early as 2001 an electrohydraulic system was introduced by
BMW.

17) CBS and ABS

Figure 25 CBS and ABS

CBS helps to reduce the danger of wheel locks and fall downs but in certain
situations, it is possible that CBS causes a fall down. If brake pressure is distributed
from the rear wheel to the front wheel and the friction of the surfaces changes
suddenly (puddle, ice on the street) the front wheel might lock even if only the rear
brake has been applied. This would lead to a loss of stability and a fall down. CBS is
therefore combined with ABS to avoid this on a motorcycle. Different approaches are
possible to realize this combination: Without active pressure Build up Single Version:
A third additional channel links the rear wheel circuit through a delay valve to the
front brake. Strong brake pressure at the rear wheel (or both wheels) pressurizes both
brake circuits however this pressure is adjusted according to wheel speed and brake
slip.

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The dual version combines Hondas Dual CBS with a secondary master cylinder and a
proportional control valve [with Piston ABS] A modulator regulates the pressure for
each
 With Active Pressure Build up In 2009, Honda introduced the electronic controlled
combined ABS for its high-performance sports bikes which utilize brake by wire
technology. The brake input of the rider is measured by pressure sensors and the
information is provided to an ECU. Together with the information of the wheel speed
sensors, the ECU calculates the optimal distribution of pressure to prevent lockups
and to provide the best possible deceleration. Based on this output a motor for each
wheel operates a pump that builds up and regulates the brake pressure on the wheel.
This system offers a fast reaction time because of the brake by wire functionality.
The MIB (Motorcycle integral Braking system) from Continental Teves and the eCBS
(electronic CBS) in the enhanced Motorcycle ABS from Bosch are results of another
approach. These systems are based on the pump and valve approach. Through
additional valves, stronger pumps and a more powerful motor the system can actively
build up pressure. The input pressure of the rider is measured with pressure sensors at
the lever and pedal. The pump then builds up additional pressure adjusted to riding
conditions. A partial integral System is designed for working in one direction only:
front→rear or rear→front. A fully-integrated system works in both directions.
Because these systems are electronically controlled and are able to build up pressure
actively, they offer the opportunity to adjust the motorcycle braking behavior to the
rider. CBS and ABS can be switched off by experienced riders and also different
regulation modes with higher and lower thresholds can be chosen, such as the rain or
slick mode in the BMW S1000RR.
18) Safety

Figure 26 Safety

The Insurance Institute for Highway Safety (IIHS) conducted a study on the

effectiveness of ABS for motorcycles and came to the conclusion that motorcycles
above 250 cm3 without ABS are 37 percent more likely to be involved in fatal crashes
and a study of the Swedish Road Administration came to the conclusion that 48
percent of all severe and fatal motorcycle accidents above 125 cm3 could be avoided
due to motorcycle ABS.

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These studies caused the EU commission to initiate a legislative process in 2010 that
was passed in 2012 and led to ABS for motorcycles above 125 cm3 becoming
mandatory from 2016 onwards. Organizations like the Fédération Internationale de
l'Automobile and the Institute of advanced Motorists (IAM) demanded the
implementation of this legislation already for 2015. ] On the other hand, some
motorcycle riders are protesting against a compulsory ABS for all bikes because they
call for a possibility to switch the system off, for off-road usage or for other reasons.
In 2011 the United Nations (UN) started the Decade of Action for Road Safety. The
main goal is to save 5 million lives until 2020 through global cooperation. One part of
their global plan is to: Encourage universal deployment of crash avoidance
technologies with proven effectiveness such as Electronic Stability Control and Anti-
Lock Braking Systems in motorcycles.

19) Laws and regulations

ABS is required on all new passenger cars sold in the EU since 2004. In the United
States, the NHTSA has mandated ABS in conjunction with Electronic Stability
Control under the provisions of FMVSS 126 as of September 1, 2012.
UN Regulation No. 78, related to the braking of vehicles of categories L1, L2, L3, L4
and L5 (motorbikes) is applied by the European Union, Russia, Japan, Turkey,
Ukraine, Australia and the United Kingdom.
Global technical regulation number 3 related to Motorcycle brake systems is applied
by Canada, the European Union, Japan, Russia, and the United States.
Since 2016, the EU requires ABS on all new scooters, motorcycles, tricycles, and
quads from 125 cc, otherwise CBS (or ABS).
Since 1 April 2019, India requires at least single-channel ABS on all new two-
wheelers from 125 cc, otherwise CBS (or ABS).[58] ABS is also mandatory on all
new cars and mini-buses from the same date.
Since 1 January 2019, Brazil requires ABS on all new motorcycles from 300 cc. ABS
is already mandatory on all new cars since January 2014
From 1 January 2024, Argentina will require ABS on all new motorcycles from 250
cc, CBS (or front wheel ABS) for on-road between 50 and 250cc. Or their electric
equivalentsABS is already mandatory on all new normal cars since January 2014
From February 2025, Chile will require ABS on all new motorcycles from 150 cc or
11 kW, otherwise CBS (or ABS) from 50 cc or 4 kW from February 2026. already
mandatory on all new cars since October 2020.

20) References
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1.  "Toyota Prius c features safety anti-skid braking system (ABS)".

Toyota Motor Corporation Australia. Archived from the original on 7
March 2016. Retrieved 7 March 2016. Prius c is equipped with
Toyota's Anti-skid Braking System (ABS).
2. ^ Jump up to:a b "Effectiveness of ABS and Vehicle Stability Control
Systems" (PDF). Royal Automobile Club of Victoria. April 2004.
Retrieved 2010-12-07.
3. ^ Heißing, Bernd (2011), Chassis Handbook,
Springer, ISBN 9783834897893, retrieved February 19,  2013
4. ^ "Speed With Style", Cycle World, June 1992, ISSN 0011-4286,
retrieved February 19, 2013
5. ^ Jump up to:a b Jon Lawes (31 January 2014). Car Brakes: A Guide
to Upgrading, Repair and Maintenance. Crowood.
pp. 207–. ISBN 978-1-84797-675-8.
6. ^ "Non-Skid Braking".  Flight International. 30 October 1953.
pp. 587–588.
7. ^ "Browse Flight's archive of Historic Aviation". Flightglobal.com.
Retrieved 2014-08-26.
8. ^ Jump up to:a b Reynolds, Jim (1990). Best of British Bikes. Patrick
Stephens Ltd. ISBN 1-85260-033-0.
9. ^ Google Patents: US3707313A - Anti-skid braking systems - Google
Patents, accessdate: 16. July 2020
10. ^ "Directory Index: Chrysler_and_Imperial/1972
Chrysler/1972_Imperial_Press_Kit". Oldcarbrochures.com.
Retrieved 2014-08-26.

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