1.

Explain the working of different types of differential

suspension spring and give at least 5 vehicles name and
specification?
Types of Suspension System
Following are the types of the suspension system:

 Front End Suspension System

 Rigid axle front suspension.
 Independent front suspension
 Twin I-Beam Suspension System
 Single I-Beam Front Suspension System
 Independent Front End Suspension Using Torsion Bar
 Parallelogram Type Independent Front Suspension
 Struck and Link Type Suspension System
 Trailing Arm Independent Front Suspension
 Sliding Types Suspension System
 Vertical Guide Suspension System

Rear End Suspension System

 Longitudinal leaf spring rear end suspension
 Transverse leaf spring rear end suspension
 Coil spring rear end suspension

Functions of Suspension System

1. To prevent the stability of the vehicle in pitching or rolling while in motion.

2. To safeguard the occupants from road shocks.

3. Suspension system prevents the road shocks from being transferred to the vehicle frame.

4. To provide good road holding while driving, cornering and braking.

5. To maintain proper steering geometry.

Requirements of a Suspension System

1. Minimum deflection is consistent with required stability.

2. Comparability with other vehicle components-type, frame wheelbase, steering linkage.

3. Minimum wheel hop.

4. Low maintenance and operating costs.

5. Low initial cost.

6. Minimum weight

7. Minimum wear.

1. Front End Suspension System

The front end suspension is more complicated than the rear end suspension because the front

wheels not only move up and down with respect to the car frame but also swing at various angles to

the car frame for steering.

In order to permit the front wheels to swing to one side or the other for steering, each wheel is

ported on a spindle which is part of the steering knuckle. The steering knuckle is then supported

through ball joints, by upper and lower control arms which are attached to the car frame.

Types of Front End Suspensions System

The Front End Suspensions May Be of Two Types

 Rigid axle front suspension.

 Independent front suspension

1. Rigid Axle Front Suspension

This type of suspension was universally used before the introduction of independent front wheel

suspension.

It may use either two longitudinal leaf spring, as shown in the figure, or on transverse spring, usually

in conjunction with shock absorbers. These assemblies are mounted similar to rear leaf spring

suspensions.

In this type of suspension, the front wheel hubs rotate on antifriction bearings on steering spindle

which are attached to the steering knuckles. To permit the wheels to be turned by the steering gear,

the steering spindle and steering knuckle assemblies are hinged on the axle ends.

The pin that forms the pivot of this hinge is usually referred to as the kingpin or steering knuckle pin.

Where the forked portion is integral with the steering knuckle and fits over the end of the axle, the

construction is known as Reverse Elliot. In Elliot type construction, the ends of the axle are forked to

hold the steering knuckle extension between the ends.

2. Independent Front Suspension
In this type of suspension, each front wheel is independently supported by a coil, torsion bar, or leaf

spring. Most of the passenger cars now use the independent front suspension in which the coil

spring system is the most common.

Types of Independent Front Suspension

1. Twin I-Beam Suspension System
Different types of front suspension, besides coil spring type, are also in use. The twin I-beam

construction is another type, used on some models of Ford trucks. Each front wheel is supported at

the end by a separate I beam.

The ends of the I-beams are attached to the frame by pivots. The wheel ends of the two I-beams are

attached to the frame by radius arms, which prevent backward or forward movement of the wheels.

This type of suspension provides more flexibility.

2. Single I-Beam Front Suspension System

Single I-beam front suspension is employed in larger vehicles. The I-beam has a hole in each end

through which a kingpin is assembled to hold the steering knuckle in place. Each end of the I-beam is

supported by a leaf spring.

3. Independent Front End Suspension Using Torsion Bar

This type of suspension system, a steel rod, known as a torsion bar, act as a spring to hold the upper

and lower control arms parallel under load. The front end of the rod is of hexagonal shape to fit

tightly into an opening in the lower control arm.

Its rear reaction is also the hexagonal shape to fit tightly into an opening in an anchor attached to

the frame cross member. A seal hides the hexagonally shaped end of the torsion bar.

The torsion bar gets twisted due to the forces on the wheel assembly outer end of the lower control

arm. The torsion bar is designed to balance these forces so that the lower arm is kept at a

designated height.

The height can be adjusted by a tightening mechanism at the anchor end which twists the rod by

means of an adjusting bolt and swivel. A strut rod is used to keep the suspension in alignment.
This suspension is able to protect road shock causing the lower arm to twist the torsion bar. When

the wheels are no longer under stress, the arm returns to normal.

4. Parallelogram Type Independent Front Suspension

The figure shows the simplified diagrams of the independent front suspensions using a coil, torsion

bar and leaf spring. Basically, the system is known as parallelogram type independent front

suspension. It consists of an upper and lower link connected by stub axle carrier.

In general, the lower link is larger than the upper and they may not be parallel. This arrangement

maintains the track width as the wheels rise and fall and so minimize tyre wear caused by the wheel

scrubbing sideways.

5. Struck and Link Type Suspension System

This type of suspension system is unusually for integral body construction because the loading points

are widely spaced.

The normal top link is replaced by a flexible, mounting and the telescopic damper acts as the

kingpin. This suspension system known as the Mac Pherson System has slight rolling action and

absorbs shocks easily.

6. Trailing Arm Independent Front Suspension

Trailing arm independent front suspension maintains constant track and wheel attitude with a slight

change in wheelbase and caster angle.

A coil spring is attached to the trailing arm which itself is attached to the shaft carrying the wheel

hub.

When the wheel moves up and down, it winds and unwinds the spring. A torsion bar has also been

used in certain designs in place of the coil springs.

7. Sliding Types Suspension System

In this type suspension system, the stub axle can move up and down as well as rotate in the frame

members. Track, wheel attitude and wheelbase remain unchanged throughout the rise and fail of

the wheel.
8. Vertical Guide Suspension System
In the vertical guide suspension system, the kingpin is attached directly to the cross member of the

frame. It can slide up and down, thus compressing and expanding springs.

Coil Spring Front Suspension.

There are 3 types of coil spring front suspension.

1. In the first type, the coil spring is located between the upper and lower control arms. The lower

control arm has one point of attachment to the car frame.

2. Rear End Suspension System

Following are three types of rear-end suspensions generally found in vehicles.

1. Longitudinal leaf spring rear end suspension

2. Transverse leaf spring rear end suspension

3. Coil spring rear end suspension

Longitudinal and Transverse Leaf Spring Rear End Suspension

Longitudinal leaf spring and coil spring rear end suspensions are widely used in modern vehicles.

Transverse leaf spring rear end suspension is used in conjunction with the Hotchkiss drive, the leaf

springs must be made strong and resilient enough to transmit the driving thrust and torque to resist

sideways, in addition, to hold the spring weight of the body.

The spring weight is kept as less as possible, in order to improve the side of the vehicle. Because the

springs do not generally support the wheels, rims, tyres, brakes and rear axles, the weight of these

parts are called the spring weight.

The spring is clamped the rear-axle housing by U-bolts, its every end is pivoted to the frame, by

means of eyes formed in the ends of the longest leaf.

One end of the long leaf is secured to the front hanger by a bolt and the other end to the rear

hanger by spring shackles. Both the hangers are bolted to the frame.

The spring elongates in compression and shortens in expansion. This change in length of the spring is

compensated by a shackle.

At the middle position of the spring length, the rebound clips are placed. They are loose enough to

permit the leaves to slide on the other, and yet tight enough to permit the leaves together when the
spring rebounds.

The spring eyes are usually provided with bushings or some anti-friction material, such as bronze or

rubber.

Coil Spring Rear End Suspension

The figure shows coil spring rear end suspension. This type of suspension is always used in

conjunction with torque tube, torque reaction link, or torque rod drive. Therefore the coil springs

are not subjected to driving thrust or twist.

Stabilizers and radius rods are also used which relieve the coil springs of all stresses except those

acting in a vertical direction. The stabilizer prevents excessive roll or sideways when the car is

concerning.

The radius rod keeps the rear axle and frame in lateral alignment. The coil springs are seated in pan-

shaped brackets spring seats attached to the rear axle.

Examples:
Toyoto Innova
Suspension Front Double wishbone with coil spring and stabilizer

Suspension Rear 4-link with coil spring and lateral road

Citrion c5 aircross
Suspension Macpherson Strut Suspension with Double Progressive Hydraulic Cushions
Mahindra Xuv700

The XUV700 has a McPherson strut suspension at the front and a multi-link independent suspension at
the rear. Both have a stabilizer bar, while the dampers get high-tech frequency selective damping.

Octavia VRS
Front
McPherson suspension with lower triangular links and torsion stabilizer
Suspension:

Multi-link axle suspension with one longitudinal and three transverse links and torsion
Rear Suspension:
stabilizer
2.Explain the Independent suspension system and give at least five
vehicles name and its specification?
Independent suspension 
Automobile Suspension system that allows each wheel on the same axle to move vertically (i.e. reacting
to a bump on the road) independently of the others. This is contrasted with a beam axle or deDion
axle system in which the wheels are linked – movement on one side does not affect the wheel on the
other side. "Independent" refers to the motion or path of movement of the wheels or suspension. It is
common for the left and right sides of the suspension to be connected with anti-roll bars or other such
mechanisms. The anti-roll bar ties the left and right suspension spring rates together but does not tie
their motion together.
Most modern vehicles have independent front suspension (IFS). Many vehicles also have
an independent rear suspension (IRS). IRS, as the name implies, has the rear wheels independently
sprung. A fully independent suspension has an independent suspension on all wheels. Some early
independent systems used swing axles, but modern systems use Chapman or MacPherson struts, trailing
arms, multilink, or wishbones.
Independent suspension typically offers better ride quality and handling characteristics, due to
lower unsprung weight and the ability of each wheel to address the road undisturbed by activities of the
other wheel on the vehicle. Independent suspension requires additional engineering effort and expense
in development versus a beam or live axle arrangement. A very complex IRS solution can also result in
higher manufacturing costs.
The key reason for lower unsprung weight relative to a live axle design is that, for driven wheels,
the differential unit does not form part of the unsprung elements of the suspension system. Instead, it is
either bolted directly to the vehicle's chassis or more commonly to a subframe.
The relative movement between the wheels and the differential is achieved through the use of swinging
driveshafts connected via universal joints (U joints), analogous to the constant-velocity (CV) joints used
in front-wheel-drive vehicles.

Double wishbone suspension

In automobiles, a double wishbone suspension is an independent suspension design using two
(occasionally parallel) wishbone-shaped arms to locate the wheel. Each wishbone or arm has two
mounting points to the chassis and one joint at the knuckle. The shock absorber and coil spring mount to
the wishbones to control vertical movement. Double wishbone designs allow the engineer to carefully
control the motion of the wheel throughout suspension travel, controlling such parameters as camber
angle, caster angle, toe pattern, roll center height, scrub radius, scuff and more.

Multi-link suspension
A multi-link suspension is a type of vehicle suspension design typically used in independent suspensions,
using three or more lateral arms, and one or more longitudinal arms. A wider definition considers any
independent suspensions having three control links or more multi-link suspensions. These arms do not
have to be of equal length, and may be angled away from their "obvious" direction. It was first
introduced in the late 1960s on the Mercedes-Benz C111 prototype and put into production later on
their W201 and W124 series.
MacPherson strut
This is the most common, widely used front suspension system in cars today. It is a very simple and
effective design that uses a strut-type spring and shock absorber that work as a team that will pivot on a
single ball joint. This system was popularized in British Fords in the 1950s, then adopted by BMW (1962)
and Porsche (1963). Later, this space-efficient system became widespread with the growing popularity
of front-wheel drive.
One problem with this system is that once the spring or the top plate becomes worn, the driver of a car
with this system may hear a loud "clonk" noise at full lock (i.e., steering wheel turned to the extreme left
or extreme right positions), as the strut's spring jumps back into place. This noise is often confused with
CV-joint known as Transverse leaf-spring Several independent suspension designs have featured
transverse leaf springs. Most applications used multi-leaf steel springs, although more recent designs
have used fiber reinforced plastic (FRP, typically fibers are fiberglass) springs. In addition to spring type
(multi-leaf steel, FRP), a distinction can be drawn between systems where the spring also acts as a
locating link and those where the spring only acts as a spring member.
The AC Cobra is an example of a transverse, multi-leaf steel spring suspension that uses the leaf spring
as the upper suspension arm. Alternatively, the 1963 Corvette's rear suspension is an example where
the transverse leaf spring is used only as a ride spring. In both examples, the leaf spring is centrally
mounted, preventing displacement of the wheel on one side from affecting the wheel on the other side.
In 1981, General Motors pioneered the use of a FRP plastic transverse leaf spring on the Third-
generation corvette. As in the examples above, the spring used a single, central mount which isolated
the left and right movements. The FRP spring reduced weight and eliminated the inner leaf friction as
compared to the multi-leaf metal spring which was standard on the car.
Rather than centrally mounting the transverse leaf spring and thus isolating the left and right sides of
the springs, some manufacturers, starting with Fiat used two widely spaced spring mounts. This was first
used on the front of the 1955 Fiat 600 and later at the rear on the Fiat 128. The spring is allowed to pivot
inside of the mounts which allows the displacement of the spring on one side to affect the other side.
This mechanical communication between the left and right sides of the suspension results in an effect
similar to that of an anti-roll bar. Chevrolet Corvettes, starting with the 4th generation in 1984 have
combined the dual pivot mounts with FRP leaf springs.
The transverse leaf spring is not used as commonly as it was earlier. It is very rare on modern cars, the
Corvette and a few Volvo models being examples. In the past it was more widely used in
many Triumphs. The Herald, Vitesse, Spitfire, and GT6 all used a rear transverse leaf spring, as well as
the 1995-98 Volvo 960/S90/V90 and a rare Swedish sports car incorporating the Volvo 960 rear
suspension called the JC Indigo.
Note that this type of suspension should not be confused with earlier, rigid axle applications such as
those used on early Ford cars.
Car names that have independed suspension system

Honda city

Independed mac person strut coil spring on front

Independed dual wishbone and coilsprings on rear

Honda Civic

Independed mac person strut anti roll bars on front

Independed double wishbone anto roll bars on rear

Honda Jazz

Independent mac person struts

Non independent torsion beam axle

Hyundai Elantra

Independed mac pherson strut pn front

Dual link coil springs with anti-roll bars on rear

Hyundai Getz

Independed mac pherson struts on front

Torsion beam axle on rear

3.Briefly explain about drum brake and disc Brake Theory, Types.
Enumerate its merits and demerits with the knowledge you gained.
Submit a report with hydraulic brake system and give at least 5 vehicles
name and specification.
Drum brakes
Brake shoes fitted with brake linings (friction material) which press against the drums from the inside to
generate braking force (decelerate and stop) are set inside of the drums.

With this system, friction is generated by pressing the brake linings against the inside surfaces of the
drums. This friction converts kinetic energy into thermal energy. Drum rotation helps to press the shoes
and the lining against the drum with more force, offering superior braking force in comparison with disc
brakes. On the other hand, it is very important to design the components so that the heat from the
thermal energy is dissipated efficiently into the atmosphere.

There are three types of drum brakes depending on how the brake shoes are pressed on to the drums;
leading/trailing shoe type, twin leading shoe type and duo-servo type.
Leading/trailing shoe type drum brake

"Leading (or primary) shoe" is a term referring to the shoe that moves in the direction of rotation when
it is being pressed against the drum. The other shoe is called the “trailing (secondary) shoe.” The leading
shoe is pressed in the same direction as the rotation of the drums, and this rotation helps to press the
shoes against the drum with greater pressure for stronger braking force. This is called the servo effect
(self-boosting effect) which realizes the powerful braking forces of drum brakes.

Structurally, it has a wheel cylinder housing a piston with which hydraulic pressure is generated to push
the two shoes against the drum’s inner surface.

The two shoes function in a way they both become either the trailing shoe or leading shoe depending on
whether the vehicle is travelling forward or backward. Drum brakes generate consistent braking force
whether the vehicle travels forward or backward. This is because drum brakes generate the same
braking force in either direction. Generally, this type is used for the rear brakes of passenger cars.


Twin leading shoe type drum brake

This type of drum brake has two-wheel cylinders and two leading shoes. Each wheel cylinder presses on
one shoe, so that both shoes act as leading ones when the vehicle moves forward, providing superior
braking force.

Each of the pistons housed in the wheel cylinders displace in one direction, so when the vehicle is in
reverse both shoes act as trailing ones. This type is used mainly for the front brakes of small-to-mid-
sized trucks.

The dual twin leading shoe type has pistons that displace in both directions, making it possible for both
shoes to act as leading ones, regardless of direction of travel. This type is mainly used for the rear brakes
of small-to-mid-sized trucks.

Duo servo type drum brake

The duo servo type features a structure where two brake shoes, called the primary shoe and secondary
shoe, are linked via an adjuster. Strong pressure from the servo effect (self-boosting effect) of the
primary shoe is transmitted to the linked secondary shoe, thus generated a very large braking force.
 This type is mainly used for parking brakes on passenger cars, the center brakes on trucks, and brakes on
forklifts.

Disc Brakes

Brake rotors of disc brakes rotate with the wheels, and brake pads, which are fitted to the brake
calipers, clamp on these rotors to stop or decelerate the wheels. The brake pads pushing against the
rotors generate friction, which transforms kinetic energy into a thermal energy.

 Brakes for Automobiles

 Opposed Piston Type Disc Brakes
This thermal energy generates heat, but since the main components are exposed to the atmosphere,
this heat can be diffused efficiently. This heat-dissipating property reduces brake fade, which is the
phenomenon where braking performance is influenced by the heat. Another advantage of disc brakes is
its resistance to water fade, which occurs when the water on the brakes significantly reduces braking
force. When the vehicle is in motion, the rotor spins at high speeds and this rotational motion discharges
the water from the rotors themselves, resulting in stable braking force.

 Getting to Know Brakes, Products and Technologies

 
Disc brakes are generally used in passenger cars, but due to their stable performance at higher speeds
and resistance to brake fade, they are gradually spreading into the commercial vehicle segment, where
drum brakes were traditionally chosen for their longer service life. There is increasing demand from
customers for longer service life and higher quality, and Akebono is committed to meeting them through
further development of the disc brake’s reliability. There are two types of disc brakes.

The "opposed piston type disc brake" has pistons on both sides of the disc rotor, while the "floating type
disc brake" has a piston on only one side. Floating caliper type disc brakes are also called sliding pin type
disc brakes.

Disc brake construction

The brake rotor (disc) which rotates with the wheel, is clamped by brake pads (friction material) fitted to
the caliper from both sides with pressure from the piston(s) (pressure mechanism) and decelerates the
disc rotation, thereby slowing down and stopping the vehicle.
How disc brakes work
When the driver steps on the brake pedal, the power is amplified by the brake booster (servo system)
and changed into a hydraulic pressure (oil-pressure) by the master cylinder. The pressure reaches the
brakes on the wheels via tubing filled with brake oil (brake fluid). The delivered pressure pushes the
pistons on the brakes of the four wheels. The pistons in turn press the brake pads, which are friction
material, against the brake rotors which rotate with the wheels. The pads clamp on the rotors from both
sides and decelerate the wheels, thereby slowing down and stopping the vehicle.

Main components of disc brakes

Main components of floating type disc brakes
There are two types of disc brakes. One is called the "opposed piston type disc brake" which has pistons
on both sides of the disc rotor, and the other is the "floating type disc brake" which has a piston on only
one side. The floating type disc brakes are also called the sliding pin type disc brake

Drum brake advantages

Brake shoes today are still being used. Here are some advantages that drum brakes have over disc
brakes:

 Drum brakes can provide more braking force than an equal diameter disc brake.
 Drum brakes last longer because drum brakes have increased friction contact area than a disc.
 Drum brakes are cheaper to manufacture than disc brakes.
 Rear drum brakes generate lower heat.
 Drum brakes have a built-in self-energizing effect that requires less input force (such as
hydraulic pressure
 Wheel cylinders are simpler to recondition than with disc brake calipers.
 Brake shoes can be remanufactured for future use.
 Drums have slightly lower frequency of maintenance due to better corrosion resistance.

Drum brake disadvantages

 Excessive heating can happen due to heavy braking, which then can cause the drum to distort,
and thus cause vibration under braking.
 Under hard braking, the diameter of the drum increases slightly due to thermal expansion, the
driver must press the brake pedal farther.
 Brake shoes can overheat to the point where they become glazed.
 Excessive brake drum heating can cause the brake fluid to vaporize.
 Grab is the opposite of fade: when the pad friction goes up, the self-assisting nature of the
brakes causes application force to go up. If the pad friction is enough, the brake will stay
engaged due to self-application, even when the external application force is released.
 Another disadvantage of drum brakes is their relative complexity.
 Maintenance of drum brakes is more time-consuming, compared to disc brakes.

Car names using hydraulic brakes

 Suzuki swift
 Hyundai verna
 Toyota Fortuner
 Isuzu helix
 Mg Glostor
 Ford Ecosport
 Nissan magnate
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5. Briefly explain about Power–Assisted Braking System and submit a
report about ABS functions in automotive vehicles give at least 5
vehicles name and specification?

The name “power booster” is a bit misleading. A power booster doesn’t add more horsepower, nor does
it unleash a lightning-sized shot of nitrous oxide into the intake manifold. Instead, a power booster gives
the brake system superpowers – allowing a grandmother on the way to church to stop as quickly as
Arnold Schwarzenegger on the way to his helicopter.

There are three common types of power brake boosters in use today. Hydro-boost is frequently found
on diesel vehicles and uses the power-steering system to operate. Electrohydraulic systems are
commonly seen in hybrid cars that don’t produce enough vacuum for a traditional power booster.
Vacuum brake boosters are the most common type of power brake system, found on the majority of
late-model vehicles.

Vacuum-assisted brake boosters multiply the amount of force exerted by the driver to the brake pedal.
Vacuum brake boosters typically are mounted between the brake pedal and the master cylinder, using
intake-manifold vacuum to increase the pedal force when applying the brakes.

The brake-booster housing contains a rubber diaphragm inside a large, hollow shell. An air valve opens
when the brakes are applied, allowing atmospheric-pressure air to enter the supply side of the booster.
The diaphragm moves toward the side with engine vacuum when the valve is open. This movement,
along with the driver input on the brake pedal, pushes on the master cylinder instead of using force
directly from the driver’s foot. If no vacuum is present or the valve does not open, the brake pedal will
be difficult to push.
A one-way vacuum check valve from the engine to the booster pulls atmospheric air from the vehicle
into the booster. If the check valve leaks, it may allow oil residue to flow to the diaphragm and cause it
to fail eventually. If the brake pedal requires more effort to stop and hold at a light, it may be a sign of
potential failure.

The amount of power assist that a vacuum booster provides depends on the vacuum supplied and the
size of the booster diaphragm. The larger the diaphragm, the greater the brake assist. In general, larger
vehicles require more brake assist as well as a bigger booster than smaller cars.

Most vacuum boosters will last the life of the car if there are no issues. But one of the things that does
fail is the check valve, which reduces the power part of the assist. And if any fluid gets into the
diaphragm of the booster – whether from the master cylinder or check valve – it can cause the rubber to
fail. A new master cylinder and booster will be needed if this happens. And fluid around the back of the
master cylinder would be another indication of a probable leak.

Most often, brake-booster problems are due to a plugged or leaking vacuum hose. The restriction in the
line slows down the vacuum return, or vice versa. The booster may fail to hold sufficient vacuum if the
check valve is leaking, making the brake pedal harder to push. Since engine vacuum is the key to making
the brake booster function, anything that impedes this function also will affect the brakes if it’s severe
enough.

Antilock Braking System (ABS):

Antilock Braking System (ABS) is a type of vehicle’s active safety system. It is also known as the anti-skid
braking system. This system comes into action when the driver suddenly applies the brakes during an
emergency. Employing the antilock braking system on cars and bikes is now mandatory in most parts of
the world.

The need for Anti-lock Brakes:

Whenever the driver suddenly applies the brakes to a high-speed vehicle, there is always a chance of the
‘wheel-lock.’ The wheel-lock means that the respective wheel stops suddenly instead of slowly coming
to a halt. Due to the wheel-lock, the driver loses control over the vehicle, and the vehicle skids off the
road. Thus, a fatal accident takes place. In order to avoid such situations, the manufacturers employ the
ABS.

Components:
The ABS has the following components:

1. Wheel speed sensors
 2. ABS control module
3. Brake control unit
4. Valves
5. Pump

Components of Antilock Braking System (ABS) and its normal operation

Wheel speed sensors continuously monitor the speed of each wheel. As long as all the wheels have
comparable speed, the system does not interfere with their operation. However, if the speed sensors
find that any of the wheels’ speed is reducing drastically, it means that the particular wheel is going to
lock.

However, the locked wheel hampers vehicle stability. Thus, the vehicle stops responding to
the steering input given by the driver. At this moment, the vehicle also starts to skid, thereby causing a
fatal accident. To avoid such a mishap, the ABS comes into action.
 Th
is is how the ABS detects a problem.

How does the ABS work?

After receiving the signal of very low speed from the wheel speed sensor, the ABS module orders the
brake control unit to reduce that wheel’s braking force. Reducing the braking force means reducing the
hydraulic pressure in the brake line acting on that wheel. The Brake Control Unit reduces the line
pressure with the help of valves in the system. The wheel starts rotating faster when the braking force
reduces, thereby avoiding the wheel-lock. As the wheel doesn’t lock, the vehicle’s steerability remains
intact. Thus, it means that the vehicle moves according to the driver’s input without skidding. Once the
Brake Control Unit restores the regular operation, it also restores the brake line’s hydraulic pressure
with the help of a pump.
This is how ABS takes corrective action.

Advantages of Antilock braking system:

1. ABS maintains the vehicle’s steerability and stability during panic braking.
2. It reduces the braking distance by up to 10% or more, especially on wet surfaces.
Better steering control with Antilock Braking System (Courtesy- Toyota Motor Corporation Australia)

Disadvantages:
Perhaps the only disadvantage of the Antilock Braking System is its higher cost. In recent times,
purchasing the Antilock Braking System installed bike or car costs significantly to the customer.
However, this higher cost entirely offsets the improved safety this system provides. Also, the auto
industry is working on developing a low-cost version of the antilock braking system.
Car names that have ABS
Mahindra scorpio

Xuv 700

Skoda Kodiak

BMW 330d

Audi A4

Hyundai venue

Tata safari

Ford mustang

Nissan Magnite

Suzuki Ertiga

Toyota Innova

Hyundai verna

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