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Anti lock braking system

Seminar report

Submitted to

Department of Instrumentation Science University of Pune Pune 411 007

Partial fulfillment of M. Sc. Degree in Instrumentation Science (14)

Submitted by

Digvijay R. Deshpande (IS-1106)

Acknowledgement

I have completed my seminar on Anti locking brake system as part of syllabus prescribed by university of Pune (department of instrumentation science). I found myself very fortunate that i got to opportunity to learn and talk on this topic. I expressed my sincere gratitude to my department guide Mr. J.B.Kirpekar for their timely assistance and guidance. I also thank full to rest of my staff of the department of their valuable help. I also thankful to my seminar group for being an enthusiastic listener and my entire friend for help me to improve my presentation

Digvijay R. Deshpande (IS-1106)

Table of Contents
Sr. 1 Contents Introduction 1.1 Introduction to anti-lock brake system 1.2 components are used in ABS 1.3 working principle of ABS 2 Modelling of ABS 2.1 Importance of anti lock brake system 2.2 scope and objectives of present work 3 Mathematical modelling and designing 3.1 vehicle dynamics. 3.2 problem formulation and control system. 3.3 control system 3.4 Simulink model 4 Functionality and development of ABS 4.1 functionality 4.2 stress sensor 4.3 piezoelectric actuator Page No 1-3 1 2 3 6-7 6 7 8-13 8 10 11 13 14-18 14 15 18

Summary of the report

Chapter 1st includes the introduction of anti lock brake system, components which are used in the system and working principle with diagram Chapter 2nd contains modelling of antilock brake system which contain importance of anti lock brake system and now present scope and objectives regarding development In the chapter 3rd include whole designing of ant lock braking system in which mathematical modelling problem formulation regarding of vehicle and wheel dynamics and control system theory and how implement PID in anti lock brake system to control the brake draw Simulink for ABS In the chapter 4th includes functionality of abs in which we discus about what effect on vehicle while using anti lock brake system and what are the new component introduced to make system response make easy

Chapter 1 Introduction
1.1 Introduction to Anti Lock Brake System Antilock braking systems (ABSs) are electronic systems that monitor and control wheel slip during vehicle braking. ABSs can improve vehicle control during braking, and reduce stopping distances on slippery road surfaces by limiting wheel slip and minimizing lockup. Rolling wheels have much more traction than locked wheels. Reducing wheel slip improves vehicle stability and control during braking, since stability increases as wheel slip decrease. Anti-lock brake systems (ABS) prevent brakes from locking during braking. Under normal braking conditions the driver controls the brakes. However, during severe braking or on slippery roadways, when the driver causes the wheels to approach lockup, the antilock system takes over. ABS modulates the brake line pressure independent of the pedal force, to bring the wheel speed back to the slip level range that is necessary for optimal braking performance. ABSs can be applied to nearly all types of vehicles and can be successfully integrated into hydraulic and air brake systems. Theoretical basics about ABS The brake force coefficient (adhesion) between the wheel and the carriageway determines the braking forces that can be transferred. It depends on the brake slip between the tyre and the road, and among the factors affecting it is: The condition of the road and the tires. The wheel or axle load The speed of the vehicle The temperature The tire slips angle and/or the cornering force used. The brake slip is the percentage ratio of vehicle speed to wheel speed. The slip is defined by the following equation:

VF = Vehicle speed VR = Wheel circumference speed.

1.2 Component used in ABS There are four main components to an ABS system:

Speed sensors Pump Valves Controller

Speed sensor The speed sensor is used to determine the acceleration or deceleration of the wheel. These sensors use a magnet and a coil of wire 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 into the sensor. A schematic of this system is shown in Figure 1 the ABS controller interprets this signal.

Figure1. Speed Sensor Schematic Since the voltage inducted on 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.

Pump 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 release the pressure supplied from the user, the pump is used to restore a desired amount of pressure to the braking system. The controller will modulate the pumps status in order to provide the desire amount of pressure and reduce slipping. Similar to the valves, the major limitation or mode of failure is due to blockage within the pump. A blockage within the pump will prevent the pump from supplying the correct pressure to the pumping system.

Valves The valves within an ABS serve three distinct functions. The first function of the valves is to open and allow the hydraulic fluid from the brake pedal or the pump to reach the braking system. The second function of the valves is to maintain the current pressure provided to the braking system. This is accomplished by closing the valve to resist further pressure from the brake pedal. The third function of these valves is to reduce the amount of hydraulic pressure at the braking system. This is accomplished by opening the valves to allow the hydraulic fluid to be released from the braking system. 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 in operable valve will prevent the system from modulating the valves and controlling pressure supplied to the brakes.

Controller The controller is a computer in the car. It watches the speed sensors and controls the valves. 1.3 working principle of ABS When the brake pedal is depressed during driving, the wheel speed decreases and the vehicle speed does as well. The decrease in the vehicle speed, however, is not always proportional to the decrease in the wheel speed. The non-correspondence between the wheel speed and vehicle speed is called slip and the magnitude of the slip is expressed by the slip ratio which is defined as follows: Slip ratio = (Vehicle speed Wheel speed)/Vehicle speed 100% When the slip ratio is 0%, the vehicle speed corresponds exactly to the wheel speed. When it is 100%, the wheels are completely locking (rotating at a zero speed) while the vehicle is moving. The braking effectiveness is represented by the coefficient of friction between the tire and road surface. The larger coefficient has higher the braking effectiveness. The diagram below shows the relationship between the coefficient of friction and the slip ratio for two different road surface conditions (asphaltpaved road and icy road), assuming that the same tires are used for both the conditions and the vehicles are moving forward. Although the braking effectiveness (coefficient of friction) depends on the road surface condition as shown and also on the type of the tire, its peak range generally corresponds to the 8 30% range of the slip ratio. The ABS controls the fluid pressure to each wheel so that a coefficient of friction corresponding to this slip ratio range is maintained.

1. icy road 2. asphalt paved road 3. control range by ABS

Figure2. Operation of abs A. slip ratio B. coefficient of friction between tire and road

The hydraulic unit has four operating modes; normal mode and three ABS active increase, hold and decrease modes. During normal braking (abs not active): Both the inlet and outlet solenoid valves are not energized. This means that the inlet port of the inlet solenoid valve is open, whereas the outlet port of the outlet solenoid valve is closed. So the fluid pressure generated in the master cylinder is transmitted to the wheel cylinder, producing a brake force. Pressure decrease control (abs active): Both the inlet and outlet solenoid valves are energized, which means that the inlet port is closed and the outlet port is open. In this state, the wheel cylinder is isolated from the master cylinder but open to the reservoir, so the brake fluid in it can be drained into the reservoir, decreasing its pressure and reducing the braking force of the wheel. The brake fluid collected in the reservoir is forced into the master cylinder by the pump. During this phase of ABS operation, the pump motor continues operating. Pressure hold control (abs active): The inlet solenoid valve is energized, so the inlet port is closed. On the other hand, the outlet solenoid valve is de-energized, so the output port is also closed. In this state, all the passages connecting the wheel cylinder, master cylinder and reservoir are blocked. As a result, the fluid pressure in the wheel cylinder is held unchanged. During this phase of ABS operation, the pump motor continues operating Pressure increase control (abs active): Both the inlet and outlet solenoid valves are de-energized, which means that the inlet port of the inlet solenoid valve is open, whereas the outlet port of the outlet solenoid valve is closed. So the fluid pressure generated in the master cylinder is transmitted to the wheel cylinder and increased fluid pressure in the wheel cylinder applies the brake with a larger force. During this phase of ABS operation, the pump motor continues operating .

Figure3. Hydraulic unit of abs 1. from master cylinder 2. damper chamber 3. inlet port open 4. inlet solenoid valve 5. check valve 6. deenergized pump 7. pump 8. wheel cylinder 9. outlet solenoid valve 10. motor 11. outlet port closed 12. deenergized 13. reservoir

Chapter 2 Modelling & development of abs

2.1 Importance Of Antilock Braking Systems The objectives of antilock systems are threefold: 1. To reduce stopping distances, 2. To improve stability, and 3. To improve steerability during braking. These are explained below Stopping Distance The distance to stop is a function of the mass of the vehicle, the initial velocity, and the braking force. By maximizing the braking force the stopping distance will be minimized if all other factors remain constant. However, on all types of surfaces, to a greater or lesser extent, there exists a peak in fiction coefficient. It follows that by keeping all of the wheels of a vehicle near the peak, an antilock system can attain maximum fictional force and, therefore, minimum stopping distance. This objective of antilock systems however, is tempered by the need for vehicle stability and steerability. Stability Although decelerating and stopping vehicles constitutes a fundamental purpose of braking systems, maximum friction force may not be desirable in all cases, for example not if the vehicle is on a so-called p-split surface (asphalt and ice, for example), such that significantly more braking force is obtainable on one side of the vehicle than on the other side. Applying maximum braking force on both sides will result in a yaw moment that will tend to pull the vehicle to the high friction side and contribute to vehicle instability, and forces the operator to make excessive steering corrections to counteract the yaw moment. If an antilock system can maintain the slip of both rear wheels at the level where the lower of the two friction coefficients peaks, then lateral force is reasonably high, though not maximized. This contributes to stability and is an objective of antilock systems. Steerability Good peak frictional force control is necessary in order to achieve satisfactory lateral forces and, therefore, satisfactory steerability. Steerability while braking is important not only for minor course corrections but also for the possibility of steering around an obstacle. Tire

characteristics play an important role in the braking and steering response of a vehicle. For ABSequipped vehicles the tire performance is of critical significance. All braking and steering forces must be generated within the small tire contact patch between the vehicle and the road. Tire traction forces as well as side forces can only be produced when a difference exists between the speed of the tire circumference and the speed of the vehicle relative to the road surface. This difference is denoted as slip. It is common to relate the tire braking force to the tire braking slip. After the peak value has been reached, increased tire slip causes reduction of tire-road friction coefficient. ABS has to limit the slip

to values below the peak value to prevent wheel from locking. Tires with a high peak friction point achieve maximum friction at 10 to 20% slip. The optimum slip value decreases as tire-road friction decreases. 2.2 Scope & Objective Of Present Work During the design of ABS, nonlinear vehicle dynamics and unknown environment characters as well as parameters, change due to mechanical wear have to be considered. PID controller are very easy to understand and easy to implement. However PID loop require continuous monitoring and adjustments. In this line there is a scope to understand improved PID controllers with mathematical models. The present work, it is planned to understand and obtain the dynamic solution of quarter car vehicle model to obtain the time varying vehicle velocity and wheel. After identification of system dynamics a slip factor defined at each instance of time will be modified to desired value by means of a control scheme. Various feedback control schemes can be used for this purpose. Simulation are carried out to achieve a desired slip factor with different control scheme such as 1) Proportional Feedback control 2) Proportional Derivative Feedback Control 3) Proportional Integral Feedback Control 4) Proportional Integral Derivative Feedback Control Graphs of linear velocity, stopping distance and slip ratio for each system is plotted and compared with each other. At the end, possible alternate solutions are discussed. The work is inspired from the demo model of ABS provided in Simulink software.

Chapter 3 Mathematical Modelling and designing

3.1 Vehicle dynamics Basically, a complete vehicle model that includes all relevant characteristics of the vehicle is too complicated for use in the control system design. Therefore, for simplification a model capturing the essential features of the vehicle system has to be employed for the controller design. The design considered here belongs to a quarter vehicle model as shown in Fig 3. This model has been already used to design the controller for ABS.

Fig3. Quarter Vehicle Model

The longitudinal velocity of the vehicle and the rotational speed of the wheel constitute the degrees of freedom for this model. The governing two equations for the motions of the vehicle model are as follows:

For braking force balance in longitudinal direction (vehicle) m ax = - FN =m dvx/dt = - FN Summing torque at wheel centre (wheel) J = R FN - Tb = J = R FN - Tb For convenience a slip ratio is defined according to: = Vx R Vx Differentiating on both sides with respect to time (t), we get (4) (3) (2) (1)

The nomenclature in above equations is presented as follows Vx = linear velocity of vehicle ax = linear acceleration of vehicle = rotational speed of wheel = angular acceleration of wheel Tb = braking torque = slip ratio = friction coefficient R = radius of tire m = mass of the model State space representation of above equation is presented below. During braking, the slip ratio is dependent on the input torque u and the vehicle velocity V x. The system state variables are: x1 = Sx, x2 = Vx, x3 = , Where Sx is the stopping distance. The state space equations are (6) (7) (8) (5a) (5b) (5c)

By controlling the braking torque u in the simulation tests to evaluate the performance of ABS, using different control strategies. 3.2 Problem formulation The relation of the frictional coefficient versus wheel slip ratio , provides the explanation of the ability of the ABS to maintain vehicle steerability and stability, and still produce shorter stopping distances than those of locked wheel stop. The friction coefficient can vary in a very wide range, depending on factors like: (a) Road surface conditions (dry or wet), (b) Tire side-slip angle, (c) Tire brand (summer tire, winter tire), (d) Vehicle speed, and (e) The slip ratio between the tire and the road. Friction model used in [5] is used here. It gives value of coefficient of friction as a function of linear velocity and slip ratio. ( ,Vx) = [c1 (1- -c2 ) - c3 ] -c4vx Where C1 is the maximum value of friction curve; C2 the friction curve shapes; C3 the friction curve difference between the maximum value and the value at = 1; and C4 is the wetness characteristic value. It lies in the range 0.02 0.04s/m. Where for dry asphalt as the surface condition, above parameters is: C1= 1.2801, C2 = 23.99, C3=0.52, C4= .03 (assumed) The effective coefficient of friction between the tire and the road has an optimum value at particular value of wheel slip ratio. This value differs according to the road type. For almost all road surfaces the frictional coefficient value is optimum when the wheel slip ratio is approximately 0.2 and worst when the wheel slip ratio is 1 in other words when wheel is locked. So, objective of ABS controller is to regulate the wheel slip ratio () to target value of 0.2 to maximize the frictional coefficient () for any given road surface. (9)

3.3 Control system A feedback control system is a closed loop control system in which a sensor monitors the output (slip ratio) and feeds data to the controller which adjusts the control (brake pressure modulator) as necessary to maintain the desired system output (match the wheel slip ratio to the reference value of slip ratio). Fig 4 shows the block diagram of feedback control system

Figure4. Closed loop block diagram of abs

This feedback controller can be any one of 1) Proportional Control 2) Proportional Derivative Control 3) Proportional Integral Control 4) Proportional Integral Derivative Control

Proportional Feedback Control (P-type) A proportional controller attempts to control the output by applying input to the system which is in proportion to measured error (e) between the output and the set-point. Here control torque is u = Kp e e = d (10)

Where Kp is known as the proportional gain of the controller. (11) Where d is desired output and is actual output measured by sensor

Proportional Derivative Feedback Control (PD-type) This controller feeds both the error with constant gain (Kp) and the differentiation of error with constant gain (Kd) to the system in order to maintain the output of system at the set point

u = Kp e + Kd de/dt
Where Kd is differential gain of the controller

(12)

Proportional Integral Feedback Control (PI-type) Here input to the system is the error with constant gain (Kp) plus the integral of error with constant gain (Ki) to control the system output. u = Kp e + Ki e dt Where Ki is integral gain of the controller (13)

Proportional Integral Derivative Feedback Control (PID-type) In PID controller system input is the addition of error with constant gain (Kp), integral of error with constant gain (Ki), and differential of error with constant gain (Kd). u = Kp e + Kie dt + Kd de/dt (14)

To design ABS with control systems mentioned above the values of Kp, Ki and Kd of the controller can be determined by 1) Trial and error, 2) Manual tuning, and 3) Simulation. Appropriate values of Kp, Ki and Kd are calculated using trial and error method by observing trend of graph of slip ratio versus time obtained using Simulink software tool

3.4 Simulink models Simulink model of quarter vehicle In order to model the ABS with different controllers system incorporating the dynamic equations is modelled in Simulink environment. Fig5 shows the block diagram of the Simulink model representing vehicle dynamics during straight line braking.

Figure5. Block diagram representing dynamics of abs

Chapter 4 Functionality and invention in ABS

4.1 Traction control system The purpose of the traction control system is to prevent wheel spin from occurring due to acceleration. The maximum torque that can be transmitted to the wheel is determined by the coefficient of friction generated between road and tire. If torque exceeds that level, wheel are likely to spin. Condition for TRAC operation may include loose gravel, slippery road surface, acceleration while cornering and hard acceleration. Once activated, the TRAC system reduce engine torque and drive wheel speed as necessary to bring the vehicle under control which improves vehicle stability when starting, acceleration or turning on slippery roads. The ABS/TRAC ECU and ECM work together to provide traction control system. The ABS/ECU/TRAC monitor signal from four wheel speed sensor to determine the wheel speed of each wheel and vehicle speed while slippage is determined And ECM monitors the throttle position sensor and denies fuel injection on up to five cylinder s to limit engine torque. Fuel injector control is performed through the ECM. In the example below, speed of the front wheel exceeds the control starting speed .the ECM initially shut off five injectors and turn some injectors back on as wheel speed decreases .as wheel speed approaches target control speed an additional injector is shut off temporarily to prevent over shooting the starting speed

Sub throttle valve motor The sub throttle actuator use a step a motor located between the main throttle valve and air cleaner. It is fitted on the throttle body and control the position of the sub throttle valve based on commands made by the TRAC ECU thus controlling the engine output .by controlling the sub throttle valve plates, engine controls engine torque reducing wheel spin. The sub throttle valve consists of permanent magnet, a coil, and a rotor shaft and pinion gear. It is a step motor that is rotated by a signal from the ABS & TRAC ECU. The pinion gear rotates the cam gear, fitted on sub throttle valve shaft end, controlling the sub valve opening angle.

Sub throttle sensor The sensor is fitted to the sub throttle vale shaft. It converts the sub throttle valve opening

Angle to the voltage signal and this to the TRAC ECU via the ECM (engine ECU) the sensor is built and operates in the same way as the main throttle position sensor.

4.2 Stress sensor The wheel velocity sensor has structure measuring rotational velocity of the wheel by detecting the rotation speed of hub attached on the axle of the wheel with the use of magnetic pick-up. To minimise error due to the dust that adheres on the surface of hub there is limitation for the fineness in tooth pitch. Consequently measurement error due to the such wheel speed sensor can be safely ignored for high velocity rotation of the wheel, but for low velocity rotation of the wheel, measurement accuracy will be deteriorate because a signal from sensor come to have longer input interval there is high possibility that controllability become unstable when the vehicle is travelling at low speed, since the measured value show deteriorated accuracy when the wheel is rotating at lower velocity. The stress sensor is a device which can produce output values used for control operation. The output values are the measured values of a road surface frictional force f, a vertical load n, a road surface friction coefficient , a braking torque t, and a side force s respectively, or the values proportional to f, n, , t, and s respectively, designated as f.sub.s, n.sub.s, .sub.s, t.sub.s and s.sub.s. It is known that such devices can be made with, for example, a strain gauge or equivalent.

Fig6.stress sensor installation

Fig7.responce of stress sensor

Fig. 6 shows an example of the antilock braking system in which the stress sensor d is installed in a hole e formed on the wheel axle k of a motor vehicle. A structure of this stress sensor is disclosed in the publication as follows: a bridge circuit is formed with strain gauges g using, for example, a plurality of metallic resistance wires by adhering them to cross at

right angles to each other on the surface of a cube-like substrate which is comprised of materials such as epoxide resin, silicon, etc. An output terminal of the bridge circuit is connected to an input terminal of a signal processing circuit through an amplifier. Measured values fs, ns, s, ts, and ss, representing the road surface frictional force f, the vertical load n, the road surface friction coefficient , the braking torque t, and the side force s respectively, are given from the output terminal of the signal processing circuit. Fig.2 is a block diagram representing the function of the embodiment of the antilock braking system according to the present invention. Fig. 7 is a graphical illustration representing a typical response of the measured road surface frictional force value fs and the measured braking torque value ts when braking of the motor vehicle is suddenly applied. Fig. 7 shows that Fs and Ts are continuously increased during a period in which the road surface has sufficient frictional force (short period after the brake force application), after sudden application of the brake at the time t.sub.o. during this period, a value M, given by equation M=Fs-Ts, monotonously decreases with the passage of time. When the derivative of the road surface frictional force with respect to t approaches zero, Ts keeps increasing, but the rate of increase in Fs decreases in accordance with the decrease in the road surface frictional force. Therefore, the rate of decreases in the value M also decreases (in proximity to the time t.sub.2). Thereafter, at the time t.sub.3, at which the road surface frictional force exceeds a certain limit by the increase of brake pressure, Fs and Ts decrease rapidly while the value M increases rapidly. This period represents an initial state, reaching a time when the wheel of the motor vehicle is locked. With reference to FIG. 2, the operation of this embodiment is explained. An arithmetic means 5 calculates the value M from Fs, Ts, Ns, and s detected by detecting means 1, 2, 3, and 4. Fs, Ts, Ns, and s are the measured values of the road surface frictional force F, the braking torque T, the vertical load N, and the road surface friction coefficient produced as outputs from the stress sensor d comprising the strain gauge, the amplifier, and the signal processing circuit as mentioned above. Judging means 7 monitors the change in the value M immediately before wheel braking. An ABS control means 8 controls movement process toward a braking pressure reduction mode in accordance with the change in the value M in such a way that the road surface frictional force F is kept in the vicinity of the peak there of. In this way, control for antilock braking systems is achieved where no wheel locking is caused. Fs is given by the equation Fs=Ns s. Therefore, if the value M, given by the equation M=Nss-Ts, is calculated by the arithmetic means 5 and the change in the value M

is monitored by the judging means 7, the ABS control means 8 operates similarly to one as mentioned above. Similarly, the following method allows the realization of the antilock braking system without the wheel locking. If a differential coefficient dFs/dt, which is the derivative of the measured value of the road surface frictional force with respect to t, is calculated by the arithmetic means 5 instead of the calculation of the value M and a time, at which the differential coefficient dFs/dt reaches zero or near zero, is detected by the judging means 7, then the ABS control means 8 acts in such a way as to reduce suitably the brake pressure. Fs is in a relationship proportional to the measured road surface friction coefficient s. Therefore, if a differential coefficient ds/dt, which is the derivative of the measured value of the road surface friction coefficie nt s with respect to t, is calculated by the arithmetic means 5 instead of the differential coefficient dFs/dt and a time, at which the differential coefficient ds/dt reaches zero or near zero, is detected by the judging means 7, the ABS control means 8 can also control movement process toward a braking pressure reduction mode in such a way that wheel locking does not occur. The measured road surface frictional force value Fs reaches its peak at the time t.sub.2. The condition of the region around the time t.sub.2 is remarkably unstable because locking of the vehicle wheel is apt to occur in this region due to a slight change of the brake pressure, etc. For stabilizing purposes, it is desirable to set the start time t.sub.1 for the control before the time t.sub.2. The setting of the time t.sub.1 is as follows: The arithmetic means 5 calculates the value M given by equation M1=Fs-Ts or M2=Nss-Ts. The judging means 7 compares the value M with a predetermined threshold TH. Then, the ABS control means 8 starts the braking pressure reduction process at the time t.sub.1 at which the value M has become more than the threshold TH. This threshold TH is adjusted into the value, at which the most stable control action is obtained a driving test. The road surface frictional force F changes momentarily in accordance with the condition of the road surface. For stabilizing purposes, it is desirable to adjust the threshold TH in response to changes in the road surface frictional force. Since the peak value of the measured road surface frictional force value Fs varies in accordance with the magnitude of the road surface frictional force, it is possible to provide a plurality of threshold levels according to the peak value of the measured road surface frictional force value Fs. By stepwise switching a plurality of threshold levels or using the floating threshold levels, the optimum start time for the pressure reduction process can be selected. Such methods secure the stable operation of antilock braking systems. Furthermore, the threshold level TH can also

be varied continuously in accordance with the magnitude of the peak of the measured road surface frictional force value Fs. This method makes precise antilock braking operation possible. It is well known that the road surface friction coefficient decreases as the motor vehicle speed is increased and that the friction coefficient increases as the speed is decreased. Therefore, the measured road surface frictional force value Fs becomes progressively greater as the motor vehicle speed is decreased after the braking application. Accordingly, the value M becomes greater. This means that the optimum start point for the pressure reduction process can be determined by compensating the threshold level TH in accordance with the change of the vehicle speed. It makes possible the provision of excellent antilock braking systems. It is desirable to conduct the stable control of the antilock braking system when sudden application of the brake takes place during cornering. As shown in FIG. 4, the measured side force value Ss perpendicular to the direction of wheel travel is detected by the detecting means 11, being calculated by the arithmetic means 5. The judging means 7 compares the measured value Ss with a threshold TH', judging a point, at which the measured value Ss reaches the threshold TH'. Then the ABS control means 8 starts the movement process toward the braking pressure reduction mode in antilock braking systems. As the road surface friction coefficient changes in accordance with the condition of the road surface, it is desirable to adjust the threshold TH' gradually or continuously in accordance with the variation of the measured value s supplied from the detecting means 4. Thereby, it is possible to keep the antilock braking systems stable even during cornering. Furthermore, alarm means 10 as shown in FIG. 4 indicates the fact that the side force reaches the predetermined threshold value. Many conventional devices such as a sound unit, a lighting unit, a display apparatus, etc., can be used as the alarm means.

4.3 Piezoelectric brake actuator In the prior art, transmission of the (multiplied) foot pedal forces to the brake pads is typically accomplished by mechanical means. Such prior systems include hydraulic, pneumatic, lever-action, and other power transmission systems, as well as combinations of such mechanisms. A problem with prior mechanical foot pedal-to-brake pad force transmission systems is that they are subject to wearing out (particularly at linkage connections, at seals, and at other areas where parts move against each other). Another

problem with prior mechanical foot pedal-to-brake pad force transmission systems comprising hydraulic or pneumatic lines is that they are susceptible to failure by leaking hydraulic fluid or air. Another problem with prior mechanical foot pedal-to-brake pad force transmission systems comprising hydraulic or pneumatic lines is that they are relatively expensive, heavy, cumbersome, and take up a lot of space.

Fig 8. Abs model using piezoelectric

Fig9. Piezoelectric actuator

As illustrated in the accompanying figures, an anti-lock braking system has a foot pedal 10 which is connected via a mechanical link 12 to an electric signal generator 9. The electric signal generator 9 is in communication with an electric controller 11 via electric conductor 8. The electric signal generator 9 produces a variable electric signal output (at conductor 8) corresponding to the positioning of a slider mechanism 15 (or the equivalent) associated with the foot pedal 10 and the controller 11. Based upon the electric signal output (conductor 8) of the electric signal generator 9, the controller 11 produces a corresponding electric signal which it communicates to piezoelectric actuators 6 via electric conductors 7. Referring to FIG. 9 the piezoelectric actuators 6 preferably comprise unimorph piezoelectric elements. The unimorph piezoelectric elements comprise a piezoelectric ceramic layer having opposing major faces. On one major face of the piezoelectric ceramic layer is bonded a pre-stress layer. The pre-stress layer normally applies a compressive force to the piezoelectric ceramic layer in a longitudinal direction parallel to the major faces of the piezoelectric ceramic layer. A piezoelectric actuator 6 thus constructed has a normally accurate shape. The piezoelectric actuator 6 is a flex tensional piezoelectric transducer. Various constructions of flex tensional piezoelectric actuators 6 may be used, but the piezoelectric actuator 6 preferably comprises a

Thin Layer Unimorph Driver and Sensor actuator constructed in accordance with the following description. Piezoelectric actuators 6 are composite structures as illustrated in FIG. 9. Each piezoelectric actuator 6 is preferably constructed with a PZT piezoelectric ceramic layer 67 which is electroplated 65 and 65a on its two opposing faces. Steel, stainless steel, beryllium alloy or other metal first pre-stress layer 64 is adhered to the electroplated 65 surface on one side of the ceramic layer 67 by a first adhesive layer 66. The first adhesive layer 66 is preferably LaRC-SI material, as developed by NASA-Langley Research Centre. A second adhesive layer 66a, also preferably comprising LaRC-SI material, is adhered to the opposite side of the ceramic layer 67. During manufacture of the piezoelectric actuator 6 the ceramic layer 67, the adhesive layers 66 and 66a and the first pre-stress layer 64 are simultaneously heated to a temperature above the melting point of the adhesive material, and then subsequently allowed to cool, thereby re-solidifying and setting the adhesive layers 66 and 66a. During the cooling process the ceramic layer 67 becomes compressively stressed, due to the higher coefficient of thermal contraction of the material of the pre-stress layer 64 than for the material of the ceramic layer 67. Also, due to the greater thermal contraction of the laminate materials (e.g. the first pre-stress layer 64 and the first adhesive layer 66) on one side of the ceramic layer 67 relative to the thermal contraction of the laminate material(s) (e.g. the second adhesive layer 66a) on the other side of the ceramic layer 67, the ceramic layer deforms in an accurate shape having a normally concave face 6b and a normally convex face 6c, as illustrated in FIG. 9. One or more additional pre-stressing layer(s) 64 a may be similarly adhered to either or both sides of the ceramic layer 67 in order, for example, to increase the stress in the ceramic layer 67 or to strengthen the piezoelectric actuator 6. Electrical energy is introduced to the piezoelectric actuator by conductors 7 attached to opposite sides of the piezoelectric actuator 6 in communication with the electroplated 65 and 65a faces of the ceramic layer 67. As discussed above, the pre-stress layers 64 and 64a are preferably adhered to the ceramic layer 67 by LaRC-SI material. The wires 7 may be connected (for example by glue or solder 69) directly to the electroplated 65 and 65a faces of the ceramic layer 67 or they may alternatively be connected to the pre-stress layers 64 and 64a. LaRC-SI is a dielectric. When the conductors 7 are connected to the pre-stress layers 64 and 64a, it is desirable to roughen a face of each pre-stress layer 64 and 64a, so that the pre-stress layers 64 and 64 a intermittently penetrate the respective adhesive layers 66 and 66 a, and make electrical contact with the respective electroplated 65 and 65a faces of the ceramic layer 67.

When the piezoelectric actuator 6 is energized by an electric field (via electric conductors 7), it principally deforms in one direction (in the direction of arrows 13) in a direction perpendicular to its major faces 6b and 6c (becoming more accurate) .When the electric field is decreased or removed, the piezoelectric actuator relaxes, becoming less accurate or returning to its normal accurate shape, as shown in FIG. 8. In the preferred embodiment of the invention, two piezoelectric actuators 6 are each mounted on a rigid frame 4 and are aligned along a common axis on opposite sides of a moveable brake disc 3. Preferably, the axis of deformation of the piezoelectric actuator 6 is perpendicular to the planar surfaces 3a of the brake disc 3. Brake pads 5 are preferably mounted on the faces 6c of the piezoelectric actuators 6 that face the brake disc faces 3a.

Conclusion
ABS is used in now in newly cars. in this way I explain every basic things regarding about ABS and covered more topics during seminar. During this seminar presentation activity I learn the ABS system. The purpose of seminar is to develop the presentation skill and build up the confidence to speak in English is fulfilling the purpose of this activity.

References

1. Technical Boucher of bosh industry 2. Paper present by parth bhart bhivate 3. Paper by Lexus technical training Internet: How stuff work www.google.com