Vehicle

Electrical

Name S.mahdi

Number: 20091451

Group: 42
TASK ;1

Analog Signals :-

An analog or analogue signal is any continuous signal for which the time
varying feature (variable) of the signal is a representation of some other time
varying quantity, i.e., analogous to another time varying signal. For example,
in an analog audio signal, the instantaneous voltage of the signal varies
continuously with the pressure of the sound waves. It differs from a digital
signal, in which a continuous quantity is represented by a discrete function
which can only take on one of a finite number of values. The term analog
signal usually refers to electrical signals; however, mechanical, pneumatic,
hydraulic, and other systems may also convey analog signals.

An analog signal uses some property of the medium to convey the signal's
information. For example, an aneroid barometer uses rotary position as the
signal to convey pressure information. In an electrical signal, the voltage,
current, or frequency of the signal may be varied to represent the information.

Any information may be conveyed by an analog signal; often such a signal is

a measured response to changes in physical phenomena, such as sound,
light, temperature, position, or pressure. The physical variable is converted to
an analog signal by a transducer. For example, in sound recording,
fluctuations in air pressure (that is to say, sound) strike the diaphragm of a
microphone which induces corresponding fluctuations in the current produced
by a coil in an electromagnetic microphone, or the voltage produced by a
condensor microphone. The voltage or the current is said to be an "analog" of
the sound.

An analog signal has a theoretically infinite resolution. In practice an analog

signal is subject to electronic noise and distortion introduced by
communication channels and signal processing operations, which can
progressively degrade the signal-to-noise ratio. In contrast, digital signals
have a finite resolution. Converting an analog signal to digital form introduces
a constant low-level noise called quantization noise into the signal which
determines the noise floor, but once in digital form the signal can in general
be processed or transmitted without introducing additional noise or distortion.
Therefore as analog signal processing systems become more complex, they
may ultimately degrade signal resolution to such an extent that their
performance is surpassed by digital systems. This explains the widespread
use of digital signals in preference to analog in modern technology. In analog
systems, it is difficult to detect when such degradation occurs. However, in
digital systems, degradation can not only be detected but corrected as well.

(http://en.wikipedia.org/wiki/Analog_signal )

Digital Signals:-
In computer architecture and other digital systems, a waveform that switches
between two voltage levels representing the two states of a Boolean value (0
and 1) is referred to as a digital signal, even though it is an analog voltage
waveform, since it is interpreted in terms of only two levels.

The clock signal is a special digital signal that is used to synchronize digital
circuits. The image shown can be considered the waveform of a clock signal.
Logic changes are triggered either by the rising edge or the falling edge.
The given diagram is an example of the practical pulse and therefore we have
introduced two new terms that are:

Rising edge: the transition from a low voltage (level 1 in the diagram) to
a high voltage (level 2).
Falling edge: the transition from a high voltage to a low one.

Although in a highly simplified and idealized model of a digital circuit we may

wish for these transitions to occur instantaneously, no real world circuit is
purely resistive and therefore no circuit can instantly change voltage levels.
This means that during a short, finite transition time the output may not
properly reflect the input, and indeed may not correspond to either a logically
high or low voltage.

(http://en.wikipedia.org/wiki/Digital_signal )

Logic Gates:-

A logic gate is an idealized or physical device implementing a Boolean

function, that is, it performs a logical operation on one or more logical inputs,
and produces a single logical output. Depending on the context, the term may
refer to an ideal logic gate, one that has for instance zero rise time and
unlimited fan-out, or it may refer to a non-ideal physical device[1] (see Ideal
and real op-amps for comparison).

Logic gates are primarily implemented using diodes or transistors acting as

electronic switches, but can also be constructed using electromagnetic relays
(relay logic), fluidic logic, pneumatic logic, optics, molecules, or even
mechanical elements. With amplification, logic gates can be cascaded in the
same way that Boolean functions can be composed, allowing the construction
of a physical model of all of Boolean logic, and therefore, all of the algorithms
and mathematics that can be described with Boolean logic.
Logic circuits include such devices as multiplexers, registers, arithmetic logic
units (ALUs), and computer memory, all the way up through complete
microprocessors, which may contain more than 100 million gates. In practice,
the gates are made from field-effect transistors (FETs), particularly MOSFETs
(metaloxidesemiconductor field-effect transistors).

Compound logic gates AND-OR-Invert (AOI) and OR-AND-Invert (OAI) are

often employed in circuit design because their construction using MOSFETs is
simpler and more efficient than the sum of the individual gates.[2]
(https://en.wikipedia.org/wiki/Logic_gate )

Digital to analog converter :-

In electronics, a digital-to-analog converter (DAC or D-to-A) is a device that

converts a digital (usually binary) code to an analog signal (current, voltage,
or electric charge). An analog-to-digital converter (ADC) performs the reverse
operation. Signals are easily stored and transmitted in digital form, but a DAC
is needed for the signal to be recognized by human senses or other non-
digital systems.

A common use of digital-to-analog converters is generation of audio signals

from digital information in music players. Digital video signals are converted to
analog in televisions and mobile phones to display colors and shades. Digital-
to-analog conversion can degrade a signal, so conversion details are normally
chosen so that the errors are negligible.

Due to cost and the need for matched components, DACs are almost
exclusively manufactured on integrated circuits (ICs). There are many DAC
architectures which have different advantages and disadvantages. The
suitability of a particular DAC for an application is determined by a variety of
measurements including speed and resolution.

Practical operation

Instead of impulses, usually the sequence of numbers update the analog

voltage at uniform sampling intervals.

These numbers are written to the DAC, typically with a clock signal that
causes each number to be latched in sequence, at which time the DAC output
voltage changes rapidly from the previous value to the value represented by
the currently latched number. The effect of this is that the output voltage is
held in time at the current value until the next input number is latched resulting
in a piecewise constant or 'staircase' shaped output. This is equivalent to a
zero-order hold operation and has an effect on the frequency response of the
reconstructed signal.
The fact that DACs output a sequence of piecewise constant values (known
as zero-order hold in sample data textbooks) or rectangular pulses causes
multiple harmonics above the Nyquist frequency. Usually, these are removed
with a low pass filter acting as a reconstruction filter in applications that
require it.

(http://en.wikipedia.org/wiki/Digital-to-analog_converter )

Analog to digital converter :-

An analog-to-digital converter (abbreviated ADC, A/D or A to D) is a device

that converts a continuous physical quantity (usually voltage) to a digital
number that represents the quantity's amplitude. The conversion involves
quantization of the input, so it necessarily introduces a small amount of error.
The inverse operation is performed by a digital-to-analog converter (DAC).
Instead of doing a single conversion, an ADC often performs the conversions
("samples" the input) periodically. The result is a sequence of digital values
that have converted a continuous-time and continuous-amplitude analog
signal to a discrete-time and discrete-amplitude digital signal.

An ADC may also provide an isolated measurement such as an electronic

device that converts an input analog voltage or current to a digital number
proportional to the magnitude of the voltage or current. However, some non-
electronic or only partially electronic devices, such as rotary encoders, can
also be considered ADCs.

The digital output may use different coding schemes. Typically the digital
output will be a two's complement binary number that is proportional to the
input, but there are other possibilities. An encoder, for example, might output
a Gray code.

Music recording

Analog-to-digital converters are integral to current music reproduction

technology. People produce much music on computers using an analog
recording and therefore need analog-to-digital converters to create the pulse-
code modulation (PCM) data streams that go onto compact discs and digital
music files.

The current crop of analog-to-digital converters utilized in music can sample

at rates up to 192 kilohertz. High bandwidth headroom allows the use of
cheaper or faster anti-aliasing filters of less severe filtering slopes. The
proponents of oversampling assert that such shallower anti-aliasing filters
produce less deleterious effects on sound quality, exactly because of their
gentler slopes. Other experts prefer entirely filter less analog-to-digital
conversion, finding aliasing less detrimental to sound perception than pre-
conversion brick wall filtering. Considerable literature exists on these matters,
but commercial considerations often play a significant role. Most[high-profile
recording studios record in 24-bit/192-176.4 kHz pulse-code modulation
(PCM) or in Direct Stream Digital (DSD) formats, and then down sample or
decimate the signal for Red-Book CD production (44.1 kHz) or to 48 kHz for
commonly used for radio and television broadcast applications.

Digital signal processing

People must use analog-to-digital converters to process, store, or transport

virtually any analog signal in digital form. TV tuner cards, for example, use
fast video analog-to-digital converters. Slow on-chip 8, 10, 12, or 16 bit
analog-to-digital converters are common in microcontrollers. Digital storage
oscilloscopes need very fast analog-to-digital converters, also crucial for
software defined radio and there new applications.

(http://en.wikipedia.org/wiki/Analog-to-digital_converter )
Task2
Electronic ignition

The disadvantage of the mechanical system is the use of breaker points to

interrupt the low-voltage high-current through the primary winding of the coil;
the points are subject to mechanical wear where they ride the cam to open
and shut, as well as oxidation and burning at the contact surfaces from the
constant sparking. They require regular adjustment to compensate for wear,
and the opening of the contact breakers, which is responsible for spark timing,
is subject to mechanical variations.

In addition, the spark voltage is also dependent on contact effectiveness, and

poor sparking can lead to lower engine efficiency. A mechanical contact
breaker system cannot control an average ignition current of more than about
3 A while still giving a reasonable service life, and this may limit the power of
the spark and ultimate engine speed.

Electronic ignition (EI) solves these problems. In the initial systems, points
were still used but they handled only a low current which was used to control
the high primary current through a solid state switching system. Soon,
however, even these contact breaker points were replaced by an angular
sensor of some kind - either optical, where a vaned rotor breaks a light beam,
or more commonly using a Hall effect sensor, which responds to a rotating
magnet mounted on the distributor shaft. The sensor output is shaped and
processed by suitable circuitry, then used to trigger a switching device such
as a thyristor, which switches a large current through the coil.
The first electronic ignition (a cold cathode type) was tested in 1948 by Delco-
Remy, while Lucas introduced a transistorized ignition in 1955, which was
used on BRM and Coventry Climax Formula One engines in 1962. The
aftermarket began offering EI that year, with both the AutoLite Electric
Transistor 201 and Tung-Sol EI-4 (thyratron capacitive discharge) being
available. Pontiac became the first automaker to offer an optional EI, the
breaker less magnetic pulse-triggered Delcotronic, on some 1963 models; it
was also available on some Corvettes. The first commercially available all
solid-state (SCR) capacitive discharge ignition was manufactured by Hyland
Electronics in Canada also in 1963. Ford fitted a Lucas system on the Lotus
25s entered at Indianapolis the next year, ran a fleet test in 1964, and began
offering optional EI on some models in 1965. Beginning in 1958,

Other innovations are currently available on various cars. In some models,

rather than one central coil, there are individual coils on each spark plug,
sometimes known as direct ignition or coil on plug (COP). This allows the coil
a longer time to accumulate a charge between sparks, and therefore a higher
energy spark. A variation on this has each coil handle two plugs, on cylinders
which are 360 degrees out of phase (and therefore reach TDC at the same
time); in the four-cycle engine this means that one plug will be sparking during
the end of the exhaust stroke while the other fires at the usual time, a so-
called "wasted spark" arrangement which has no drawbacks apart from faster
spark plug erosion; the paired cylinders are 1/4 and 2/3. Other systems do
away with the distributor as a timing apparatus and use a magnetic crank
angle sensor mounted on the crankshaft to trigger the ignition at the proper
time.

Digital electronic ignitions

At the turn of the 21st century digital electronic ignition modules became
available for small engines on such applications as chainsaws, string
trimmers, leaf blowers, and lawn mowers. This was made possible by low
cost, high speed, and small footprint microcontrollers. Digital electronic
ignition modules can be designed as either capacitor discharge ignition (CDI)
or inductive discharge ignition (IDI) systems. Capacitive discharge digital
ignitions store charged energy for the spark in a capacitor within the module
that can be released to the spark plug at virtually any time throughout the
engine cycle via a control signal from the microprocessor. This allows for
greater timing flexibility, and engine performance; especially when designed
hand-in-hand with the engine carburetor.

(https://en.wikipedia.org/wiki/Ignition_system )
Vehicle audio system:-

Vehicle audio, mobile audio, car audio, 12-volt (sometimes other voltages
such as 6 volts for pre-1950s vintage cars and 24-volt for civilianized military
vehicles or heavy-duty commercial civilian trucks or for things like golf carts
that use 24 volt electric motors) audio and other terms are used to describe
sound systems fitted to an automobile or other vehicle.

The focus of this article is the use in automobiles, though the term can be
used referring to similar systems fitted to marine & aviation craft, motorcycles,
and even heavy industrial equipment.

The primary use of such equipment is entertainment, but can also include
communications equipment, public address, and the like.

Modern vehicle manufacturing nearly always includes a complete system of

some kind from the factory when the car is assembled. This is referred to as
the 'stock' system, or OEM system. These systems can be supplied by an
exclusive vendor to the manufacturer to their specification, or other company
that specializes in design or production of such equipment.

Additionally, there is a large market of products sold directly to consumers to

replace, upgrade, or expand the vehicle's stock sound system capabilities

Stock system

A stock car audio system refers to the OEM application that the vehicle's
manufacturer specified to be installed when the car was built. These
components can be sourced exclusively by the car manufacturer, or
contracted to a 3rd party specializing in such applications, who then build to
spec.

Stock systems can be very minimalist and basic or very comprehensive,

depending on the intent of the vehicle manufacturer. Common components
found in most basic modern vehicles are stereo sound head unit, cd player, a
pair of speakers mounted in the interior panels, and an input jack for external
playback devices or smartphones.

Head unit

In modern cars, the primary control device for an audio system is commonly
referred to as a head unit, and is installed in the center of the dash panel
between the driver and the passenger. In older vehicles that had audio
components as an option, such devices were mounted externally to the top of
or underneath the dash. In rarer occasions, head units have also been
mounted vertically directly between the driver and passenger.

The headunit itself is usually a multi-purpose device that houses multiple

components in its housing. The most common components are a radio
receiver/tuner usually with AM and FM bands, and a small amplifier for driving
an audio signal to speakers. Other possible components include various
media devices, such as (in older vehicles) a tape player (either 8-track or
cassette), CD player, DVD player, HD Radio, Satellite Radio, USB flash
memory, and even a portable hard disk drive typically used in notebook
computing. Many head units also feature a DSP component, and equalization
component (such as bass and treble controls), or a control interface for
another feature on the car (such as a back-up/parking camera, navigation
system, trip odometer, etc.).

Due to auto manufacturing differences over the years, aftermarket head unit
products are manufactured in multiple form factors. The primarily used size is
mostly referred to by its legacy name of DIN, which refers to ISO 7736. DIN
head units come as single DIN or double DIN. A third less common standard
is used mostly by Chrysler group and for a time Mitsubishi in their OEM
devices.

Speakers

Car speakers are largely functionally identical to any other loudspeaker

design with key components specialized for use in mobile environments, and
generally serve an identical purpose. One major key design difference is
multi-axial mounting of different types of loudspeakers in the same footprint,
such as a tweeter directly mounted over a woofer. Another key difference is
non-circular cone shapes, such as square, oval, or even triangular. Both of
these features reflect a significant reduction in space and size that a speaker
may occupy in a vehicle cabin.
Material construction may also include more exotic and hearty components
more suitable to mobile use. Marine speakers may have plating for corrosion
resistance. Cones may be coated with a substance to resist expansion and
contraction under high vehicle cabin temperatures, known to reach 140 F (60
C) in the sun. Subwoofers may also be found in mobile audio applications
where a cabin speaker may lack the desired low frequency response on its
own.

Before stereo radio was introduced, the most common speaker location was
in the middle of the dashboard pointing through perforations towards the front
windshield. In most modern applications, speakers are mounted certain
common locations including the front deck (or dash), the rear deck (or parcel
shelf), the kick panel (located in the foot well below the A-pillar,) or the doors.
In the case of subwoofers, mountings are usually under the seat or in the
trunk. Each position has certain strengths and limitations from both a quality
of sound, and a vehicle manufacturing perspective.

Amplifiers

Basically a mobile audio power amplifier, a car 'amp' is a term used to refer to
a dedicated electronic amplifier separated from the other components of the
system. Though most head units have an amplifier, some do not, or lack the
desired power or additional features (e.g., equalization controls or crossover
systems). External amplification is available and most often used when
existing amplification is insufficient. External amplifiers can be mounted in a
different part of the car than the "head unit"; in many cases, an additional amp
is mounted in the trunk. This is usually the case when powering a subwoofer,
where desired wattage may be several multiples more compared to other
cabin speakers.

Though less common, OEM external amplification can be found in 'premium'

audio packages, or in luxury cars. More common is aftermarket amplification
installed later to satisfy the expansion of an existing system in some way.
During operation, it is common for a vehicle's charging system to fluctuate, so
a regulated amplifier will maintain its power output regardless of voltage
fluctuation. Amplifiers rated at 100 watts at 14.4 volts cannot be regarded
equal as to an amplifier that can maintain 100 watts at 12 volts. Outside of
certain standards, it is not uncommon for manufacturers to list a 14.4 rating
and not post a 12 volt value

(https://en.wikipedia.org/wiki/Vehicle_audio )
Task3
1- Electronic fuel injection ( EFI )

Fuel injection is a system for admitting fuel into an internal combustion

engine. It has become the primary fuel delivery system used in automotive
engines, having replaced carburetors during the 1980s and 1990s. A variety
of injection systems have existed since the earliest usage of the internal
combustion engine.

The primary difference between carburetors and fuel injection is that fuel
injection atomizes the fuel by forcibly pumping it through a small nozzle under
high pressure, while a carburetor relies on suction created by intake air
accelerated through a Venturi tube to draw the fuel into the airstream.

Modern fuel injection systems are designed specifically for the type of fuel
being used. Some systems are designed for multiple grades of fuel (using
sensors to adapt the tuning for the fuel currently used). Most fuel injection
systems are for gasoline or diesel applications

Electronic injection

The first commercial electronic fuel injection (EFI) system was Electrojector,
developed by the Bendix Corporation and was offered by American Motors
Corporation (AMC) in 1957. The Rambler Rebel, showcased AMC's new
327 cu in (5.4 L) engine. The Electrojector was an option and rated at 288 bhp
(214.8 kW).[ The EFI produced peak torque 500 rpm lower than the equivalent
carburetored engine The Rebel Owners Manual described the design and
operation of the new system. (due to cooler, therefore denser, intake air). The
cost of the EFI option was US$395 and it was available on 15 June 1957.
Electrojector's teething problems meant only pre-production cars were so
equipped: thus, very few cars so equipped were ever sold[13] and none were
made available to the public. The EFI system in the Rambler ran fine in warm
weather, but suffered hard starting in cooler temperatures.[12]

Chrysler offered Electrojector on the 1958 Chrysler 300D, Desoto Adventurer,

Dodge D-500 and Plymouth Fury, arguably the first series-production cars
equipped with an EFI system. It was jointly engineered by Chrysler and
Bendix. The early electronic components were not equal to the rigors of under
hood service, however, and were too slow to keep up with the demands of "on
the fly" engine control. Most of the 35 vehicles originally so equipped were
field-retrofitted with 4-barrel carburetors. The Electrojector patents were
subsequently sold to Bosch.

Bosch developed an electronic fuel injection system, called D-Jetronic (D for

Druck, German for "pressure"), which was first used on the VW 1600TL/E in
1967. This was a speed/density system, using engine speed and intake
manifold air density to calculate "air mass" flow rate and thus fuel
requirements. This system was adopted by VW, Mercedes-Benz, Porsche,
Citron, Saab, and Volvo. Lucas licensed the system for production with
Jaguar. Bosch superseded the D-Jetronic system with the K-Jetronic and L-
Jetronic systems for 1974, though some cars (such as the Volvo 164)
continued using D-Jetronic for the following several years. In 1970, the Isuzu
117 Coup was introduced with a Bosch-supplied D-Jetronic fuel injected
engine sold only in Japan.

The Cadillac Seville was introduced in 1975 with an EFI system made by
Bendix and modelled very closely on Bosch's D-Jetronic. L-Jetronic first
appeared on the 1974 Porsche 914, and uses a mechanical airflow meter (L
for Luft, German for "air") that produces a signal that is proportional to "air
volume". This approach required additional sensors to measure the
atmospheric pressure and temperature, to ultimately calculate "air mass". L-
Jetronic was widely adopted on European cars of that period, and a few
Japanese models a short time later.

In Japan, the Toyota Celica used electronic, multi-port fuel injection in the
optional 18R-E engine in January 1974.[15] Nissan offered electronic, multi-
port fuel injection in 1975 with the Bosch L-Jetronic system used in the Nissan
L28E engine and installed in the Nissan Fairlady Z, Nissan Cedric, and the
Nissan Gloria. Toyota soon followed with the same technology in 1978 on the
4M-E engine installed in the Toyota Crown, the Toyota Supra, and the Toyota
Mark II. In the 1980s, the Isuzu Piazza, and the Mitsubishi Starion added fuel
injection as standard equipment, developed separately with both companies
history of diesel powered engines. 1981 saw Mazda offer fuel injection in the
Mazda Luce with the Mazda FE engine, and in 1983, Subaru offered fuel
injection in the Subaru EA81 engine installed in the Subaru Leone. Honda
followed in 1984 with their own system, called PGM-FI in the Honda Accord,
and the Honda Vigor using the Honda ES3 engine.

The limited production Chevrolet Cosworth Vega was introduced in March

1975 using a Bendix EFI system with pulse-time manifold injection, four
injector valves, an electronic control unit (ECU), five independent sensors and
two fuel pumps. The EFI system was developed to satisfy stringent emission
control requirements and market demands for a technologically advanced
responsive vehicle. 5000 hand-built Cosworth Vega engines were produced
but only 3,508 cars were sold through 1976.[16]

In 1980, Motorola introduced the first electronic engine control unit, the EEC
III.[17] Its integrated control of engine functions (such as fuel injection and
spark timing) is now the standard approach for fuel injection systems.

(http://en.wikipedia.org/wiki/Fuel_injection )

2-Anti-lock brake system ( ABS )

Anti-lock braking system (ABS) is an automobile safety system that allows the
wheels on a motor vehicle to maintain tractive contact with the road surface
according to driver inputs while braking preventing the wheels from locking up
(ceasing rotation) and avoiding uncontrolled skidding. It is an automated
system that uses the principles of threshold braking and cadence braking
which were practiced by skillful drivers with previous generation braking
systems. It does this at a much faster rate and with better control than a driver
could manage.

ABS generally offers improved vehicle control and decreases stopping

distances on dry and slippery surfaces for many drivers; however, on loose
surfaces like gravel or snow-covered pavement, ABS can significantly
increase braking distance, although still improving vehicle control.[1][2][3]

Since initial widespread use in production cars, anti-lock braking systems

have evolved considerably. Recent versions not only prevent wheel lock
under braking, but also electronically control the front-to-rear brake bias. This
function, depending on its specific capabilities and implementation, is known
as electronic brake force distribution (EBD), traction control system,
emergency brake assist, or electronic stability control (ESC).

Operation

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
a wheel rotating significantly slower than the others, 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.

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 price of vehicle electronics
over the years.

Modern electronic stability control 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 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.Upon the introduction of the Subaru
Legacy in 1989, Subaru networked the four channel anti-lock brake function
with the all wheel drive system so that if the car detected any wheel beginning
to lock up, the variable assists the all wheel drive system installed on vehicles
with the automatic transmission would engage to ensure all wheels were
actively gripping while the anti-lock system was attempting to stop the car

(http://en.wikipedia.org/wiki/Anti-lock_braking_system )