A

MINOR PROJECT ON
“STUDY OF ANTI LOCKING BRAKING SYSTEM”

COLUMBIA INSTITUTE OF ENGINEERING

&TECHNOLOGY RAIPUR
SESSION: 2012-2013
DEPARTMENT OF MECHANICAL ENGINEERING

SUBMITTED BY SUBMITTED TO

PRASHANT KUMAR MISHRA MR.MANEESHVARMA

VIKAS KUMAR YADAV GUDIED BY

VIJAY KUMAR PANDIT MR.MOHMMAD SARFARAJ

GOPAL CHANDRA PANDEY

B.E. 4​th​ YEAR

 CONTENT

TOPIC PAGE NO

ACHNOLEDGEMENT

ABSTRACT

OBJECTIVE OF PROJECT

INTRODUCTION

HISTORY OF THE ANTILOCKING

BREAKING SYSTEM
PHYSIC OF BREAKINBG SYSTEM

REVIEW OF BREAKING SYSTEM

TYPES OF ANTI LOCKING

BREAKING SYSTEM
ANTI LOCKING BREAKING
SYSTEM IN FOURWHEELER
 COMPONENTS OF ANTI
LOCKING BREAKING SYSTEM
AND THEIR FUNCTION
ANTI LOCKING BREAKING
SYSTEM IN TWO WHEELER
OPERATION OF ANTI LOCKING
BREAKING SYSTEM IN TWO
WHEELLER
ADVANTAGE AND
DISADVANTAGE OF
ANTILOCKING BREAKING
SYSTEM
 1. ACKNOWLEDGEMENT:
I am humbly expressing thanks to my respected guide ​Mr.Mohmmad
Sarfarz , ​Lecturer of Mechanical engineering. constant help given to
me, from the concept stage to the formation of my seminar.
I would also like to thank ​MANEESH VERMA​, H.O.D., Mechanical
Engineering Department and Seminar Batch In charge who has always
been prepared to offer me help at any time, inspite of having busy
schedule.
Lastly I would like to thank to all my colleagues who gave me a useful
insights for my seminar.

7th Mech CIET

RAIPUR
ABSTRACT
 OBJECTIVE
The main objective of this project is to study of Anti locking Breaking system in
vehicle. The installation of safety equipment like ABS can increase the safety
feature in the vehicle. As result it will reduce the risk of accident that face by
consumer. Because Abs prevent the locking of the vehicle .Abs currently improves
the ability of vehicle to stop its movement during, specially in emergency
condition.This characterstic is needed by motercycle because most of the
accidents were involving the bike riders.

INTRODUCTION:
An ​Anti-Lock braking system (ABS) is a safety system on motor vehicles
which prevents the wheels from locking while braking. The Anti-lock Braking
System is designed to maintain vehicle control, directional stability and optimum
deceleration under severe braking conditions on most road surfaces It does so by
monitoring the rotational speed of each wheel and controlling the brake line
pressure to each wheel during braking. This prevents the wheels from locking up.
A rotating road wheel allows the driver to maintain steering control under heavy
braking.

A recent typical ABS is composed of a central electronic unit, speed sensor and
hydraulic valve is used in the brake circuit. The electronic unit constantly monitors
the rotation speed of the wheel. It is very useful in modern days. While brake is
applied suddenly, the wheel gets locked and there might be an accident. To avoid
this only the ABS is implemented in two-wheeler. This is used applied the brake
softly and smoothly without any jerky motion.
Traction​ refers to the maximum frictional force that can be produced between
surfaces without slipping​.
ABS that improves traction when the vehicle is ​accelerating​ on a wet or slick
surface, or is accelerating too quickly for the tires to maintain their grip. Traction
control prevents wheel spin by applying the brakes on the ​drive wheel​ that is
losing traction, and/or momentarily reducing engine torque by various methods.
The main difference between ABS and TCS, therefore, is that ABS only comes into
play when braking while TCS only comes into play while accelerating
ON high-traction surfaces such as bitumen, whether wet or dry, most
ABS-equipped bike are able to attain braking distances better (i.e., shorter) than
those that would be possible without the benefit of ABS will improve their
braking distances in a wide variety of conditions.
In gravel and snow, ABS tends to increases braking distances. On these surfaces,
locked wheels dig in and stop the vehicle more quickly. ABS controllers reduce
this problem by slowing the cycling time, thus letting the wheels repeatedly,
briefly, to lock and then unlock again.
The primary benefit of ABS on such surfaces is to increase the ability of the driver
to maintain control of the BIKE rather than go into a skid – though loss of control
remains more likely on soft surfaces like gravel or slippery surfaces like snow or
ice. When activated, the ABS causes the brake pedal to pulse significantly. As
most drivers rarely or never brake hard enough to cause brake lockup, and a
significant number rarely bother to read the car’s manual, this may not be
discovered until an emergency.
When drivers to encounter an emergency that causes them to brake hard and
thus encounter this pulsing for the first time, many are believed to reduce pedal
pressure and thus lengthen braking distances, contributing to a higher level of
accidents than the superior emergency stopping capabilities of ABS would
otherwise promise. Some manufacturers have therefore implemented “brake
assist” systems that determine the driver is attempting a crash stop and maintain
braking force in this situation. It is worth nothing noting that the heavier a vehicle
is, the more it will benefit from ABS. This is particularly true of vehicles with less
sophisticated hydraulic braking systems where fine control is not as easy as with
the more developed braking systems. Conversely, lighter vehicles, especially
sports cars with highly developed braking systems without ABS can out brake
comparable vehicles even with ABS.
When the driver applies the break, break slip increase at the point of maximum
friction between tyre and load surface the limit between stable and unstable state
range is reached. AT this point any increase in break pressure will not increase the
stopping force. Further break pressure is applied the friction reduces and the
wheel tends skidding. On a wet surface degradation in friction will be large as the
wheel lock up. When on a surface such as dry bitumen the degradation in
breaking force will be small. The practical result in the vehicle stopping distance
with locked wheel is similar to those where abs is operating on dry bitumen and
much larger on wet surface.

● When the brake pedal is pumped or pulsed the pressure is quickly applied
and released at the wheels. This is called ​pressure modulation​. Pressure
modulation works to prevent the wheel locking.
● ABS can modulate the pressure to the brake as often as 15 times per
seconds

● ABS precisely controls the slip rate of the wheels to ensure maximum grip
force from the tyre and it there by ensures maneuverability and stability of
the vehicle

● During ABS operation, the target slip rate can be from 10 to 30%.

● 0% slip means the wheel is rolling freely, while 100 % means the wheel is
fully locked.

● A slip rate of 25 % means the velocity of a wheel is 25 % less than that of a

freely rolling wheel at the same vehicle speed.
PINCIPLE OF ANTILOCKING BREAKING SYSTEM

C: PRINCIPLE OF ABS CONTROL

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 while the vehicle is
moving.The braking effectiveness is represented by the “coefficient of friction”
between the tire and road surface. The larger the coefficient, the 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
(asphalt-paved 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 to maintain the
slip ratio within this range​.

(3)

( 2)

(1)

(B)

(A)
(A) Slip ratio
(1) Icy road
(B) Coefficient of friction between tire and road surface
(2) Asphalt-paved road
(3) Control range by ABS
 HISTORY OF ANTI LOCKING BREAKING SYSTEM

1929​ Anti-lock braking systems were first developed for aircraft, by Gabriel Voisin.

1950 Dunlop's Maxaret introduced a system and still in use on some aircraft
models.

1960 A fully mechanical system used in the Ferguson P99 racing car, the Jensen FF
and the Ford Zodiac, but saw no further use; the system proved expensive and, in
automobile use, somewhat unreliable.

1964 Limited form of ABS in Austin 1800, utilizing a valve which could adjust front
to rear brake force distribution when a wheel locked.

1971​ Chrysler and Bendix Corporation introduced imperial called "Sure Brake".

1971​ ABS Systems based Mercedes design were later introduced on other cars.

1975 Ford also introduced ABS on the Lincoln Continental Mark III and the Ford
LTD station wagon, called "Sure Trak”

1978 Bosch and Mercedes-Benz introduced the first completely electronic

4-wheel multi-channel ABS system in trucks and the Mercedes-Benz S-Class.

1988 BMW became the world's first motorcycle manufacturer to introduce an

electronic/hydraulic ABS system, this on their BMW K100.

1992 ​Honda launched its first ABS system, this on the ST1100 Pan European.

1997​ Suzuki launched its GSF1200SA (Bandit) with ABS.

Today ABS has become standard equipment even for small cars and bikes.

In india only RTR APACHE 180 LAUNCHED Anti locking vehicle in two wheeler.
 PHYSIC OF BREAKING SYSTEM

The breaking system can be defined from three separate function that must
fulfilled at all times.

● The breaking system must decelerate a vehicle in a controlled and

repeatable fashion and appropriate cause the vehicle to shoe.
● The breaking system should permit the vehicle to maintain a constant
speed when traveling downhill.
● The breaking system must hold the vehicle stationary when on a flat or on a
gradient.

Slippery wet and dry road rough or smooth road. Wet or dry
breake are the diverse condition that must been considersd, which the
breake must operated leads to a better application of their role clearly are
breakes. Together with steering components and tires represent the most
important accident avoidance system present on a motor vehicle which
reliably operate under various condition. The effectiveness of any breaking
is however, limited by the amount of traction available at the tire Road
interface.
 Energy Transformation in Braking

The common misunderstanding in braking is that the kinetic energy in the vehicle
will be transformed in to thermal energy due to the friction in brake pads and the
drum. It’s true that part of the kinetic energy will be transformed in to heat, but a
large part of it will be transformed in to potential energy in front suspension. You
definitely must have noticed that, the front suspension system gets compressed
and vehicle leans forward whenever you apply breaks. That’s the actual
transformation of Kinetic energy in braking process.
Kinetic Energy –> Potential Energy in Front suspension and thermal energy
The above power transformation will depend on the friction between the road
and the wheel. If it was lesser than the friction between brake pads and the drum,
wheels get locked and vehicle starts to skid. This is the reason why vehicles skid in
slippery roads. Further in the case, front suspension gets totally pressed and
when it has no capacity to store any more potential energy, the same thing will
happen.

Basic Brake hydraulic system component

● Pedal assembly​:

It consists of an arm pad and pivot attachment. A linkage is

connected to the pedal and this transmits both force and movement of the
master cylinder.

● Break boster​:

To amplify the foot pressure generate when the brake pedal is

 depressed as increase the force of the drivers foot on the pedal.

● Master cylinder​:

It is a cylinder pumps with piston that devolve pressure in

the hydraulic line to the front and rear break.

● Pressure control valve​:

Metering and proportioning valves modulate hydraulic

pressure to the front disc and rear drum break to provide smooth break
application and reduce the tendency of the breaks to lock. An application
called the pressure differential switch is used in most systems to illuminate the
instrument panel warning lamp if half of the hydraulic system loses pressure.
 TYPES OF ANTI LOCKING BREAKING SYSTEM

Anti-Lock Brake Types

Anti-lock braking systems use different schemes depending on the type of brakes in
use. We will refer to them by the number of channels -- that is, how many valves that
are individually controlled -- and the number of speed sensors.
Four-channel, four-sensor ABS
This is the best scheme. There is a speed sensor on all four wheels and a separate
valve for all four wheels. With this setup, the controller monitors each wheel
individually to make sure it is achieving maximum braking force.
Three-channel, three-sensor ABS
This scheme, commonly found on pickup trucks with four-wheel ABS, has a speed
sensor and a valve for each of the front wheels, with one valve and one sensor for both
rear wheels. The speed sensor for the rear wheels is located in the rear axle.
This system provides individual control of the front wheels, so they can both
achieve maximum braking force. The rear wheels, however, are monitored together;
they both have to start to lock up before the ABS will activate on the rear. With this
system, it is possible that one of the rear wheels will lock during a stop, reducing brake
effectiveness.
One-channel, one-sensor ABS
This system is commonly found on pickup trucks with rear-wheel ABS. It has one
valve, which controls both rear wheels, and one speed sensor, located in the rear axle.
This system operates the same as the rear end of a three-channel system. The rear
wheels are monitored together and they both have to start to lock up before the ABS
kicks in. In this system it is also possible that one of the rear wheels will lock, reducing
brake effectiveness.

This system is easy to identify. Usually there will be one brake line going through a
T-fitting to both rear wheels. You can locate the speed sensor by looking for an
electrical connection near the differential on the rear-axle housing.

ANTI LOCKING BREAKING SYSTEM IN FOUR WHEELER

The basic design of a braking system has been around and in use in other
applications for many years. The brakes in a car use the simple principle of
hydraulics. This principle reduces the amount of work required by the user. Figure
below illustrates the basic design of a modern braking system.
 Figure: Basic braking system design

The problem with the traditional braking system is that the force exerted by
the brakes on the wheel cannot exceed the force of friction between the wheel
and the road. If the braking force exceeds the force of friction from the road the
vehicle will begin to slide. This problem brought about the invention of the
anti-locking breaking system (ABS). The ABS detects drastic changes in the speed
of the wheels. When a sharp deceleration is detected the ABS will reduce the
hydraulic pressure supplied to the braking system until the wheel begins to
accelerate again. When the acceleration is detected the pressure is again
increased until an unusual amount of deceleration is detected. The process is
repeated until the user removes their foot from the brake pedal or the vehicle
comes to a complete stop.

COMPONENT OF ANTILOCKING BREAKING SYSTEM AND THEIR

 FUNCTION
Antilocking breaking system consist of four component
● Speed sensor
● Valves
● Pumps
● Controller

● SPEED SENSORS:
The speed sensor is used to determine the acceleration or deceleration of the
wheel. They are located near the wheels and sometimes also in the differential of
the vehicle. Sensor sence the speed of the vehicle and sends the signal to ECM.
A picture of this sensor is shown in figure:
The wheel speed sensor has two main components: the exciter and the pickup.
Other components include associated wiring and mounting equipment.

Exciter​—The exciter is a ring with notched teeth. The most commonly used
exciter has 100 evenly spaced teeth, but the number of teeth can vary depending on
the system design. Thecomponent is known by several names: sensor ring, tooth
wheel, tone ring, and exciter

Pickup​—The pickup is commonly called “the sensor.” It contains a wire

coil/magnet assembly ​which generates pulses of electricity as the teeth of the
exciter pass in front of it. The ECU uses the pulses to determine wheel speeds and
rates of acceleration/deceleration. The strength of these electrical pulses
decreases rapidly with slight increases in the gap between the pickup and the
exciter.
 Speed sensor

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 below. The ABS controller interprets this signal.
 Figure: 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.

Making the wheel speed sensors

● The toothed wheel is cast from iron. Minor machining may be required
at the mounting points.
● The pick-up coils are wound around the permanent magnet core in a
machine called a coil winder. The entire assembly is encased, or potted,
in plastic resin with an electrical connector attached.

● 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. A picture of a
standard ABS valve and pumping system is show in figure below.

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

Figure: ABS Valves and Pumping System

● PUMPS:
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. A picture of the pumping system is
shown in figure above.

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​.

● CONTROLLER:

The entire system is observed and manipulated by the ABS controller.

The controller is a computer in the car. It watches the speed sensors and controls
the valves. A detailed control system used in ABS is shown in figure below.
Making the controller
The electronic controller components are soldered to a ​printed circuit board.
The board is connected inside a protective housing and mounted to the cast
aluminum heat sink base. Extemal electrical connections are provided for the
input wiring from each speed sensor and the out-put wiring to the solenoids in
the master brake cylinder.

Installing the ABS

In the automobile assembly plant, the steel tubing brake lines are installed in the
framework of the body. They run from the partition between the engine
compartment and the occupant compartment, called the firewall, to the vicinity
of each wheel. The electrical wires for the ABS are also run from the vicinity of
each wheel to the controller location and from the controller to the firewall. 8
The brake master cylinder is bolted to the firewall in the engine compartment
near the brake pedal. The brake lines are attached to the appropriate ports on the
solenoid body, and the electrical wires are connected.
The toothed sensor wheels are pressed onto the outer constant velocity joints or
the ends of the axle spindles so that they ride just inside the wheels. Once the
axles are attached to the frame, the brake lines are attached and the pick-up coils
are installed so that the end of the coils are close to the toothed wheels. The
pick-up coils are then electrically connected to the wires to the controller

How Do ABSs Work?

​An ABS consists of several key components: electronic control unit (ECU), wheel
speed sensors, modulator valves, and exciter rings. Here’s how these components
work together:
● It is looking for ​decelerations​ in the wheel that are out of the ordinary.
Right before wheel locks up, it will experience a rapid deceleration. If left
 unchecked, the wheel would stop much more quickly than any car could.

● It might take a car five seconds to stop from 60 mph (96.6 kph) under ideal
conditions, but a wheel that locks up could stop spinning in less than a
second.
● The ABS controller knows that such a rapid deceleration is impossible, so it
reduces the pressure to that brake until it sees acceleration, then it increases
the pressure until it sees the deceleration again. It can do this very quickly,
before the tire can actually significantly change speed.

● The result is that the tire slows down at the same rate as the car, with the
brakes keeping the tires very near the point at which they will start to lock up.
This gives the system maximum braking power.
● When the ABS system is in operation you will feel a ​pulsing​ in the brake pedal;
this comes from the rapid opening and closing of the valves. Some ABS
systems can cycle up to 15 times per second.
● Wheel speed sensors constantly monitor and send electrical pulses to the
ECU at a rate proportional to the wheel speed.
● When the pulse rates indicate impending wheel lockup, the ECU signals the
modulator valve(s) to reduce and/or hold the brake application pressure to
the wheel(s) in question.
● The ECU then adjusts pressure, seeking one which gives maximum braking
without risking wheel lockup.
● When the ECU acts to modulate the brake pressure, it will also (on most
vehicles) turn off the retarder (if so equipped) until the risk of lockup is over.

● The ECU continually checks itself for proper operation. If it detects

malfunction/failure in the electrical/electronic system, it will shut down that
partof the ABS affected by the problem—or the entire ABS—depending upon
the system and the problem.

● When this happens, the ABS malfunction lamp lights.

● An ABS adjusts brake pressure much faster and more accurately than can
 drivers. It’s faster because:

● Electronic controls are very fast and ABS modulator valves are physically
closer to the brakes than is the driver’s foot brake valve. It is more effective,
too, because an ABS can tailor the brake pressure to each wheel or set of
wheels to provide maximum braking/stability. Some vehicles also use a
traction control system in conjunction with the ABS. Traction control helps the
ABS improve vehicle traction by minimizing wheel slip on the drive axle during
acceleration. If a wheel on the drive axle starts to slip, the traction control
system automatically breaks the wheel slightly, transferring engine torque to
the wheels with better traction.

● If all the drive wheels start to slip, the traction control system may also reduce
engine power.

● Traction control systems are referred to by several different names, depending

on the manufacturer. These include:

a. Automatic Traction Control (ATC)

b. Traction Control (TC)
c. Automatic Slip Regulation/Anti-Spin Regulation (ASR)

Automatic Traction Control (ATC)

Automatic traction control is an electronic system that monitors wheel spin on
acceleration and uses controlled braking to gain traction. This system reduces the
potential of powering into a jackknife caused by wheel overspin during
acceleration, along with improving the ability of the driver to manoeuvre the
vehicle on slippery surfaces through curves and lane changes. ATC is an option
only available on vehicles equipped with ABS.
The system uses two functions:

● Differential braking
● Electronic engine control.

Differential braking occurs when a drive wheel begins to spin causing the
ATC to automatically apply the brake on that wheel and transfer power to
the other driving wheels. Differential braking is activated when the system
detects a wheel slipping because the wheels are operating on different
surfaces such as one wheel on dry pavement and the other on ice.

Electronic engine control is activated automatically by the ATC if all the wheels
begin to slip. Engine power is reduced to attain optimum tire–to–road traction

without driver intervention. When a vehicle is being operated with the cruise
control set and wheel slip is detected, the ATC will automatically cancel

the cruise control setting. This will aid the driver in maintaining control. Cruise
control should not be used on slippery surfaces. A warning light is located on the
dash to inform the driver when wheel slip is detected. The ATC system uses

many of the same sensing and control components as the anti–lock brake system.
For information specific to the vehicle you drive, refer to the operator’s manual.

Traction control
Traction Control (TCS) is an option that is often found on vehicles equipped
with ​antilock brake​ systems (ABS). Traction control is essentially an "add-on" feature
to ABS that improves traction when the vehicle is ​accelerating​ on a wet or slick
surface, or is accelerating too quickly for the tires to maintain their grip. Traction
control prevents wheel spin by applying the brakes on the ​drive wheel​ that is losing
traction, and/or momentarily reducing engine torque by various methods. ​The main
difference between ABS and TCS, therefore, is that ABS only comes into play when
braking while TCS only comes into play while accelerating
TRACTION CONTROL SYSTEM COMPONENTS
Traction control shares many of the same components and sensor inputs with the
ABS system:
● A common control module is often used with additional software and
control circuits for TCS. In some vehicles, a separate TCS control module
may be used.

● The same wheel ​speed sensors​ are used to monitor wheel speeds.
● The same pump and high pressure accumulator are used to generate and
store hydraulic pressure for TCS braking.
● The same modulator (with a couple of extra solenoid valves) is used to
control braking..
HOW TRACTION CONTROL WORKS
The primary input to the TCS control program comes from the wheel speed
sensors. The sensors continually monitor the speed of the wheels anytime the
vehicle is moving. The sensors generate a signal that is proportional to wheel
speed, so by comparing wheel speeds the ABS/TCS system can detect changes
that indicate a wheel is losing traction, skidding or spinning.
When traction control is needed, it applies the brakes on the drive wheel(s) that is
losing traction. Slowing the wheel allows it to regain traction. At the same time,
torque is shifted through the open ​differential​ to the opposite wheel that still has
traction.
Applying the brakes requires routing pressure from the ABS pump and high
pressure accumulator through the ABS modulator. Traction control typically adds
an extra solenoid valve in the ABS modulator for each drive wheel's brake circuit.
This allows the system to apply pressure to slow the drive wheel if the wheel
starts to spin. The ABS solenoids for the same brake circuit may also be called into
play to hold, release and reapply pressure as needed until traction is regained.
Most traction control systems will discontinue braking after a certain length of
time or after so many repeated braking applications to prevent the brakes from
overheating (as when driving in mud or snow).
If both wheels are losing traction, traction control may brake both wheels equally
to slow them down enough so that they can regain traction, and/or it may also
send a request to the powertrain control module (PCM) to reduce engine torque
until traction is regained. Depending on the vehicle application, any of a number
of different torque reduction strategies may be used or combined:

● On some applications (Corvette, for example) a "throttle relaxer" is used.

This device is attached to the throttle linkage and pulls against the linkage
to reduce the throttle opening when traction control is needed. The driver
can feel the relaxer pushing back against his foot telling him to ease up on
the gas.
● On vehicles with throttle-by-wire (new Mustangs, for example), there is no
cable or mechanical linkage between the ​gas pedal​ and throttle. The
throttle is controlled electronically by the PCM based on sensor inputs from
the gas pedal. Here, the traction control system may ask the PCM to
momentarily reduce the throttle opening if a wheel is slipping.
● On other applications, TCS may ask the PCM to retard spark timing and/or
disable one or more fuel injectors (up to four injectors on a V8) to reduce
engine torque if braking alone is not enough to regain traction.
● On some applications, the traction control system may ask also the PCM or
transmission control module (TCM) to shift the transmission to a higher
gear momentarily to reduce torque until traction is regained.
● For additional feedback, most traction control systems illuminate or flash
the TCS warning lamp on the dash when the system is active.
TRACTION CONTROL OFF SWITCH
Some drivers may find the intervention of traction control annoying, especially if
they drive a performance vehicle. So most systems have a button or switch that
allows the driver to temporarily deactivate traction control. When the system is
disabled, a ​warning light​ will illuminate to remind the driver traction control is not
available. The system will remain disabled until the driver pushes the TCS button
again, or until the start of the next ignition cycle (the default mode for TCS is
usually ON).
Note: Disabling traction control does not disable or affect the operation of the
ABS system. ABS remains on all the time unless it has disabled itself due to an
internal fault.
Most traction control systems only operate at speeds below 30 MPH because
traction control usually isn't necessary at higher speeds. Also, braking at higher
speeds could have an adverse effect on vehicle handling and stability -- unless
traction control is also part of a total ​stability control system​ that monitors vehicle
stability and handling at all speeds.
TRACTION CONTROL PROBLEMS & DIAGNOSIS
The traction control system has its own warning light and shares its internal
self-diagnostics with the ABS system. If a fault occurs in any of the components
that affect the operation of either system, one or both warning lights will come on
and a diagnostic trouble code (DTC) will be set in the control module that
corresponds to the fault(s).
If the TCS or ABS warning lights are on, one or both systems are usually disabled
and will remain offline until the fault is diagnosed and repaired.
The procedure for reading and clearing TCS/ABS fault codes will vary depending
on the vehicle model year and system. On older vehicles and some imports
(Acura, for example), the TCS/ABS module has manual flash codes and no scan
tool is needed. On most newer applications, though, a scan tool is needed.
TCS/ABS diagnostics requires a scan tool with software that can talk to the
TCS/ABS module or body control module (depending on how the vehicle is wired).
The scan tool must also be CAN-compliant if the vehicle is a newer one with
a ​Controller Area Network​ (CAN).
On most applications, the TCS/ABS system will have a number of self-tests that
can be run through the scan tool. This includes tests that operate the pump and
tests for the TCS/ABS solenoids. Some of these tests may only be available with an
OEM factory scan tool.
If any of the hydraulic components in the ABS system or brake system are being
replaced, a scan tool may also be needed to cycle the ABS solenoids so air can be
bled out of the modulator and ​brake lines​.
For specific service procedures, always refer to the vehicle manufacturer service
literature. This includes bleeding sequences, wiring diagrams, wheel speed sensor
resistance specifications and component test and replacement procedures.
Warning: The high pressure accumulator on TCS/ABS systems must be fully
depressurized before working on the brakes or opening any brake lines. This can
be done by pumping the brake pedal 30 to 40 times with the ignition off.
Most traction control problems that occur are related to the loss of a signal from
a wheel speed sensor, a pump that fails to run, or a high pressure accumulator
that leaks or can't hold pressure.
Wheel speed sensors can be checked by measuring their resistance with an
ohmmeter and comparing the reading to specifications. Sensors are magnetic and
may not produce a good signal if the tip is contaminated with metallic debris or
the air gap between the sensor tip and tone ring is too large.
If a code indicates the high pressure pump isn't working, the underlying cause
may be a faulty pump relay or a bad wiring connection. If the pump fails to run
when the relay is by passed with a fused jumper wire, the pump has failed and
needs to be replaced.
A code that indicates the system is not holding pressure usually means the high
pressure accumulator is leaking (check the seal between the accumulator and
modulator/pump assembly, or that the rubber diaphragm inside has ruptured
allowing the accumulator to lose its nitrogen gas charge (replace the accumulator
after depressurizng the system).
Problems may also occur with any of the solenoid valves in the TCS/ABS
modulator assembly. The problem may be mechanical (failure due to rust or
corrosion in the valve) or electrical (failure of the solenoid). On most systems, the
valves cannot be replaced separately so the entire modulator must be replaced as
a unit.
If a code indicates an internal module fault, the TCS/ABS module can usually be
replaced as a separate item. It may be attached to the modulator assembly or
located elsewhere in the vehicle.
Communication errors between the TCS/ABS module and PCM or BCM (Body
Control Module) may be the result of a wiring fault.

Anti slip regulation

It is increasing the engine output (accelerating) on a slippery road surface can
easily lead to the maximum adhesion on one or all powered wheels being
exceeded causing them to spin, especially if the vehicle is unlade nor partially
laden. Spinning wheels when driving off or accelerating represent a safety risk just
like locked wheel do when braking.

Reasons
 ● Wheels that spin transfer just as little cornering force as locked wheels.
● They also no longer transfer any tractive power onto the road​.

Consequence​s​ ​–
● Vehicles that do not move or get stuck.
● Vehicles that can no longer be steered, jackknife on uphill uphill gradients,
or swerve in corners.

Benefits of ASR
ASR prevents the powered wheel from spinning and provides the following
benefits:
● Tractive power and cornering forces are maintained.
● Stable driving behaviour is ensured when moving off, accelerating and
negotiating corners on slippery roads.
● The indicator lamp (if installed) is used to warn the driver of slippery road
conditions.
● Tyre wear is reduced to a minimum, and the motor vehicle’s drive train
protected
● The risk of accidents is further reduced.

ASR and ABS:

ASR represents a worthwhile addition to an ABS-controlled braking system.
All that is required to turn ABS control into full ABS/ASR control is an ECU with the
additional ASR function and a few additional components for controlling the
differential brake and the engine. This why ASR is only available in combination
with ABS. Even a differential lock for off-road use and ASR do not exclude but
complement each other.

Limits of ASR​ ​T
He traction capacity of an all-wheel driven commercial vehicle can not
be achieved by a motor vehicle with only one driving axle - not even with
optimal ASR.

WITH OR WITH OUT ABS

ABS keeps the wheels from fully locking up while braking to allow the driver to
maintain steering control. There are two basic types of ABS. Rear Wheel ABS
prevents only rear wheels from locking. Four Wheel ABS prevents all four wheels
from locking. Without ABS, too much force applied to the brake pedal can cause a
wheel to stop turning (lockup) and begin skidding, greatly reducing the capability
of the driver to steer or maintain stability. With ABS, the wheels are kept rolling
and the driver maintains steering control within the limits of traction.

Many light trucks use rear-wheel ABS to prevent rear wheel lockup.

What Are the Features and Benefits of ABSs?

Feature
Control of steering, drive and trailer
wheels
Fail-safe electrical/electronic system
Benifits
Increases steering ability and vehicle
stability during braking Reduces
possibility of jackknifing and trailer
swing Reduces tire flatspotting
If the electrical/electronic system fails,
the ABS is shut off, returning the vehicle

Traction control
Self-diagnosing system
Diagnostic tool compatibility
ABS Malfunction Indicator Lamp
to normal braking. On some
systems,the ABS is only shut off at
theaffected wheels
An optional feature that controls
excessive wheel spin during
acceleration, reducing the possibility of
power skids, spins or jackknifes.
Built-in system makes maintenance
checks quick and easy.
ABSs are compatible with industry
standard hand-held and
computer-based diagnostic tools. Blink
codes and other diagnostic schemes can
also be used used for troubleshooting,
if other tools are not available.
Informs the driver or technician that an
ABS fault has occured. The warning
lamp may also transmit blink code
information. It does not signal all
possible faults.

DISADVANTAGE OF ANTILOCKING BREAKING SYSTEM

•Increased braking distances under some limited circumstances (snow, gravel,

"soft" surfaces),

•Creation of a "false sense of security" among drivers who do not understand the
operation, and limitations of ABS.
•The anti-lock brakes are more sensitive on the damper condition. the influence
of the worn components on the performance of the vehicle with anti-lock brakes
is more significant than without anti-lock brakes, the stopping distance with
defective shocks is by meters longer for the presented simulation scenario

Ant locking breaking system used in Other vehicle

ABS Diagnostics although not required by law, all air brake ABSs have self
diagnostic capability. On truck-tractors and single-unit or straight trucks, an ABS
provides this information to technicians through the malfunction indicator lamp
and/or an electronic diagnostic tool, which plugs into an on-board diagnostic
connector. The connector is typically located inside the tractor cab just
underneath the left end of the instrument panel.

It is usually the same connector that’s used to troubleshoot electronic engines.

Truck-tractors and trucks may also use the ABS malfunction indicator lamp to
signal stored fault information through a blink code. Vehicles using this system
have a switch to activate the blink code system. Other ABSs may also have
light-emitting diode (LED) lamps on the ECU to indicate problems. ABSs used on
trailers sometimes have a place to connect an electronic diagnostic tool. The
connector is either on a pigtail to the ECU, on the outside of the ECU, or inside the
ECU box. Others have either LED lamps on the ECU box or number codes
displayed inside the ECU which give diagnostic information​.

Additional developments
Modern Electronic Stability Control (ESC or ESP) systems

•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

Top 10 Most Commonly Encountered Problems That Trigger

ABS Malfunction Indicator Lamps
● Abraded or cut wires in convuluted tubing near frame clamps.
● Cut or corroded wires near sharp frame members and frame-mounted
modulators.
● Wire jacket worn through from overlapping sensor and modulator wires
near frame members and frame-mounted modulators
● Corroded connectors and connections not properly sealed or damaged
seals.
● Damaged connector latches or connectors not completely sealed to mating
assemblies.
● Terminals not completely latched or seated into connectors
● Excessive sensor air gap, sensor clip tension or excessive wheel bearing
endplay.
● Damage to exposed wires exiting or entering wire tubing.
● Worn, chipped or damaged sensor or modulator.
● Non-functioning controller (ECU).

4. Causes of Common ABS Sensor Problems TABLE 3: COMMON ABS

SENSOR PROBLEMS AND CAUSES PROBLEM CAUSE
● Sensor signal is erratic. Damaged tooth wheel, excessive hub runout,
and/or sensor gap is too wide. Replace as needed. Check sensor
 adjustment, resistance. Check wheel bearing adjustment.
● Open sensor circuit​.​ Damaged sensor, cable or loose cable connections.
Replace as needed.
● Shorted sensor circuit. Damaged sensor, cable or cable connections.
Replace as needed.
● One sensor is not producing a signal when other sensors are producing
signals, and sensor resistance is within specification. Improper air gap at
non-producing sensor. Gaps should not exceed 2 mm (0.080 in.). Check
sensor adjustment. Check wheel bearing adjustment.
● ABS malfunction indicator lamp does not go out when vehicle reaches
speed needed for minimum or “threshold” voltage (such as five mph.) All of
the items listed above could be causes. Also, no tooth wheel or sensor
installed. Install tooth wheel and sensor.
● Sensor cap and cables lose elasticity, swell, or become mechanically sensitiv
Corrosion of bushing, sensor, and/or sensor clip. Make any necessary
replacements. Check manufacturer’s recommendations for proper
lubricant.

Even if the space between the teeth of the exciter ring is full of dust and particles
from the brake linings, the monitoring operation is not affected. In fact, the
magnetic property of the dirt in the gaps is similar to that of air. The change in the
magnetic field is determined by the spacing of the teeth of the exciter ring. The
output voltage is unaffected by dirt. Therefore, an ABS fault cannot be remedied
by cleaning the tooth wheel with compressed air. Dirt in the gaps doesn’t affect
voltage output, so removing it will not remedy an ABS fault.

WORKING OF ABS FOR TWO WHEELERS

The first motorcycle ABS system was introduced in 1988 on a BMW K100LT,As
two wheelers are more unstable in comparison with four wheelers so there are
more chances in bikes of getting skid on slippery roads or there are chances of an
accident during panic braking. This can be avoided if the similar technology of
antilock braking system used in cars is used in bikes. To achieve above in bikes ,
main aim is to reduce brake fluid pressure inside disc brake caliper in the situation
when the bike is just going to skid (after applying brakes) ,as the pressure is
reduced wheels will start rotating & just after a few milliseconds the pressure is
increased thereby locking the wheels .This action of increasing & decreasing
pressure will respectively stop & rotate the wheels referring to figure 2.This will
built the necessary traction or grip between wheels & road thereby giving the
rider a steering control & thus saving an accident. Therefore ABS can prove as a
life saving guard.
 For working of ABS we will consider two cases,

Case 1:
This case is regarding normal braking operation of bike that is when there is no
skid of bike. When brake lever is pressed, the fluid pressure inside the hose pipe
connecting master cylinder with brake caliper through solenoid valve increases to
about 8 bars .The pressure so produced is enough to bring friction pads of disc
brake in contact with rotating disc thus stopping the bike. During this process
sensors continuously send their output signals to micro controller. Micro
controller checks for the condition of skidding that is whether rpm1 is equal to
rpm2 or rpm1 is less than rpm2. As this case is of normal braking operation rpm1
will be equal to rpm2 hence it does not give any output signal. Due to this
solenoid valve & solenoid actuator remains OFF.
Case 2:
In this case the actual working of ABS system takes place. As we know the rpm
sensed by front & rear wheel sensors are continuously supplied to micro
controller. Now if found that rpm1 is lesser than rpm2 which is the condition for

skidding of bike then micro controller will first trigger the relay which is connected
to solenoid valve. Soon after few milliseconds second relay connected to solenoid
actuator gets triggered. As soon as first relay gets triggered current flows from
battery to solenoid valve .Due to this solenoid valve gets energized disconnecting
hydraulic connection between master cylinder & brake caliper & makes hydraulic
connection between brake caliper & injection cylinder. After a delay of few
seconds that is after triggering first relay, second relay gets triggered thus
energizing solenoid actuator the solenoid actuator would pull master cylinder
piston thus sucking in the fluid .The expansion caused in the line will decrease the
brake fluid pressure. This is turn would give some motion to the locked wheel.
Soon after microcontroller switch Offs the second relay thereby disconnecting the
supply from battery to solenoid actuator. Solenoid actuator will no more have
power to hold the shaft & thus due to spring action shaft which is connected with
piston of master cylinder will move towards left thereby increasing the pressure
of fluid thus locking the wheels. Thus this increase & decrease in pressure will buit
enough traction between wheels & roads. This traction will help the driver to take
bike to safer position. This process are repeated till micro controller finds the
condition rpm1 equal to rpm2.As soon as this condition is encountered
microcontroller will first switch OFF solenoid actuator & then solenoid valve thus
bringing every thing into normal state.

ABS USED IN TWO WHEELER VEHICLE

● Yamaha FJR1300 (no longer produced: FJ 1200A, GTS 1000)
● Honda Gold Wing GL1800, ST1300 ABS, Silver Wing 600 and 400 (scooters)
● Ducati ST4 ABS

● BMW K1200LT, K1200S, K1200RS, K1200GT (and numerous others no

longer in production
● BMW R1200RT, R1200GS, R1150RT, R1150RT-P, R1150RS, R1150R,
R1100S, R1150GS, R1200C, R1200CL
● BMW F650​ (​various)
 PRINCIPLE OF ABS IN TWV
When the wheel has nearly reached the reference speed of the vehicle again, the
braking pressure is increased once more in order to continue Decelerating the
vehicle. The principle is similar for a single CBS-ABS System, except that there is
an additional modulator circuit on the front wheel due to the connection of the
rear wheel control. Such systems require a total of 3 control channels which can
be regulated independently of one another.

Dual CBS-ABS is characterized by the fact that the dual CBS brake system
mentioned above is supplemented by ABS modulators. Here, a total of
4 control channels are needed, since one channel is required in each case for
regulating the brake pressure from the hand lever to the front wheel,
from the foot brake to the front wheel and to rear wheel, and from the secondary
cylinder on the front wheel to the rear wheel.

In addition, there are also systems on the market hat have an integrated boost
function for the CBS (COMBINE BREAKING SYSTEM) ABS function. These systems
are designed to reduce the actuation force in order to increase comfort when
braking. In this case, the hydraulic circuits of the operating elements are
separated from the wheel brakes. A hydraulic pump is activated for each
actuation, even in the case of partial braking, so that pressure can be built up in
the wheel brake cylinder.
If the brakes are always applied to both wheels when a brake control is actuated,
this is called a full integral brake system. The design principle of this system
means that it is capable of actively building up pressure on both wheels. As a
result, several additional functions can be realized for applying pressure to the
brakes depending on the riding situation, as well as in conjunction with other
control devices. The 2-channel ABS system, rear-acting partial integral brake
system, and full integral brake systems are described in detail below.

Based on conventional hydraulics, increased riding safety initially means greater

deceleration when both wheels are braked by operation of control, or a
reduction in the tendency of a wheel to lock up for a given deceleration. The
wheel lockup tendency is reduced by way of the predefined brake force
distribution.
This was essentially achieved with the introduction of the CBS systems.

Brake systems experienced a large increase in safety with the introduction of

2-channel ABS systems. These systems significantly improve the stability of the
motorcycle during a braking operation and reduce the frequency of falls. As

with the CBS systems without ABS, the safety potential is increased via the fixed,
preset brake force distribution of the CBS systems.

Electronic integral brake systems are able to shorten the braking distance once
again thanks to the electric brake force distribution, which also means an increase
in safety. Riding comfort can be improved, for example, through use of hydraulic
integral brake systems such as CBS. High deceleration is achieved by system,
pitching is reduced at the same time. If additional functions are counted towards
riding comfort, electronic integral brake systems allow functions to be
implemented that make operation easier for the rider. Several of these additional
functions will be described below.

Riding pleasure is the variable that is most difficult to define, and it is the one that
is most dependent on the personal preferences of a motorcycle rider or the
manufacturer’s philosophy. It is primarily associated with emotions that the
motorcycle rider experiences.

In terms of the basic brake, this corresponds to a brake that responds directly
with a clearly reproducible pressure point on the handbrake lever and therefore
reflects the deceleration characteristic.

This was positively influenced by the introduction of CBS and CBS-ABS systems,
since pitching of the motorcycle is reduced and relatively high deceleration can be
achieved with pressure build-up at one control. With the aid of the electronic
integral brake system, however, the functions can also be adapted to these
secpecific requirements of motorcycle manufacturer sand the end customer in
much greater detail, thus also increasing riding pleasure.

The functional basis of the motorcycle integral brake system is the anti-lock
function of the ABS system (Figure 8). The goal of this safety function is to
maximize utilization of the friction coefficient potential between the motorcycle
tire and the road in order to prevent lockup.

Especially with motorcycles, a front wheel lockup of more than several hundred
milliseconds with the resultant loss of stability and a subsequent fall can have
fatal consequences.

ABS Maintenance and Inspection

1. ABS Sensor Pickup Adjustment

​Follow all recommended safety warnings and cautions. To prevent eye injury,
always wear safe eye protection when performing maintenance or service. Do not
work under a vehicle supported only by jacks. Jacks can slip or fall over and cause
serious personal injury.
To adjust the ABS sensor pickup, gently push the sensor pickup in until it contacts
the tooth wheel:
• On the steering axle, the sensor pickup may be accessible on the in-board side
of the steering knuckle.
• On the drive axle, the wheel and drum assembly must be pulled to gain access
to the pickup. Prior to pulling the wheel and drum assembly, observe the output
voltage of the pickup while rotating the wheel by hand.

The amount of output voltage is dependent upon the sensor pickup gap and
wheel speed. Refer to the manufacturer’s recommendations for proper voltage
levels​.

2. ABS Sensor Pickup Removal & Installation

The following installation and removal procedure is a guideline only. When
removing or installing a sensor pickup on your system, always follow the
procedures detailed in the manufacturer’s maintenance manual.
3. Sensor Pickup Removal—Front Axle
To remove the sensor pickup from the front axle:
1. Put wheel chocks under the rear tires to keep the vehicle from moving. Apply
the parking brake.
2. Remove the pickup and spring clip from the steering knuckle. Use a twisting
motion if necessary. Never pull or tug on the cable.

3. Release the parking brake and back off the slack adjuster to release the brake
shoes

4.Remove the wheel and tire assembly from the axle.

5. Remove the brake drum.
6. Remove the pickup from the mounting block in the axle housing. Use a twisting
motion if necessary. Never pull or tug on the cable.
7. Remove the sensor spring clip from the mounting block.
8. Disconnect the fasteners that hold the sensor cable and the hose clamp to the
other components.
9. Disconnect the pickup​ ​cable from the chassis harness.

6. Sensor Pickup Installation—Rear Axle

To reinstall the sensor pickup in the rear axle:
o Apply lubricant to the sensor spring clip and to the body of the pickup. Follow
manufacturer’s recommended lube specification (See lubricant recommendation
in previous section “ Sensor Pickup Installation—Front Axle”).
o Clean and inspect the hole in the mounting block. Install the sensor spring clip.
Make sure the flange stops on the inboard side of the vehicle.
o Push the sensor spring clip into the mounting block until it stops.
o Push the pickup completely into the sensor spring clip until it contacts the tooth
wheel. See figure
o Insert the pickup cable through the hole in the spider and axle housing flange.
Route the cable to the frame rail. Be sure to route the cable in a way that will
prevent pinching or chafing, and will allow sufficient movement for suspension
travel.
. o Connect the pickup cable to the chassis harness. o Install the fasteners that
hold the pickup cable in place.
o Install the brake drum on the wheel hub.

7​. Proper ABS Sensor Resistance

For most common types of ABS sensors, the sensor circuit resistance is between
700-3000 ohms. Resistance can be measured at the sensor connection when it is
removed​ ​from the ECU, or right at the sensor when the extension cable is
removed. Follow the manufacturer’s specifications to determine the correct
sensor resistance.

Modulator Valve/Routine Inspection

As part of a routine vehicle preventive maintenance program, ABS modulator
valves should be checked for proper operation and condition. This inspection
generally should include:

o ​Removal of contaminates and a visual inspection for excessive corrosion and

physical damage.

o ​Inspection of all air lines and wiring harnesses for signs of wear or physical
damage.

o ​Testing for leakage and proper operation. For specific modulator valve
inspection and testing procedures, consult the manufacturer’s service
information​.

9​. Modulator Valve Removal and Installation

The following removal and installation information is offered as a guideline only.

Always refer to the manufacturer’s specific instructions when removing or
installing ABS modulator valves.

Removal

o ​Disconnect the harness connector from the modulator valve. Be careful not to
criss-cross wiring.

o ​Disconnect the air supply and air delivery lines from their respective ports.

o ​Remove modulator valve mounting fasteners.

o ​Remove the modulator valve.

Installation

. ​o ​Install the modulator valve with appropriate mounting fasteners. Tighten to

specified torque.

o ​Connect the air supply and air delivery lines at their respective ports.

o ​Connect the harness connector to the modulator valve. Be careful not to

criss-cross wiring.

o ​Check installation by applying the brakes, listening for\ leaks at the modulator
valve.

Turn the ignition on, and listen for the modulator valve to cycle. If the valve fails
to cycle, check the electrical connection and any stored or active fault codes.

Drive the vehicle to verify that the ABS and its malfunction lamp operate properly.

Proper ABS Modulator Valve Resistance

For most ABS modulator valves, the resistance range between each valve solenoid
coil terminal and the ground on the ABS valve connector is between 3-10 ohms.
To test this resistance, disconnect the wiring connector from the modulator and
test the resistance between the two pins of each solenoid. Follow the
manufacturer’s instructions for determining valve resistance.