FINAL LABORATORY REPORT

AUTOMOTIVE ENGINEERING LAB IV

MECH 4119

EXPERIMENT TITLE
BRAKING SYSTEM

PREPARED BY:

Name Matric Number

Anas bin Kamaruzzaman 1720979

Shukor Nurrashed Bin Redzuan 1717931

Mohamad Norfaieqwan bin 1727771

W Afifi bin W Ab Kadir 1727049

Muhammad Amirul bin Mohd Azni 1726619

Raja Amirul Hisham bin Raja Zafri 1721423

LECTURER
PROF. DR. MD. ATAUR RAHMAN
1 INTRODUCTION

A vehicle's braking system is critical. The concept of brakes is based on Newton's

principles of motion, which state that unless an external force occurs on a body, it remains
immobile or at rest. The purpose of the brakes is to slow the vehicle down, but the vehicle should
not come to a sudden halt. When the brakes are applied to bring the vehicle to a complete halt, it
is critical that no one on board gets injured. It is, nonetheless, possible to have an accident if the
braking system is insufficient.

The anti-lock braking system, or ABS, is a game-changer in automobile braking system

technology because it reduces the danger of an accident on the road. If the brake pedal is pressed
hard enough, the ABS will keep the wheels from locking up and help keep the cars from sliding.
Anti-lock braking systems (ABS) enable drivers to maintain better control of their vehicle's
steering while braking without sliding. ABS is currently standard equipment on all new cars, and
it aids in traction control and steering during braking. Speed sensors, valves, a pump, and a
controller make up the four essential parts of a standard ABS.

With ABS, when the brakes are applied heavily to the wheels, they are released and then
pumped back into place. Detection of a wheel locking or skidding is done by sensors attached to
each wheel. Anti-lock braking systems (ABS) pump the brakes hundreds of times per second when
they detect an impending lockup. Using this prevents the vehicle's wheel or wheels from skidding,
which helps the driver maintain control.

The purpose of this experiment is to compare the behavior of a four-wheeled vehicle with
and without ABS. Road conditions, speed, and brake strength are all variables that can be used to
simulate driving scenarios in a real-world context.
2 OBJECTIVES

1. To gain a better understanding of ABS and see how it works in action, including how the
Electronic Controller monitors the system and controls the solenoids.
2. To compare the braking distance of a vehicle under various road conditions with or without
active ABS.
3. To calculate the amount of braking pressure applied based on the braking time and distance.

3 METHODOLOGY

The ATECH Bosch ABS/TCS System Trainer Model 1431 is used for this experiment.
This equipment makes it possible to operate the accelerator and brake pedals in a realistic manner.
You can choose whether the road is dry, wet, snowy, or icy. The braking distance for the vehicle
with different acceleration will be measured and compared on different road conditions, either with
the ABS turned on or with manual braking.

3.1 Procedure

1. The system is configured for manual braking, and the road condition is set to
dry.
2. The accelerator is pressed until the vehicle reaches a speed of 10 miles per
hour.
3. Once the accelerator pedal is released, the braking pedal is immediately
pushed.
4. Step 2 and 3 must be repeated if it appears to collide on the simulator and no
distance is displayed.
5. The stopping distance is recorded.
6. For wet, snow, and ice as the next road condition, and for ABS activated, steps 2
through 4 for each of those speeds were repeated.
4 RESULTS

Once all results were obtained, some calculations were done to calculate the brake pressure applied

during braking. From obtained result of time taken to stop and vehicle speed, we calculated the

deceleration of the vehicle using formula.

𝑣
𝑑𝑒𝑐𝑒𝑙𝑒𝑟𝑎𝑡𝑖𝑜𝑛 =
𝑡

Then, we can calculate the force based on formula of 𝐹 = 𝑚𝑎 where the vehicle mass was assumed

to be 1000 kg. Next, taking the diameter of the piston of 0.04 m, we calculated the area and lastly
𝐹
find the pressure developed from the formula of 𝑃 = 𝐴.

4.1 DRY VS. WET, WITH ABS

Table 1 - Result for dry vs. wet with abs

SURFACE DRY WET

Braking Braking
Speed m/s Stopping pressure Stopping pressure (Pa)
(MPH) Distance(m) Time (s) (Pa) Distance(m) Time (s)
70 31.29191 611 33.86 735419.7 672 42.26 589240.649
60 26.82164 467 31.56 676298.5 489 35.72 597535.8301
50 22.35136 327 25.39 700537.6 369 29.31 606845.7822
40 17.88109 170 18.83 755672.9 206 23.29 610962.6407
30 13.41082 101 14.69 726479.9 111 16.77 636373.8775
20 8.940545 51 12.58 565553.3 51 11.82 601917.0855
10 4.470273 9 6.17 576552.7 11 5.63 631852.5711
 stopping distance Vs velocity(ABS)
800

stop distance(cm)
600

400

200

0
0 5 10 15 20 25 30 35
v(m/s)

WET DRY

Figure 1 - Graph of stopping distance vs. vehicle speed for wet and dry surface (ABS ON)

Master cyl. pressure Vs Velocity(ABS)

800000
master cyl. pressure

600000

400000

200000

0
0 5 10 15 20 25 30 35
v(m/s)

WET DRY

Figure 2 - Graph of Brake Pressure vs. vehicle speed for wet and dry surface (ABS ON)

4.2 DRY VS WET, NO ABS

Table 2 - Result for dry vs. wet without abs

SURFACE DRY WET

Stopping Braking Stopping Braking
Speed m/s Distance Time Pressure Distance pressure
(MPH) (m) (s) (Pa) (m) Time (s) (Pa)
60 26.82164 514 32.43 658155.4 553 41.03 520204.2
50 22.35136 348 26.16 679917.8 440 31.78 559680.6
40 17.88109 230 22.87 622182.8 244 22.87 622182.8
 stopping distance Vs velocity
600

500
Stop distance(cm) 400

300

200

100

0
0 5 10 15 20 25 30
v(m/s)

NO ABS(WET) NO ABS(DRY) ABS(DRY) ABS(WET)

Figure 3 - Graph of comparison ABS and NON-ABS for stopping distance vs. vehicle speed for wet and dry

Master cyl. pressure Vs Velocity

800000
700000
Master Cyl. Press.

600000
500000
400000
300000
200000
100000
0
0 5 10 15 20 25 30
v(m/s)
NO ABS(WET) NO ABS(DRY) ABS(DRY) ABS(WET)

Figure 4 - Graph of comparison ABS and NON-ABS for braking pressure vs. vehicle speed for wet and dry

4.3 SNOW VS. ICE, WITH ABS

Table 3 - Result for snow and ice with abs

SURFACE ICE SNOW

Stopping Braking Braking
Speed m/s Distance Pressure Stopping pressure
(MPH) (m) Time (s) (Pa) Distance(m) Time (s) (Pa)
39 17.43406 288 34.45 402716.601 250 30.06 461529.8371
29 12.96379 150 25.69 401567.0272 135 21.99 469134.0122
 19 8.493518 50 16.12 419288.2725 44 13.5 500661.2558
9 4.023245 13 7.8 410461.151 11 6.06 528316.333

4.4 SNOW VS ICE, NO ABS

Table 4 - Result for snow and ice without abs

SURFACE ICE SNOW

Braking Braking
Speed m/s Stopping Pressure Stopping pressure
(MPH) Distance(m) Time (s) (Pa) Distance(m) Time (s) (Pa)
39 17.43406 440 34.96 396841.7306 294 32.24 430322.1744
29 12.96379 164 25.23 408888.5029 142 24.07 428593.9729
19 8.493518 58 16.36 413137.3443 50 14.73 458854.5114
9 4.023245 15 8.62 371414.9626 14 7.81 409935.5925

stop distance Vs velocity

500

400
Stop distance(cm)

300

200

100

0
0 5 10 15 20
v (m/s)
NO ABS(ICE) ABS(ICE)
NO ABS(SNOW) ABS(SNOW)

Figure 5 - Graph of comparison ABS and NON-ABS for stopping distance vs. vehicle speed for ice and snow
 Master cyl. pressure Vs velocity
600000

Master cyl. Pressure

500000
400000
300000
200000
100000
0
0 5 10 15 20
V(m/s)

NO ABS(ICE) ABS(ICE)
NO ABS(SNOW) ABS(SNOW)

Figure 6 - Graph of comparison ABS and NON-ABS for braking pressure vs. vehicle speed for wet and dry

5 DISCUSSION

Based on the result of the experiment for dry versus wet road condition with the

implementation of ABS, it can be observed that the stopping distance for both dry and wet road

condition is increasing linearly when a higher velocity is applied. This result shows that the higher

the speed of the vehicle, the longer distance needed to stop the car. Due to the enormous braking

power required to apply to the brakes and the time it takes for the vehicle to fully stop, vehicles

travelling at high speeds require a greater distance to stop. The results for icy and snowy road

conditions also display a similar outcome as the dry and wet condition where the stopping distance

is larger at a higher velocity.

Apart from that, at the highest velocity of 31.29191 m/s, it can be noticed that the stopping

distance at a wet road condition is higher compared to the dry road condition at 672 m to 611m.

This occurs since the coefficient of friction on a dry road is much higher than on wet road

conditions. When the coefficient of friction is higher, the tire will have more significant traction
onto the road surface, and this allows the braking to be forcefully optimized onto the tire.

Therefore, it can be observed that the higher the coefficient of friction of the road, the lower the

stopping distance of the vehicle when braking.

Next, the result for different road conditions with an active ABS and inactive ABS shows

that the implementation of ABS will influence the braking distance. All the dry, wet, snow, and

icy road conditions show consistent results for the stopping distance where with an active ABS,

the stopping distance will become shorter compared to an inactive ABS. Based on these findings,

it shows that the function of ABS is working properly as the system is able to simulate a situation

where the driver is able to maintain steering control under heavy braking by enabling the wheel to

interact with the road while still delivering steering input. Each wheel is equipped with a sensor

that is connected to the central controller, which continuously monitors the sensor. The central

controller recognizes the changes and activates a sequence of hydraulic valves that reduce the

braking pressure, allowing the wheel to turn again. Thus, with the implementation of ABS, the

possibility of vehicle skidding can be prevented.

Other than that, the result of the experiment shows that when the ABS is active, more

braking pressure is provided compared to when the ABS is inactive for all types of road conditions.

This is because more effort is required to shorten the braking distance when the ABS is active and

resulting in an enhanced safety measurement for the driver of the vehicle.

Based on the result of the experiment, it can be observed that poor road and weather

conditions, such wet or snowy roads, can increase a vehicle's braking distance because there is less

contact between the tires and the road. Furthermore, due to less friction between the brakes and

the wheels, the condition of the vehicle can be diminished because the brakes and the tire can be

worn out. Aside from that, the braking or stopping of a vehicle can be increased due to increased
mass in the vehicle such as an extra passenger. This is because the braking friction must be working

for a greater distance to eliminate the increased kinetic energy.

6 CONCLUSION
In conclusion, the objectives of the experiment have been achieved as we are able to gain a better

understanding of ABS based on the results that have been obtained. The ABS can reduce the

braking distance of a vehicle which can make the vehicle slow down sooner and let the driver

maintain better control of the vehicle. Besides, compared to conventional braking, the ABS will

be activated when the driver is braking suddenly to avoid the wheel from sliding. Other than that,

the braking pressure is also higher in ABS compared to conventional braking. Based on the result

of the experiment, we can compare the braking distance of a vehicle under various road conditions

with active ABS and inactive ABS as the more slippery road will make the braking distance of the

vehicle to be higher due to less traction to the wheel. Next, we can determine the amount of braking

pressure applied based on the braking time and distance from the result of the experiment. It can

be observed that the braking pressure is directly proportional to the braking force, with a lower

friction coefficient resulting in a lower braking force and braking pressure. The results showed

that ABS provided improved braking performance and a larger traction force from the road,

allowing for more efficient braking and the avoidance of skidding.