ADDIS ABABA TEGBAREID POLY TECHNIC COLLEGE AUTOMOTIVE DEPARTMENT

Anti-lock Brake System

Compiled By: - Yonas.

 ADDIS ABABA TEGBAREID POLY TECHNIC COLLEGE AUTOMOTIVE DEPARTMENT

ANTI-LOCK BRAKE SYSTEM

INTRODUCTION

The vital link between the vehicle and its surroundings is the frictional contact between tyres and
road surface. All control forces are fed through the tyres, and so any loss of grip results in a loss
of control of the vehicle. Good vehicle motion (chassis) control is therefore vital to the
promotion of active safety the avoidance of accidents through driver action. A key aspect of this
is the precision of the vehicle‘s response to a driver input arid its relationship to the road surface.

Under normal driving conditions the vehicle motion behavior remains entirely predictable and
‗comfort‘ features such as power-assisted steering and semi- active suspension enable the driver
to operate the vehicle with minimal stress and effort. Occasionally, however, most drivers are
faced with the need to unexpectedly make emergency maneuvers. Under these circumstances an
electronically controlled braking or traction control system can assist the driver by intervening
more rapidly and precisely than human reactions permit. Such systems enable the vehicle to
maintain stability in situations where even an experienced driver would be unable to cope.

ABS is a safety-related feature that assists the driver in deceleration of the vehicle in poor or
marginal braking conditions (e.g., wet or icy roads). During heavy braking on wet or icy roads it
is very easy for the driver to inadvertently lock the wheels. If the rear Wheels lock, the car tends
to yaw, becoming very difficult to control and possibly spinning. Conversely if the front Wheels
lock, all steering action is lost. In such conditions, panic braking by the driver (in non-ABS-
equipped cars) results in reduced braking effectiveness and, typically, loss of directional control
due to the tendency of the wheels to lock. In ABS-equipped cars, the wheel is prevented from
locking by a mechanism that automatically regulates braking force to an optimum for any given
low-friction condition.

Stopping safely is one of the most important functions a motor vehicle can perform. Failure of
the brake system will almost invariably results in property damage, personal injury, or even
death. Consequently, a great deal of consideration has been given to improving the bake system
in trucks and passenger cars over many decades. One of the improvements is an antilock brake
system which, as the name suggests, prevents a vehicle‘s brakes from locking up and skidding
during hard stops on wet or icy roads.

The problem of skidding reveals the one overwhelming weakness of all motor vehicles braking
systems: they depend strongly on the coefficient of static friction between the tire and the road. If
foe any reason the tire momentarily loses its adhesion to he road while the brakes are applied, the
friction of the brakes against the drums or rotors locks the wheels solidly and the tire begins
skidding across the road. In this condition, the braking force of that wheel is dependent on the
sliding friction between the tire and the road, which is much less than the static friction. Under

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wet or icy conditions, the sliding friction is reduced even further, resulting in significantly longer
stopping distance. In addition, when the front wheels are in this condition, they can‘t be used to
steer the vehicle; regardless of the angle of the front wheels, the vehicle continues to skid in
whatever direction its momentum sends it until either the driver releases the brake or the vehicle
collide with something solid enough to bring it to a halt.

Generation of drivers was taught to handle this condition by quickly applying and releasing, or
pumping, the brakes during a skid. However, this training was often lost during panic situations.
Additionally, even the calmest and best trained driver could not pump the brakes faster than two
or three times per second, which limited the efficiency of the technique. Weighting up to 80,000
pounds (36,363 Kg) were especially hazardous to traffic around them when they skidded since
they not only moved out of the driver‘s control, but also articulated, or jack-knifed, and
frequently rolled over. Today, antilock brake systems are standards on many cars and trucks.

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 ADDIS ABABA TEGBAREID POLY TECHNIC COLLEGE AUTOMOTIVE DEPARTMENT

Part Location Hatchback

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 ADDIS ABABA TEGBAREID POLY TECHNIC COLLEGE AUTOMOTIVE DEPARTMENT

ABS System Diagram

Input and output connections

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 ADDIS ABABA TEGBAREID POLY TECHNIC COLLEGE AUTOMOTIVE DEPARTMENT

Components of ABS
Regardless of manufacturing or types of vehicle, all antilock brake systems operate in a similar
manner. Hence, the system has the following components.

1, Wheel Speed Sensor:-

Construction

The toothed wheel or gear in the speed sensor is made of soft iron, usually cast. Iron is chosen
because of its high magnetic permeability and low magnetic reluctance. Magnetic reluctance is
roughly equivalent to electrical resistance, and sometimes the toothed wheel is called reluctor.
The function of the toothed wheel is to allow the permanent magnet‘s field to easily pass through
each tooth to cause a momentary concentration of field strength which induces a current in the
pick- up coil. The pick-up coil has a permanent magnet in the core, wrapped with a coil of
copper wire.

Operation:
Wheel speed sensors are placed on each wheel that is to be controlled. Each speed sensor usually
has a toothed wheel, like a gear, that rotates at the same speed as the vehicle wheel or axle.
Mounted close to, but not touching this toothed wheel, is a permanent magnet wrapped with a
coil of wire, called the pick-up coil. As each tooth rotates past the permanent magnet, it causes
the magnetic field to concentrate and increase slightly. This, in turn, induces a small pulse of
current in the coil of wire. The number of pulses per second is directly proportional to the speed
of the wheel. The faster the wheel turns, the faster the teeth pass the magnet and the higher the
pulse rate.

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The pulsed output from the wheel speed sensors goes to an electronic controller, which monitors
each wheel's speed relative to the speed of the other wheels. As long as the brakes are not being
applied and all of the monitored wheels are rotating at roughly the same speed, the system takes
no action. If, however, the brakes are being applied and one or more of the monitored wheels
suddenly begins to reduce speed at a higher rate than the others indicating a loss of tractionwith
the road and an imminent wheel lockup and skid—the controller then activates the antilock
system.

2, Deceleration Sensor (Some Models Only)

The deceleration sensor is used on some systems to provide input to the ABS ECU about the
vehicle‘s rate of deceleration to improve braking performance. In typical ABS systems, the ECU
compares individual speed sensors to determine the speed of the vehicle and rate of wheel
deceleration. The deceleration sensor is used on all full-time 4WD vehicles equipped with ABS
to determine deceleration, as the front and rear axles are connected through the transfer case and
present unique braking characteristics. Models equipped with only rear wheel ABS have a single
speed sensor and no means of determining the actual vehicle speed or rate of deceleration.

The deceleration sensor is composed of two pairs of LEDs (light emitting diodes) and
phototransistors, a slit plate, and a signal conversion circuit. The deceleration sensor senses the
vehicle‘s rate of deceleration and sends signal to the ABS ECU. The ECU compares the rate of
deceleration and vehicles speed to determine the precise road surface conditions and takes
appropriate control measures.

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Operation

Both LED‘s are located on one side of the slit plate and both photo transistors are located on the
opposite side. The LED‘s are ON when the ignition switch is in the ON position. When the
vehicle‘s rate of deceleration changes, the slit plate swings in the vehicles rear to front direction.
The slit in the slit plate act to expose the light from the LEDs to the phototransistors. This
movement of the slit plate switches the phototransistor ON and OFF.

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Deceleration Rate

The combination formed by these phototransistors switching ON and OFF distinguishes the rate
of deceleration into four levels, which are sent as signals to the ABS ECU. The chart below
indicates the rate of deceleration based on input from the two phototransistors. For example:-
when the No. 1 and No.2 photo transistors are both blocked and turned OFF, the deceleration
rate is medium

3, ABS Hydraulic Control Unit (ACTUATOR):

The actuator applies or stops applying hydraulic pressure from, the brake master cylinder to each
disc brake cylinder in accordance with the signals from the ECU, in this way controlling the
wheel speed.

Construction

The hydraulic control unit (actuator) consist six or eight solenoid valve and a pump. Hydraulic
brake pressure solenoids used in automobiles have a standard construction of copper coil
elements with steel valves and bodies. They are housed in the same casing as the brake system
master cylinder which is usually cast from aluminum.

Pump and Reservoir

Since the valve is able to release pressure from the brakes, there has to be some way to put that
pressure back. That is what the pump does; when a valve reduces the pressure in a line, the pump
is there to get the pressure back up and fills the actuator reservoir. The pump is a motor driven,
plunger type pump.

Solenoid Valves

There is a valve in the brake line of each brake controlled by the ABS. On some systems, the
valve has three positions:

 In position one, the valve is open (pressure increase mode); pressure from the master
cylinder is passed right through to the brake.
 In position two, the valve blocks (holding mode) the line, isolating that brake from the
master cylinder. This prevents the pressure from rising further should the driver push the
brake pedal harder.
 In position three, the valve releases (Pressure reduction mode) some of the pressure from
the brake.

There are 2 position solenoid valves in most cases and they are Pressure holding valve and
pressure reduction valves.

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Pressure holding Valve

The pressure holding valve controls (open and close) the circuit between the brake master
cylinder and the wheel cylinder. The valve is spring loaded to the open position (normally open).
When current flows in the coil the valve closes. A spring loaded check valve provides an
additional release passage when pressure from the master cylinder drops.

Pressure Reduction Valve

The pressure reduction valve controls (opens and closes) the circuit between the wheel cylinder
and the actuator reservoir. The valve is spring loaded in the closed position (normally closed).
When current flows through the coil, the valve compresses the spring and opens the valve.

Operation of ABS system

I, operation during
normal Braking (ABS not activated)

During normal braking the solenoids are not energized so the pressure holding valve remains
open and the pressure reduction valve remains closed.

When the brake pedal is depressed, the master cylinder fluid passes through the pressure holding
valve to the wheel cylinder. The pressure reduction valve prevents fluid pressure from going to
the reservoir. As a result normal braking occurs.

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II, Operation during ABS activated

A, Pressure holding mode

When any wheel begins to lock, the ABS ECU initially goes to hold mode to prevent any
additional increase in pressure. The ECU turns OFF the pressure reduction valve and turns the
pressure holding valve ON. The pressure reduction valve closes, preventing hydraulic fluid from

going to the reservoir. The pressure holding valve remains closed so no additional fluid pressure
can reach the wheel cylinder.

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B, Pressure reduction mode

After the initial hold mode operation, the ABS ECU energizes both the holding valve and the
reduction valves. The pressure holding valve closes and blocks pressure from the master
cylinder. The open reduction valve allows hydraulic pressure from the wheel cylinder circuit into
the reservoir, reducing brake pressure. The pump is also energized to direct hydraulic fluid back
to the master cylinder. This causes brake pedal feedback and alerts the driver to ABS operation.

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C, Pressure increasing mode

As pressure inside the wheel cylinder is reduced and the speed sensor sends s signal indicating
that the speed is above the target level, the ECU turns OFF both the pressure reduction valve and
pressure holding valve. The pressure reduction valve closes, preventing hydraulic fluid from
going to the reservoir. The pressure holding valve opens so additional pressure enters to the
wheel cylinder if the driver maintains pedal pressure. The operation is the same as Normal Mode
except the pump is ON.

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Generally, it can be screwed as follow;

Pressure increase Mode Pressure hold Mode Pressure reduction Mode

Function of valves PHV= Opened PHV= Closed PHV= Closed
PRV= Closed PRV= Closed PRV= Opened
Pressure in wheel Increased Constant Decreased
cylinder
Controlled valves by No One PHV gets Current Both PHV and PRV gets
the ABS ECU current

4, ABS ECU

The ABS ECU senses the rotational speed of the wheels as well as the vehicle speed based on
signals from the wheel speed sensors. During braking, the deceleration rate will vary depending
on pedal pressure, the vehicle speed during braking, and the road surface conditions. For
example, the deceleration rate is much greater on dry asphalt, compared to a wet or icy surface.

The ECU judges the slip condition between the wheels and the road surface by monitoring the
change in the wheel‘s rotational speed during braking. The ECU controls the ABS actuator to
deliver the optimum hydraulic pressure to the brake cylinder to precisely control the speed of the
wheels, maintaining maximum brake force with a 10 to 30 % slip ratio. The ABS ECU also
includes an initial check function, diagnostic function, speed sensor check function and fail safe
function.

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2, Wheel speed control

The ECU continuously receives wheel speed signals from the speed sensors and deceleration
sensors. By calculating the speed and deceleration of each wheel, the ECU estimates the vehicles
speed. When the brake pedal is depressed, the hydraulic pressure in each disc brake cylinders
begins to increase and the wheel speed begins to decrease. If any of the wheels are near a lock-
up condition the ECU goes into pressure hold mode to stop the increase of hydraulic pressure in
the disc brake cylinder of that wheel.

Section A

The ECU sets the solenoid valves to the pressure reduction mode based on wheel speed, thus
reducing the hydraulic pressure in the disc brake cylinder. After the pressure drops, the ECU
switches the solenoid valves to the Holding Mode the monitors the change in wheel speed. If the
ECU judges that the hydraulic pressure needs to be reduced further, it will return to Reduction
Mode.

Section B

When the hydraulic pressure inside the disc brake cylinder decreases (section A), the hydraulic
pressure applied to the wheel falls. This allows the wheel that was locking up to speed up.
However, if the hydraulic pressure is held down, the braking force acting on thewheel will
become too low. To prevent this, the ECU sets the solenoid valves to the pressure increase mode
and holding mode alternately as the wheel which was locking up, recovers speed.

Section C

As the hydraulic pressure is gradually increased in the brake cylinder by the ECU actuator
(section B), the wheel tends to lock up again. In response, the ECU again switches the solenoid
valves to the pressure reduction mode to reduce the hydraulic pressure inside the disc brake
cylinder.

Section D

Since the hydraulic pressure in the brake cylinder is decreased again (section C), the ECU starts
to increase the pressure again as in section B.

The cycle of Hold, Reduce and Increase is repeated many times until the wheel are no longer
outside the 30 % slip ratio.

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Wheel speed sensor and signal problems

Wheel speed sensor may be defected through many problems. Most commonly problem can be
detected using oscilloscope. From the signal that will be shown in the oscilloscope it will be easy
to predict the happened fault. There will be sundry causes, booboos and remedies. But, some of
them are described below in the next table.

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3, Solenoid Relay Control

The Solenoid Relay supplies power to the solenoid. The ECU turns the Solenoid relay ON when
the following conditions are met:

• Ignition switch ON

• The Initial –Check Function is completed properly. The ECU turns the solenoid relay
OFF if any of the above conditions are not met.

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Pump Motor Relay Control

The Pump Motor Relay supplies power to the ABS pump motor located in the Actuator. The
turns the relay ON when the following conditions are met:

• During ABS operation or during the Initial Check.

• When the solenoid Relay is ON. The ECU turns the pump motor relay OFF when any
of the above conditions are not met.

Warning light controlling system

When the Ignition switch is turned to the ―ON‖ position, the ABS warning lamp goes on. The
figure below shows how this system progress.

Generally, when the controller senses that a wheel is locking up while braking; it first activates a
solenoid to close a valve in the affected wheel's brake line which prevents the pressure from
increasing any further. If the locked wheel continues to lose speed, the controller activates a
second solenoid which bleeds pressure off the affected brake line, in effect releasing the brake
for that wheel regardless of whether the driver is still pushing on the brake pedal.

As soon as the wheel regains traction and its speed increases, the solenoids are de-activated and
normal braking resumes. Of course, if the conditions are such that the wheel starts to skid again,
the brake will promptly begin to lock up and the ABS will take over. This cycle is repeated 12 to
15 times per second until either the road condition changes or the driver releases the brakes. The
driver will be able to detect this rapid cycling as a vibration felt through the brake pedal, but will
not have to take any action. The ABS will minimize the skid and will allow the driver to
maintain directional control of the vehicle.

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Types of ABS System

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.

Compiled By: - Yonas.