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Vehicle Technology MAK 461E: Lecture 5C - Abs Æ Asr Æ Ebd Æ Espæ

The document discusses various active safety systems for vehicles including ABS (Anti-lock Braking System), ASR (Anti-Skid Regulation), EBD (Electronic Brake force Distribution) and ESP (Electronic Stability Program). It provides details on how each system works, with a focus on ABS. ABS uses wheel speed sensors and electronic control units to monitor wheel slip during braking and modulate brake pressure to prevent wheel lockup while maintaining vehicle control. It aims to maximize braking based on available road friction.

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59 views16 pages

Vehicle Technology MAK 461E: Lecture 5C - Abs Æ Asr Æ Ebd Æ Espæ

The document discusses various active safety systems for vehicles including ABS (Anti-lock Braking System), ASR (Anti-Skid Regulation), EBD (Electronic Brake force Distribution) and ESP (Electronic Stability Program). It provides details on how each system works, with a focus on ABS. ABS uses wheel speed sensors and electronic control units to monitor wheel slip during braking and modulate brake pressure to prevent wheel lockup while maintaining vehicle control. It aims to maximize braking based on available road friction.

Uploaded by

yigit
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
Available Formats
Download as PDF, TXT or read online on Scribd
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Vehicle Technology

MAK 461E
Lecture 5c – ABS Æ ASR Æ EBD Æ ESPÆ

Instructor: Dr. Özgen Akalın


Assistant Professor of Mechanical Engineering

Dr. Ozgen AKALIN

1
Dry μP= 0.8……1
Wet μP= 0.2….0.65
Icy μP= 0.05…0.1

Dr. Ozgen AKALIN

ABS (Anti-lock Braking System) (Antiblockiersystem)

¾ These systems monitor operating conditions


and modify the applied braking torque by
modulating the brake pressure.
¾ The systems try to keep tire operating within
a desired range of “skid”, and by preventing
wheel lock-up during braking they can help
retain steerability and stability
¾ Anti-lock braking systems are closed loop
control systems within the braking system.

Dr. Ozgen AKALIN

2
ABS Requirements

¾ Maintain steering response at all times,


regardless of road conditions
¾ Adapt to and exploit available friction to
maximum effect, but put emphasis on stability
and steering rather than stopping distance,
independent of how driver applies pedal force
¾ Effective over large speed range
¾ Control yaw effect in µ- split conditions
¾ Self-diagnostics

Dr. Ozgen AKALIN

Control parameters

¾ Wheel-speed sensors must be used to find


¾wheel peripheral deceleration/acceleration
¾brake slip
¾reference speed and vehicle deceleration
¾ It is not practical to use wheel acceleration or
¾deceleration or the slip as the controlled
variable.
¾ How can this information be used?

Dr. Ozgen AKALIN

3
Prediction of reference speed

¾ Since vehicle speed can not be measured directly, the


ECU must estimate an appropriate value.
¾ The Bosch ABS system, for example, uses
information from “diagonal” wheels, and bases an
estimate on information obtained during non-ABS
usage.
¾ Under moderate braking, the ECU will estimate
reference speed based on the diagonal wheel that is
turning the fastest.
¾ During panic stops, a ramp-shaped extrapolation of
the speed collected at the start of the cycle is used to
calculate the reference speed.

Dr. Ozgen AKALIN

Prediction of lock-up

„ Anti-locking may be initiated when the product of angular


acceleration of the tire and its rolling radius exceeds a
predetermined value (e.g., 1 to 1.6 g).
„ Passenger car ABS may have a track-and-hold circuit that
stores any wheel acceleration values of 1.6 g and higher.
If the measured angular speed drops 5% during a
predetermined time (e.g., 140 ms), and if the vehicle
acceleration as measured by an accelerometer is not
higher than, say, 0.5 g, then the tire is considered to be
at the point of locking, and the brake is released when
angular speed decreases by 15% of stored value.
„ If the vehicle deceleration is greater than 0.5 g, locking is
predicted and brake is released when angular speed
decreases by 15% of stored value.
Dr. Ozgen AKALIN

4
Reapplying brake pressure

¾ As soon as none of the conditions discussed for


‘decreasing’ pressure at the brake are met, reapply
the brake.
¾ Use some hysteresis; that is, wait a fixed amount of
time before reapplying pressure.
¾ In some systems, the brake is reapplied as soon as
the product of the angular acceleration of the tire
and the rolling radius exceeds a predetermined value.
Some typical values are 2.2 to 3 g, and sometimes
the ‘build-up’ rate may depend on actual value of
acceleration.

Dr. Ozgen AKALIN

ABS Control ranges

1) DRY, 2) WET, 3) SNOW, 4) ICY


ABS Control ranges

Dr. Ozgen AKALIN

5
ABS Closed control loop

1) Hydraulic modulator with solenoid valves


2) Brake master cylinder
3) Brake cylinder
4) ECU
5) Wheel speed sensor

Dr. Ozgen AKALIN

Dr. Ozgen AKALIN

6
Dr. Ozgen AKALIN

Dr. Ozgen AKALIN

7
μ-split
DRY ICY

Yaw moment build up for greatly differing


friction coefficients

Dr. Ozgen AKALIN

Electronic Stability Program (ESP)

Dr. Ozgen AKALIN

8
Dr. Ozgen AKALIN

Curve braking with and without GMA


Yaw moment build-up delay system

1) Master cylinder pressure 1) GMA switched on (oversteer)


2) Brake pressure without GMA 2) GMA switched off (understeer)
3) with GMA 1
4) with GMA 2
5) low
6) Steering angle with GMA
7) Steering angle without GMA

Dr. Ozgen AKALIN

9
Braking control for 4WD

Dr. Ozgen AKALIN

Car with ABS 2S

1) Wheel-speed sensor, 2) Wheel brake cylinder, 3) Hydraulic modulator, 4) Master cylinder, 5) ECU, 6) Safety lamp

Dr. Ozgen AKALIN

10
Car with ABS 3S

1) Wheel-speed sensor, 2) Wheel brake cylinder, 3) Hydraulic modulator with Master cylinder, 4) ECU, 5) Safety lamp

Dr. Ozgen AKALIN

Test circuit

Dr. Ozgen AKALIN

11
Traction control ASR
(Anti Skid Regulation) (Anti Schlupf Regelung)

The primary functions of a traction control system:

¾ to improve traction on asymmetrical road surface


with different values of coefficient of road adhesion
for the left and right-hand-side (μ-split).
¾ to prevent the tire from spinning during acceleration
or on slippery surfaces, and ideally to keep the slip
of the tire within a desired range so as to retain an
adequate cornering force for direction control and
stability

Dr. Ozgen AKALIN

Traction control ASR

Dr. Ozgen AKALIN

12
ABS + ASR with intervention

Dr. Ozgen AKALIN

Dr. Ozgen AKALIN

13
Dr. Ozgen AKALIN

Dr. Ozgen AKALIN

14
Dr. Ozgen AKALIN

Dr. Ozgen AKALIN

15
Dr. Ozgen AKALIN

16

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