INTRODUCTION

The following report is prepared for the area of mechatronic maintenance technology for automobiles.
and will have as its central theme the ABS (anti-lock braking system), (Antiblockiersystem) exposing
and explaining its overall functioning, as well as breaking down the entire system, addressing topics
as history, parts, signs, and diagnosis.
In order to have a more accurate idea of the system and be able to understand its principle and
functioning because for this area we must be very clear about the complete system, not just for
its significance but also because it is one of the systems of the automotive industry that has a
influence on the comfort and safety of an automobile.
A long time ago, the first cars only fulfilled simple functions like transportation.
of people or work instruments, their mechanical systems were complex and did not meet the
expectations regarding comfort and safety for users, then over time the
advancements in technology have allowed the same primitive mechanical systems to evolve
of them a better performance of the same and therefore of the vehicle, in addition to the satisfaction of the
user, but in the year 1970 with the evolution of digital electronics, automotive electronics was born and with it
systems that would facilitate the driving of a vehicle and create an economic, comfortable environment
and transport insurance. Within these automotive systems is the A.B.S brake system.
What difference from the previously used braking system allows the user to press the pedal all the way down.
the brake pedal the tires do not lock allowing the vehicle in this way
mantener una mejor adherencia al suelo y la opción de que el usuario pueda maniobrar el vehículo
while it is in a braking process. Otherwise, the previous braking system
braking suddenly the wheels would lock causing the vehicle to skid, producing
that the user loses control of their vehicle, causing very serious accidents in this way.

HISTORY
Although it is currently a mandatory safety element and standard in all new cars,
There was a time when the ABS was not, specifically in all cars manufactured before the 1st.
July 2004. However, coinciding with the 40th anniversary of its release, we want
to review the origin and history of the anti-lock braking system (ABS).
Although it may seem curious, this system that many people consider modern was conceived long ago.

more than 70 years Robert Bosh. Bosh wanted to put an end to the wheel blockage and the consequent
skidding and loss of control of vehicles, trucks, trains, and airplanes that were involved
in emergency braking.

However, its patent had to remain forgotten until the early years when the
Electronics made its appearance, since although many tests were conducted, nothing serious was achieved.
until the digital age was reached, in the early 70s.
Until then, it was materially impossible for a system to perform so many tasks automatically.
calculations as the system needed and, moreover, quickly.

The German company Bosch began serious work on the development of ABS in 1964, of the
hand of a subsidiary, Teldix. In this way, the first generation of the ABS would be born, which in that
It then had a thousand components, a figure that was reduced to 140 in the second generation.

After 14 years of development, the second generation ABS was finally ready, which
was offered as an optional accessory in the Mercedes Benz S-Class of the time (1978) and immediately
in the BMW Series 7.

This first system was very simple and effectively prevented the driver from blocking the...
wheels when making a sudden brake, and allowed him to maintain control of the steering and swerve the
obstacles in front of her, while she halted the car's progress.

From this date, this system has continued to be improved with successive generations. Thus, the ABS
In 1989, it added a direct regulator of the hydraulic system, one of the main components.
of the mechanism. The weight of the system was also significantly reduced.

The invention is becoming popular

Over the years, the system became much simpler and at the same time more efficient.
Soon it began to generalize the installation in many brands and models due to its good
functioning.

For example, in versions 5.3 and 5.7 from the early 90s, functions were being incorporated.
additional features such as the electronic distribution of braking force and further reduced the weight of
system.

The latest generation, the ABS 8, appeared in 2001 and is characterized by a modular construction, with
the different levels of complexity of the braking regulation system (ABS, ASR and ESP), are
they can manufacture jointly.

Based on the ABS, other functions have been developed, such as the traction control system.
(ASR), which prevents the wheels from skidding when accelerating; or the Electronic Stability Program
(ESP), which improves the vehicle's stability not only when braking and accelerating but in all conditions.
driving situations. If the vehicle tends to skid, the ESP reduces the engine power at the same time
that brakes each wheel individually.
 PRINCIPLE

In order to make braking more efficient and safe, it was conceived and has been perfected.
the so-called anti-lock braking system ("Antilock Braking System, or ABS").

Basically, it consists of a system that prevents wheel locking. This is so because

only a wheel that turns, without locking, can generate braking, and therefore prevents loss
the directional control of the vehicle. some lateral forces that can perform the functions

of vehicle steering and control.

This braking regulation system starts with sensors located in the

wheels that permanently control their rotation speed, that's why
They are also called wheel RPM sensors. Based on the data provided by each one
from the sensors, the electronic control unit (the ECU) is able to calculate using a
mathematical algorithm an average speed, which is taken to correspond approximately
at the speed of the vehicle. Comparing the different speeds that a wheel is acquiring
With the global average, it can be determined if this wheel is at risk of locking up or not.

If this is the case, the ABS system is activated by automatically reducing the braking pressure.
wheel in question until reaching a predetermined threshold value that remains below
of the blockage limit. When the wheel starts to turn freely again, it is increased again to
maximum braking pressure. This process (reducing braking pressure / increasing the
braking pressure) is repeated until the driver removes their foot from the brake or reduces the
activation force of it.
 The anti-lock braking system (ABS) is an additional safety element in the vehicle.
During a braking that presents a risk of locking one or more wheels, the ABS operates.
avoiding this risk, and also achieving the following advantages:

stability in driving: it is important to maintain the stability of the vehicle during

the braking in any situation;

control of driving: directional control of the vehicle must be maintained at all times
moment, even in extreme braking situations in curves, and even if adherence is lost
on some wheels;

braking distance: with the use of ABS, the braking distances in limit conditions
are considerably reduced, while maintaining control of the vehicle.

Because the system's response must be very fast and accurate to be effective,
the system has a very powerful electronic component, which also allows for a
analysis of the situation at each moment and a response in accordance with the new situation.
The new systems allow for data to be taken up to fifteen times per second of the situation of
each wheel and act accordingly.
 FUNCTIONING

The operation of the ABS is similar to if the driver pumped the brake repeatedly before
stop, it's just that the system is more efficient and doesn't panic.

Drivers are used to hearing a screeching noise when someone, driving at high
speed, suddenly brakes. This happens when a wheel locks up and slips over the
surface of the road.

With the use of ABS, these squeaks do not occur. The absence of that sound indicates that the
system is working.
The ABS system, through its sensors, performs the same pumping action that a driver would do.
car without the system, but at a much higher frequency than that achieved by acting on the
pedal.

As has already been said, the ABS system is an electronic system that checks
and controls the speed of the wheels during braking. The system operates
completely integrated with the standard pneumatic brake system of the truck
or hydraulics in light vehicles. Through sensors located in each
the wheel allows controlling their speed and brakes are controlled during
the blocking situations of the same. The system improves stability and the
vehicle control by reducing wheel lock during braking.

The Anti-lock Braking System (ABS) acts on the braking force.

that is exerted on the drums (in the case of trucks) or on the cylinders (in case
of light vehicles) of brake. At the moment of feeling a blockage or threat of
 wheel locking provides a gradual reduction of rotation and,
additionally, it minimizes its slipping so that the wheel remains
as closely adherent to the pavement as possible, without slipping.

The electronic control unit (ECU) receives and processes the signals received by
the wheel speed sensors. The ECU, which is made up of
microprocessors, calculate a reference or average speed among all the
received, which is considered to correspond with the speed of the vehicle. This
data will help detect if a wheel is about to lock up, given that the
the system will successively compare this global or reference average with
the specific speeds it is receiving from each wheel, so it can
to intuit if any of the wheels, based on their speed trend, is
prone to freezing or not, and act accordingly.

If indeed one of the wheels threatens to lock, the ECU acts as

immediately reducing the braking pressure of that wheel until reaching a value
set below the blocking limit, so that when the wheel starts to turn again
freely increase the braking pressure to continue the process
of stopping. This process is repeated until the driver stops pressing the pedal.
of the brake, or reduces the activation pressure of it.

To meet these demands, the ABS must operate very quickly and accurately (in tenths of a
second) which is only possible with extremely complicated electronics.
The most important ABS system manufacturers in Europe are: BOSCH, BENDIX, and TEVES.
In the lower figure, the diagram of a conventional braking circuit without ABS is shown. Diagonal braking or
X

In the lower figure, the scheme of a brake circuit with ABS can be seen. As can be seen, the scheme is the same.
to the conventional brake circuit to which has been added: a hydraulic unit, an electronic control unit
and some regime detectors (R.P.M.) to each of the wheels, these elements form the ABS system.

Vehicle dynamics
A vehicle, while moving, continuously changes its state, accelerates, brakes, or turns. These phenomena are produced
by a large number of forces and their sum is called vehicle dynamics. If the sum of all the forces
If it is zero, it means it is at rest. If it is different from zero, it will be in motion.
At the same time, all these forces vary depending on a physical quantity called acceleration, which is responsible
to modify the speed and direction of any object. For example, accelerating the car
corresponds to a positive acceleration and the case of braking to a negative acceleration. In driving
normally the vehicle behaves according to what the driver indicates; this is because the limits are not exceeded
physical conditions specific to the roadway and the vehicle. When they are exceeded, they produce
skidding, wheel blocking, and even veering off the road.

Forces acting on a wheel

They can be divided into four:

The traction force is produced by the engine and generates movement.

The lateral guiding forces, responsible for maintaining the steerability of the vehicle.
The adhesive force depends on the weight that falls on the wheel.
 And the braking force, which acts in the direction opposite to the movement of the wheel. It depends on the
adhesion force and the coefficient of friction between the roadway and the wheel.
Principle of regulation and operation of the A.B.S.

After connecting the ignition and starting the engine (the ABS light turns off), the ABS is ready to
to work.
The following describes the regulation cycle that occurs when a wheel is locked.
the regulation process in the other wheels is the same.
The wheel speed, measured by the regime probe, provides in the control device
electronic, delay signals and wheel spin acceleration. By linking the different
wheel speeds form the so-called reference speed, which constitutes
approximately the speed of the vehicle. By comparing the speed of the wheel and the
reference speed is derived from slip signals.
These signals are formed when, during braking or accelerating, friction forces are transmitted between the
tires and the roadway, which exert a braking effect on the wheel that is turning at the moment of
brake. Then a slip (d) is formed, that is, the wheel rotates more slowly than the
vehicle speed.
The different slip curves depend on the pavement, the tires, the speed of the
vehicle, the wheel load and the camber angle on a curved path.

The increase in slip from 0 to maximum braking pressure is called the 'stable slip zone.'
(a), with the ABS regulation occurring near the maximum, in zone A.
With high slip values in the unstable sliding zone (b), the braking pressure decreases and reaches the
minimum when the wheel is blocked.

While an optimal braking pressure (1) requires a certain slip (C), the control pressure
the lateral (2) of the wheel decreases due to slipping. This means that the combined action of braking pressure
and lateral control is necessary for brake regulation.
In the figure it can be seen that the lateral command pressure (2) decreases significantly when the slip increases.
(C), so the wheel that is blocked does not have any lateral control characteristics at all. For this reason, it must
choose a regulatory area that ensures, on one hand, high braking pressures and, on the other hand, good
lateral command pressure.

The movement of each of the wheels is controlled by a continuous comparison between the delay and the
acceleration of the wheel on one hand - that is to say its slipping - and the values stored in the electronics on the other.
If a delay value greater than the prescribed value is detected -wheel that gets locked-, the regulation process begins.
The control probes provide the corresponding signals to the control unit, which in turn gives the
"orders" to the hydraulic group to maintain, increase or decrease the pressure. These regulation phases are repeated.
during a regulated braking in a succession of 4 to 10 times per second and continue until the vehicle stops.

The figure represents a simplified regulation cycle, in which it can be verified that the speed of the wheel
it follows, essentially, at the reference speed.
This decreases over time, proportionally until it reaches the speed of the wheel, which determines,
continuation, the sliding values.

Types of ABS systems

Different ABS systems can be found, mainly classified by the number of 'channels' and 'sensors'.
that control the brakes of each of the vehicle's wheels.
The number of channels is determined by the number of solenoid valves that regulate the braking pressure of the
wheels that can be adjusted independently one by one or both from the same axle at the same time. There are three types
basics of wheel regulation:

Individual regulation in which each wheel is controlled independently by one or more solenoid valves.
Select-low regulation: the two wheels of the same axle are controlled with the values obtained by the sensor.
from the wheel that shows signs of blocking first. One or more solenoid valves common to both
wheels regulate the same hydraulic pressure for both.
Regulation 'Select-high': the two wheels are controlled in this case with the values of the wheel that is higher.
the adherence it has. It also has one or more solenoid valves common to both wheels that regulate the
same hydraulic pressure for both.
Sensors are normally placed next to the wheels and are used to detect speed, acceleration, and deceleration.
of these.

Depending on the type of brake circuit, number of channels, and number of sensors, the systems can be classified.
ABS:

Four channels and four sensors: this system has one or more solenoid valves for each wheel.
You now have a sensor for each wheel.
Three channels and four sensors: this system has one or several solenoid valves for the front wheels,
but on the rear axle wheels there is one or more solenoid valves that control the two wheels of the
same axis (rear). It has a sensor for each wheel.
Three channels and three sensors: the same layout as the previous system, but it differs at the rear axle where
There is only one sensor located in the cone group and not on the wheels.

The effectiveness of an ABS system, in addition to the number of channels and sensors, depends on the speed at which
the solenoid valves operate. The faster the actuation, the more times the brakes will be activated
from the wheels, improving the adhesion coefficient. Currently, up to 16 pulses can be achieved
per second.
 COMPONENTS

The ABS sensors (Antilock Braking System) or Wheel Speed Sensors are located on the knuckle hub.
of the wheels, its purpose is to determine the rotation speed and in some cases the direction of each of them,
sending this information to the ABS system control unit. If the ABS system control unit detects
that there is a significant decrease in speed in one or more wheels, which could cause the locking of the
same, intervenes quickly by modulating the braking pressure of each wheel individually. From this
This way, it prevents the wheels from locking up and ensures a safe braking, allowing the driver to...
maintain control of the vehicle.

The information provided by the speed sensors is used by other systems of the vehicle, such as
gearboxes, navigation systems, GPS, the TCS system, ASR (Traction Control Systems)
the chassis control systems, the ESP (Electronic Stability Program) system or the hill start control
of earrings between others.
Given the constant development of these sensors, we can currently find different designs.
depending on the needs for accuracy, size, and strength.

We will divide the Types of Sensors into two General Groups:

1. Liabilities.
2. Assets.

Passive ABS Sensors (Inductive)

Passive ABS sensors are distinguished by being always associated with a tone wheel or toothed wheel.
they tend to be larger, have less precision, and do not start working until the wheel reaches a
minimum determined rotational speed (approximately 30Km/h).

Permanent magnet.
2. Sensor body.
3. Iron core.
4. Coil.
5. Iron between.
6. Gear wheel.
They consist of a coil surrounding a magnetic core and a permanent magnet. The magnetic flux that is
produced between the teeth and the valleys of the wheel, induce a sinusoidal tension that is proportional to the
speed of the variations detected by the sensor.

The tension varies depending on the rotational speed and the distance to the gear (clearance) both in
frequency as in amplitude. Those variations cause the signal we obtain to be of the alternating type:

Active ABS Sensors

Active sensors can be associated with tone wheels (toothed) or tracks with magnetic encoders.
Depending on the type of sensor, active ABS sensors are named as such because they require power.
(+.-) since the module ABS for to start a to work.
The signal we obtain from the sensor is square in type, whose frequency is proportional to the rotation speed.
of the wheel. The amplitude of the signal does not depend on the speed and also due to the detection technology
It is possible to read it from 0 km/h.

ABS Hall Sensor.

These sensors are very accurate and must be installed with great precision. It consists of a semiconductor,
associated with an electronic circuit that protects the sensor from possible voltage spikes and a permanent magnet.
The operating principle is based on the Hall effect, which consists of the generation of a transverse voltage.
(Hall effect) to the direction of the current in a conductor, when a perpendicular action is applied to it.
of a magnetic field.
 Cogwheel.
2. Connector.
3. Type of signal.
Permanent magnet.
Magnetic field.
6. Sensor Hall.

A permanent magnet integrated behind the Hall sensor creates a magnetic field that enters the Hall sensor and
the gear. If the gear is rotating, the magnetic field changes, the sensor measures the change in the
field y deal the changes through a signal rectangular.
The signal does not depend on speed, therefore the detection of the signal is highly reliable even at 0 km/h.

ABS Hall sensor with Magnetic Encoder Ring.

It shares the principle of the gear wheel, however the variation of the magnetic field occurs due to the
change of polarity of a wheel rebellious for sections disco encoder).
For this specific case, the Hall sensor does not have any permanent magnet integrated. This allows for the construction
the sensor with very small dimensions. Normally, the magnetized disc is integrated into the bearing of the
wheel in order to reduce space.

Encoder disc.
2. Hall Sensor.
3. Sensor body.

AMR magnetoresistive sensor.

Magnetoresistive sensors are practically insensitive to their position, allowing them to be able to
to place at greater distances from the encoder disk and still transmit a reliable signal.
The sensor is mounted above the magnetic encoder and measures the magnetic field transversely.
image up or down, depending on the direction of the turn). With this change, the can be determined
speed and the direction of rotation.
The principle that explains this phenomenon is a quantum effect produced by layers of ferromagnetic material and
non-ferromagnetic, meaning the resistance increases greatly or decreases greatly depending on the magnetic field.

1. Sensor.
2. Variations of resistance.
3. Encoding disk.
4. Magnetic field

Diagnosis of ABS Sensors:

1. Visually check the status of the sensor:

When diagnosing, check the exterior body, the connector and its cables, as well as their fastenings, making sure to
in good condition, also check if the sensor shows any cracks or dents that could have damaged it.
Inspections in search of:

Cracks or breaks.
Stresses caused by mechanical stress.
Deformations and dents.
Sensor overheating.
Cable break due to friction or excessive vibration.
Check the bearing assembly ensuring the position of the coded disk.
Check the gear for contamination, deformations, and number of teeth.
Check the disk encoded by contamination.
Check the gap (INDUCTIVE).

2. Diagnosis with diagnostic equipment (scanner).

With the help of a diagnostic team, locate the speed parameter of the respective wheel for
determine if the unit receives a signal from the sensor or if it is intermittent, for this, perform one of the following tests:

Dynamic test on the road.

Turning the respective wheel with the engine off and the vehicle fully raised.

Note: verify that the number of pulses from the encoder disk or gear wheel as applicable is
the same for all wheels, it can be altered after a repair by using a part number
wrong.
Important: some vehicles with all-wheel drive systems or equipped with anti-skid systems (ASR)
they can move the vehicle even with the wheel raised (Blocked) causing an accident.

3. Diagnosis using electrical-electronic measurement tools:

Passive type sensor:

Check the resistance of the sensor winding.

Check the insulation of the positive and ground or short circuits.
Check the signal with the help of an oscilloscope.

Active type sensor:

Check the signal using an oscilloscope.

Important: do not check the active ABS sensor by measuring resistance at its terminals, there is the
possibility of damaging the electronics it contains.

Symptoms of Sensor Failure:

ABS warning light is on.

Wheel locking during normal braking (only in cars with electronic brake distribution)

ECU control unit

The ECU is responsible for processing the signals sent by the sensors of each wheel. It is the brain of the
ABS system. Receives information from the sensors and sends signals to the ABS valves and the hydraulic unit for the case
of hydraulic brake systems. There are ECUs for cabin-mounted applications or for mounting on the chassis.

The operating system of the ECU starts with the information received from each sensor, which is processed in
parallel using microcomputers. In case of inequality of the information received between the sensors,
the ECU assumes that there is a risk of wheel lock and initiates the braking regulation process, that is,
activate the ABS.
 The response or output from the ECU is amplified to serve to activate the solenoid valves and
the hydraulic unit.

In addition, the ECU is used for diagnosis, from a dual perspective:

On the one hand, the ECU performs autonomous actions that it uses for verification tasks.
peripherals and their own functioning, that is, self-diagnosis;

on the other hand, it refers to the possibility of accessing the information or status of the system from
the exterior, that is, the external diagnosis made by a mechanic using the diagnostic device.

The self-diagnosis process is an automatic process performed by the ECU and is used for:

check the status of your peripherals;

be able to adopt a pace, depending on some type of detected failure;

the ECU has internal memory that allows storing detected faults that enable
a subsequent intervention. Any detected fault is permanently recorded in the
ECU, even if there is no power supply.

Every time the vehicle is started, the ECU performs a certain number of tasks to check the
system status. The checks performed are mainly:

internal tests of the ECU itself;

tests with their peripherals: power supply, solenoid valve relay, sensors;

interfaces to the outside.

If no faults are detected in the system after these initial verification tests have been carried out,
the phase ends with the failure warning light turning off after a couple of seconds, approximately.

However, when the vehicle is in motion, the ECU continues to carry out other types of self-
controls, some are carried out permanently and others require certain conditions of
specific operation (of minimum cruise speed…), in any case, all these tests are carried out
simultaneously and continuously.
 HCU (Hydraulic Control Unit)
In operation mode, change the liquid ducts to control the liquid pressure of the cylinders.
of the wheel. In response to the instruction received from HCU, it is also part of the liquid conduit of
brakes that extend from the master cylinder to the wheel cylinders, along with the pipes.
The hydraulic group or hydraulic unit is a set formed by motor-pump, eight solenoid valves, four of
admission and four escape, and an accumulator for the low-pressure hydraulic fluid. Next,
they expose the most important characteristics of each of them:

Solenoid valves

They are composed of a solenoid and a movable armature that performs the opening functions.
and closure. The resting position is secured by the action of a built-in spring. All entries
And the outputs of the solenoid valves are protected by some filters.

In order to reduce brake pressure, a non-return valve is incorporated into the valve.
of admission. The valve opens when the brake pump pressure is lower than the pressure of
stirrup, for example, when you stop braking while the ABS is functioning.

The braking circuit is equipped with two admission solenoid valves that are open at rest and two
closed escape solenoid valves at rest. It will be the separate or simultaneous action of the
solenoid valves that will allow for pressure modulation in braking circuits.

Pump-motor unit

It consists of an electric motor and a double circuit hydraulic pump, controlled by

the ECU. The function of this unit is to reject the brake fluid during the regulation phase from
the pistons to the brake pump. When the hydraulic system operates, the driver notices it because
A slight movement of the brake pedal occurs.

Basically, the operating scheme of this hydraulic unit is based on transforming the
rotational movement of the electric motor in an alternating movement of the two pistons that make up
the hydraulic pump, according to the principle of the crank-slider.
 Low-pressure accumulator

During the operation of the ABS system, it receives the brake fluid that passes through the solenoid valve.
escape. The pressure level required for filling the low-pressure accumulator must be the
sufficiently low not to interfere with the necessary pressure drop during the regulation phase, but
high enough to overcome the setpoint of the pump's inlet valve.

The average flow discharged by the pump must be less than the maximum volume supplied in
low pressure situation.