ANTI-LOCK BRAKING SYSTEM (ABS) WITH

TRACTION CONTROL SYSTEM (TCS)

EXPERIMENT MANUAL
MODEL: BS-ABS-3

Anti-Lock Braking System Trainer Experiment Manual / BS-ABS-2

3
BASIC THEORY
This chapter is begun by introducing the braking system and its components. After
introducing the braking system, the theory goes on to Anti-lock Braking System (ABS)
and its components. At the end of the chapter, questions about ABS are discussed.

3.1. BRAKING SYSTEM

Braking systems have the task of reducing the speed of a vehicle, bringing it to a halt or
holding it stationary if it is at a standstill. Braking systems are thus essential for the
operation of a motor vehicle and its safety in road traffic.
All braking systems of a vehicle form the braking equipment as a whole. Braking systems
can be classified according to their use and the type of energy used.
3.1.1. Classification according to the use
On the basis of legal regulations, the braking equipment in vehicles is subdivided into
three braking systems:
1.
Servicing
Braking
System
On the one hand, the service braking system (foot brake) reduces the speed of the vehicle
or keeps it constant when driving down hill and, on the other, brings the vehicle to a halt.
The system serves for normal operation of the vehicle. It can be operated gradually by the
foot and acts on all four wheels.
2.
Parking
Brake
System
The parking brake system (hand brake) is the third system in the braking equipment
installation. It must hold the vehicle stationary, even on a slope and in the absence of
the driver. For safety reasons, there must be a continuous mechanical connection between
the control device and wheel brake in the parking brake system, e.g. by means of a rod
linkage or brake cable assembly. The parking brake system is actuated from the
driver seat, normally by means of a hand brake lever or, in some vehicles by means of
a foot pedal. This braking system can be operated gradually and acts on the wheels of only
one axle.
3.1.2. Classification in accordance with type of energy used
Depending on whether a braking system is operated completely, partially or not at all by
muscular energy, a distinction is drawn between:
.
Muscular
Energy
Braking
System
In this system, which is fitted in passenger cars and on motorcycle, th e active muscular
energy on the foot pedal or hand brake lever is transmitted to the brakes either mechanically
(by rod linkage or brake cable) or hydraulically.
Energy Assisted Braking System
Energy assisted braking systems are fitted in passenger cars and light commercial vehicle.
This system boosts the muscular energy in the brake booster by means of an auxiliary force
generated by vacuum or a hydraulic fluid. The force is transmitted hydraulically to the wheel
brakes (Figure 3.1.1.)

Anti-Lock Braking System Trainer Experiment Manual / BS-ABS-2

Figure 3.1.1. Example of energy assisted braking system of a passenger car.

1 Brake Pedal, 2 Vacuum Brake Booster, 3 Tandem Master Cylinder, 4 Brake Fluid Reservoir, 5 Disc
Brake
(Front), 6 Braking Forces Proportioning Device, 7 Drum Brake
(Rear).

Non-muscular Energy Braking (Power) System

The Non-muscular energy braking systems generally used in commercial vehicles are
occasionally used in large passenger cars and in passenger cars with integrated ABS. Here,
the service brake is operated exclusively by non-muscular energy.
The system operates with hydraulic energy (based on fluid pressure) and with hydraulic
transmission. The hydraulic fluid is stored in energy accumulators in which gas (mostly
nitrogen) is compressed. The gas and fluid are separated from each other by an elastic bladder
(bladder accumulator) or a piston with a rubber seal (piston accumulator). A hydraulic pump
generates the fluid pressure, which is always in equilibrium with the gas pressure in the
energy accumulator. A pressure regulator switches the hydraulic pump to idle operation as
soon as the maximum pressure is reached.
The hydraulic fluid has the advantage that it is considered to be incompressible in practical
application, i.e. it does not change its volume when it is exposed to pressure. Consequently,
small quantities of hydraulic fluid can transfer high pressures and the brake assemblies are
characterized by being compacted and small sized. However, a disadvantage is that hydraulic
fluid can leak if the system is not sealed, which finally leads to exhaustion of the energy
medium.

Anti-Lock Braking System Trainer Experiment Manual / BS-ABS-2

3.1.4. Braking mechanics

According to the definition in the standard, the term braking mechanics covers all
phenomena occurred between the start of actuation of the (brake) control device and the end
of braking. The braking mechanics are characterized by different phases (Figure 3.1.2):

Figure 3.1.2. Deceleration during braking

t0
t1 -t0
t1-t1

Start of Braking
t1-t0
Initial response time t3 -t2
Pressure build up time t4 -t1

Response and build up time

Portion of mean fully developed deceleration
Active braking time

Actuating time t0
The start of part movements of the control device (on which the control force acts)
starts.
Initial response time t1-t0
Elapsed time between the moments when the component of control device (on
which the control force acts) starts to move and moment when the braking force
takes effect.
Build up time t1-t1
Elapsed time between the moments when the braking force takes effect and the
moment when this force reaches a certain value (corresponds to 75% of the brake
pressure).
Total braking time t4-t0
Elapsed time between the moment when the control device component (on which
the control force acts) starts to move and the moment when the braking force
ceases. If the vehicle stops before the braking force ceases, the time of the
movement end constitutes the end of the total braking time.
Active braking time t4-t1
Elapsed time between the moment when braking force takes effect and the moment
at which it ceases. If the vehicle stops before the braking force ceases, the time of
movement end constitutes the end of the active braking time.
Section of the mean fully developed deceleration t3-t2
Mean value of the deceleration in a section of the fully developed deceleration.

Anti-Lock Braking System Trainer Experiment Manual / BS-ABS-2

3.1.5. Physical principles

Every body attempts to either remain in its rest condition or to preserve its state of movement.
Force must be expanded or transmitted in order to cause a change in the respective state. If an
attempt is made to brake in a curve on an icy road, for example, the vehicle slides on straight
ahead without becoming noticeably slower or reacting to steering movements.
Forces, which act on a moving vehicle, are: gravity, air force (air resistance) and tire force
(rolling resistance).
A desired movement or change in a movement can be achieved in a specific way only by
means of the tire force. The tire force consists of the following components (Figure 3.1.3):
Peripheral force FU caused by the drive.
Lateral force FS caused by the steering.
Normal force FN as a result of the vehicle weight.

FN
FU
FS

Figure 3.1.3. Tire Force

Normal Force
Peripheral Force (Positive: Driving Force, Negative: Braking)
Lateral Force

The peripheral force FU acts on the road plane and allows the driver to accelerate the car
using the accelerator pedal and to brake it using the brake pedal. The lateral force FS, which is
perpendicular to FU, transfer the steering movement to the road and causes the vehicle to turn.
The normal force FN is determined by the weight of the vehicle and its load, i.e. it is the
weight component acting perpendicularly on the road. The degree to which the forces can
actually come into effect depends on the condition of the road and tires and on the weather
conditions, i.e. on the friction force between the tires and road surface.
The safety systems of the ABS (anti-lock braking system) make optimum use of this
available friction adhesion.

3.1.6. Friction force

The friction force FR is proportional to the normal force
FN:
FR = B x FN
The factor B is the braking force coefficient (or coefficient of friction or adhesion
coefficient). It describes the characteristics of the different tire/ road material pairings and
all influences to which these pairings are exposed. The braking force coefficient is
thus a measure of the transferable braking force. For vehicle tires, the braking force
coefficient reaches its maximum values on a dry and clean road surface and its
lowest on ice. Intermediate media such as water and dirt reduce the baking force coefficient.
Example:
Road condition
Dry
Wet
Icy

Braking force coefficient B

0.1 1
0.2 0.65
0.005 0.1

The braking force coefficient depends greatly on the speed. This applies I particular on wet
road surfaces. When braking at high speeds, and under certain road conditions, the wheels
may lock if the braking force coefficient is so low that the adhesion of the wheels to the
road surface can no longer be maintained. If a wheel locks, it ceases to transfer lateral
forces and the vehicle can no longer be steered.
Slip
When a wheel rolls under the effects of driving or braking forces, complex physical
phenomena occur in the contact area of the tire with the road. The rubber elements of the tire
become distorted and exposed to partial sliding movements, even if the wheel has not yet
locked. This slip can be generated either by the tire's rotational speed being greater or less
than the vehicle speed . The measure of the sliding component of the rolling movement is the
slip :
= (VF-VU)/ VF
where VF is the vehicle speed and VU the circumferential speed of the wheel (Figure 3.1.5).
a) Freely rolling wheel, b) Brake wheel
VF: Vehicle speed at the wheel center
point M, VU: Peripheral wheel speed. The
angle of rotation becomes less per time
unit for the braked wheel (slip).
Figure 3.1.5. Rolling movement of the wheel

The formula state that brake slip occurs as soon as the wheel start s to rotate or slow down its
speed which corresponds to the driving speed. Braking force can be generated only in this
condition (an analog situation to acceleration).
Braking force coefficients often shown as a function of brake slip, may possess different
values, depending on the road conditions.

3.3. ANTI-LOCK BRAKING SYSTEM (ABS)

Development in the field of passenger-car brakes has led to efficient and reliable braking
systems which can decelerate cars optimally even at high speeds. The systems permit a car to
be braked reliably and rapidly or brought to a halt under normal road conditions. If on the
other hand, driving conditions are critical (wet or slippery road, sudden shock reaction of the
driver as the result of an unforeseen obstacle, incorrect behavior of other road users etc.), the
wheels may lock during braking, with the result that the vehicle can no longer be steered and
starts to skid, and may even leave the road.
In such a situation, the anti lock braking system ABS intervenes. It immediately recognizes
any tendency of one or more wheels to lock and instantaneously ensures that the brake
pressure is kept constant or reduced. The vehicle is steerable, it remains stable and it is
optimally braked. Because it helps the driver to master difficult braking situations (Figures
3.3.1a and 3.3.1b), ABS thus makes a decisive contribution to road safety.

(a)

(b)
Figure 3.3.1. Braking effect

(a) Braking effect without ABS. The tracks show that the wheels have locked and the vehicle has
broken away.
(b) Braking effect with ABS. The vehicle retains full steer ability and keeps to its course event of
panic braking.

3.3.1. Demands on ABS

ABS must satisfy extensive requirements. This applies particularly to all safety requirements,
which relate to braking dynamics and brake-assembly engineering:
The braking control system must guarantee stability and steer ability under all road
conditions (which can range from a dry road providing good grip to a road covered with
ice).
ABS must optimally exploit the braking capability of the wheels on the road, whereby
driving stability and steer ability have priority over reduction in the braking distance. It
must be irrelevant whether the driver slams on the brakes abruptly or slowly increases
the brake pressure up to the locking limit.
The braking control system must operate throughout the whole of the speed range
vehicle right down to walking pace. If the wheels lock at this low speed, the remaining
travel of the vehicle until it comes to a halt is uncritical.
The braking control system must adapt itself quickly to change in road adhesion, e.g. on
dry road with occasional patches of ice, the possible locking of the wheels must be
restricted to such short periods that driving stability and steer ability are not impaired.
On the other hand, maximum use must be made of the adhesion on the dry part of the
road.

3.4. ABS COMPONENTS

3.4.1. Wheel-speed sensors
The wheel-speed sensors (Figure 3.4.1) signal the wheel speed to the ECU. The pole pin (5)
of the wheel-speed sensor is surrounded by a winding (4) and is located directly over the
sensor ring (6), a gear wheel, which is attached to the wheel hub (in special cases, the wheelspeed sensor is installed in the differential). The pole pin is connected to a permanent magnet
(2) whose magnetic field extends into the sensor ring. When the ring rotates, the pole pin is
faced alternately by a tooth and a tooth gap. Consequently, the magnetic field
changes repeatedly and induces a voltage in the winding, which is tapped off at the winding
ends. The frequency of the voltage serves as an exact measure for the wheel speed.

Figure 3.4.1. Wheel speed

sensor a) DF2, b)
DF3

There are different pole-pin shapes for the different installation conditions close to the sensor
ring. The chisel-type pole for radial installation perpendicular to the sensor ring is most
widespread. The rhombus-type pole for axial installation is positioned tangentially with
respect to the sensor ring. Both pole-pin types must be aligned exactly to the pulse ring
when installed, although this is not necessary for the round pole pin. However, the pulse
ring must have a sufficiently large diameter or correspondingly less teeth.
In order to guarantee faultless signal detection, wheel-speed sensor and sensor ring are
separated from each other only by a closely tolerated air gap of approx. 1 mm. In addition,
sturdy mounting of the wheel-speed sensors ensures that vibrations in the area of the wheel
brake do not falsify the wheel-speed sensor signals. The wheel-speed sensors are greased
before installation because they are exposed to dirt and splash water when installed.
3.4.2. Electronic control unit (ECU)
The ECU receives, amplifies and filters sensor signals, as well as measuring and
differentiating speeds. From this data, it calculates the brake slip and peripheral
wheel deceleration and acceleration.
3.4.3 Hydraulic modulator
The hydraulic modulator converts the ECU commands and, independently of the driver, uses
them to control the pressures in the wheel brakes via solenoid valves. It acts as the hydraulic
link between the brake master cylinder and the wheel-brake cylinders and is located in the
engine compartment so that the hydraulic lines to the brake master cylinder and to the
wheel- brake cylinders can be kept short.

3.5. TRACTION
(TCS)

CONTROL

SYSTEM

What is traction, and what does traction control do on my car while I drive? Traction is the
grip that your cars tires have on the road, which is needed to accelerate, turn and brake.
If your car, or more specifically, your tires have little or no grip; your car will not
accelerate, turn or brake and will skid. Traction control devices in the car will help prevent
this loss of grip so your tires will have traction to accelerate, turn and brake.
The intervention can consist of any, or all, of the
following:
1. Retard or suppress the spark to one or more cylinders
2. Reduce fuel supply to one or more cylinders
3. Brake one or more wheels
4. Close the throttle, if the vehicle is fitted with drive by wire throttle.
5. In turbo-charged vehicles, the boost control solenoid can be actuated to reduce boost
and therefore engine power.
3.5.1.
Electronic
Traction
Control
Enter electronic traction control in modern vehicles, traction-control systems utilize the
same wheel-speed sensors employed by the anti-lock braking system. These sensors
measure differences in rotational speed to determine if the wheels that are receiving power
have lost traction. When the traction-control system determines that drive wheels is
spinning more quickly than the others, it automatically "pumps" the brake to that wheels to
reduce its speed and lessen wheel slip. In most cases, individual wheel braking is enough to
control wheel slip. However, some traction-control systems also reduce engine power to the
slipping wheels. On a few of these vehicles, drivers may sense pulsations of the gas pedal
when the system is reducing engine power much like a brake pedal pulsates when the antilock braking system is working

Figure. 3.5.1. The Traction Control System shares some ABS components to control braking
function

Spinning tires during hard acceleration may be dramatic, but it is the slowest way to get to
your desired speed. Using the cars ABS speed sensors at the wheels, the Traction
Control computer compares the drive wheels speed to the cars road speed. If there is a
loss of grip
event during acceleration, there are a number of ways that the Traction Control slows the
drive wheels so they can regain grip. The most common method is to use the braking system.
When the drive wheels lose grip, the ABS computer can apply the brake to the wheel that has
lost grip to slow it down so it can regain grip. Another method for slowing the slipping
wheels is to reduce the amount of power applied to them. The computer will electronically
modify the amount of fuel entering the engine and/or use the transmission to slow the drive
wheels so they can regain grip.

ABS with TCS Trainer Experiment Manual / BS-ABS-3

2.5. Safety Precautions

1. Do not connect the jumper into any test points because it could damage the electronic
system.
2. Do not make Short-circuit on electrical connections and always make sure the polarity is
correct before running the system.
3. Follow the procedures when doing the experiments.
4. Disconnect the power plug from AC source and 12VDC regulated power supply terminal
when the experiment is done.

5
EXPERIMENT

ABS with TCS Trainer Experiment Manual / BS-ABS-3

5.1. NORMAL BRAKING
OBJECTIVE
Upon completion of this experiment the students should be able to explain how the normal
braking system works (without ABS) and the students should be able to understand the
working principle of main braking components such as electric hydraulic brake booster, brake
master cylinder, disc brake, and brake fluids.
EQUIPMENT
1. Anti-Lock Braking System (ABS) with TCS Trainer (BS-ABS-3)
2. Experiment manual
PROCEDURES
1. Prepare the ABS with TCS trainer for doing the experiment.
2. Make sure you have completed all operation procedure in Chapter 4.
3. Switch ON the Power Switch on instrument and control panel, at the same time observe
the pressure gauge G5(MC).
Note: This trainer uses ABS/TCS hydraulic brake booster for replacing the conventional
type vacuum brake booster. The electric pump is pumping brake fluid to produce high
pressure on the accumulator. The pressure range is 1500-2700 Psi. Observe Figure
below for becoming more familiar with the ABS/TCS electric brake pump module and
master cylinder.

Figure.5.1-1. ABS hydraulic brake booster and ABS/TCS actuator unit

4. Make sure the wheel is not turning and all electric motors are in stop condition.
5. Apply braking system by pressing the brake pedal. Observe each slave cylinder
pressure at the pressure gauge next to the corresponding wheel and record the readings.
The pressure at front left (FL) wheel slave cylinder (G1) is .. psi
The pressure at front right (FR) wheel slave cylinder (G2) is .. psi
The pressure at rear left (RL) wheel slave cylinder (G3) is
.. psi
The pressure at rear right (RR) wheel slave cylinder (G4) is .. psi
The pressure at the master cylinder (ABS hydraulic brake booster) (G5) is .. Psi.
6. Release the brake.
7. Observe the pressure gauges reading. Is there any pressure showing at the gauges?
.......................
8. Is there any relationship between the individual pressure at the slave cylinder and the
master cylinder pressure? .

ABS with TCS Trainer Experiment Manual / BS-ABS-3

5.2. SUDDEN BRAKING WITH AND WITHOUT ABS
OBJECTIVE
Upon completion of this experiment the students should be able to explain the function of
ABS to prevent rapid deceleration that caused by sudden braking or panic breaking.
EQUIPMENT
1. Anti-Lock Braking System Trainer with Traction Control System (BS-ABS3)
2. Experiment manual
PROCEDURES
1. Prepare the ABS trainer with TCS for this experiment.
2. Make sure you have completed all operation procedure in Chapter 4.2.
3. Observe the instrument and control panel, switch On the power switch make sure the
illumination light is lit and voltmeter reading approximately 12VDC.
4. Set the ABS/TCS Switch to Off position.
5. Observe REAL MODE on instrument and control panel. Press ENTER MODE button
and then choose the operation mode road condition for dry asphalt road simulation.
6. Press RESET button.
7. Adjust VEHICLE SPEED knob adjuster on the control panel until wheel speed indicator
seven segment display indicates approximately 80 km/h.
8. Apply sudden braking and hold the brake pedal until the braking distance is no
longer increasing (all wheels stop).
9. Observe the pressure gauge readings!
Was there any pressure shown at G1? ..
Was there any pressure shown at G2? ..
Was there any pressure shown at G3? ..
Was there any pressure shown at G4? ..
Was there any pressure shown at G5? ..
10. Release the brake.
11. Let the wheels rotate to the set up initial speed. This time observe the serration that
represents the vehicle wheel. Apply sudden braking again. As soon as the wheel stop,
observe the 7-segment display. The wheels stop before the 7-segment displays the final
stopping distance for the braking simulation. This indicates that without ABS all four
wheels are locked up and the vehicle is still running and the car is in slip condition and
steering is no longer possible. The final stopping distance is meter
12. Release the brake.
13. Set the display mode to see the braking time.
14. Make sure that all wheels are turning according to the speed setting controller.
15. How long was the braking time to decelerate from 80 km/h to 0 km/h? .. seconds
At this stage you have finished the method of braking the wheels without ABS (ABS OFF).
On the next procedures you will have another method to brake the wheels by using ABS
system (ABS ON).
16. Turn on the ABS by switching the ABS/TCS Switch to On position. The ABS/TCS
Warning Lamp should be On for a second and then Off. If the ABS/TCS warning light
remains glowing then it means some errors occur in the ABS/TCS system.
17. Make sure no error is detected on ABS and TCS system, if necessary press (RST) reset
button on the fault simulator system to make sure no error is active.
LABTECH

111

ABS with TCS Trainer Experiment Manual / BS-ABS-3

18. Apply sudden braking and hold the brake pedal.
19. Did you have the same result as braking without ABS? ..
20. What is the stopping distance?
21. How long the braking time to decelerate from 80 km/h to 0 km/h? ..
22. During the braking time the ABS modulator control the pressure at the wheel calipers to
prevent the wheel from ... condition.
23. Did you feel the pulsation on the brake pedal when the ABS was working? .................
Please explain your answer
.........................................................................................................................................
.........................................................................................................................................
24. Repeat step above in variation of operation mode (WET ASPHALT and ICY / SNOWY).
25. After finishing the experiment, turn Off the Power Switch on the control panel.
26. Turn Off the DC-regulated power supply, AC Power Supply and MCB respectively.
27. Disconnect power cable trainer, return the equipment to respective place and clean up
your working area.

LABTECH

112

5.3. BRAKING
ROAD

IN

DRY

ABS with TCS Trainer Experiment Manual / BS-ABS-3

ASPHALT

OBJECTIVE
Upon completion of this experiment the students should be able to explain the behavior of
ABS when braking on dry asphalt road surface.
EQUIPMENT
1. Anti-Lock Braking System Trainer with Traction Control System (BS-ABS-3)
2. Experiment manual
DISCUSSION
Experiments 5.8 to 5.10 will simulate the differences of Braking Time and Stopping Distance
in variation of road conditions such as dry asphalt, wet asphalt and icy/snowy by using ABS
System (ABS ON).
The related equations can be described in the Equations 5.7 and 5.8 as follows,
Vehicle speed = Vo (a x t)

(5.7)

where:
Vo: Initial speed before braking (km/hr)
a: acceleration/deceleration (ft/m)
t: time iteration (ms)
Wheels speed = Vehicle speed x (1 - slip)

(5.8)

Note:

The value of coefficient a are; 9.8 for dry asphalt, 4.9 for wet asphalt, and 2.45 for
icy/snowy

Slip values (%) are 0.05, 0.1, 0.15, 0.2.

Slip values are limited to 0.2 due to possibility of uncontrollable wheel speed if the value
more than 0.2. As mentioned in the Experiment 5.5, the function of the ABS system is to
limit the slip near to the maximum value for the road conditions. This is basically done by
limiting the braking force to each wheel to maintain the wheel speed within range of 80% of
the vehicle speed when braking occurs.
PROCEDURES
1. Prepare the ABS trainer with TCS for this experiment.
2. Observe the control panel and turn On the Power Switch and ABS/TCS Switch. Also set
Diagnostic Switch to normal position and set the TCS Switch to the Off position.
3. Set the ABS trainer at Real Mode position
4. Make sure all the electric motors are in stop condition by pressing Enter Mode.
5. Set at Dry Asphalt road surface by pushing the corresponding button. Press the Reset
Button.

LABTECH

113

6. Set the initial speed approximately 70 km/hour and let the wheels speed up to the initial
speed.
7. Observe that the wheels are accelerating to achieve a simulation of a vehicle running at 70
km/h.
8. Make sure the ABS/TCS is in On position. Apply sudden full braking and hold the brake
pedal.
9. Observe the pressure gauges, feel the pulsation on the braking pedal.
10.The four wheel start to decrease in speed, observe the 7-segment display to monitor either
the braking time or the stopping distance.
When the wheels stop, write down the braking time and stopping distance.
Braking time
= seconds
Stopping distance = meters
Release the brake.
11.Set the initial speed approximately 150 km/hour
12. Let the wheels speed up to the initial speed.
13. Apply sudden full braking and hold.
14. Observe the pressure gauges, feel the pulsation on the braking pedal.
15. The four wheel start to decrease in speed, observe the 7-segment display to monitor
either the braking time or the braking distance.
When the wheels are stop, write down the stopping time and braking distance.
Stopping time
= seconds
Braking distance = meters
Release the brake.
16. Was there any difference in stopping distance and braking time for two different
initial
speeds?
..............................................................................................................................
17.
Explain
your
answer!
..........................................................................................................................................
..........................................................................................................................................
On the next procedures you will use the Anti-lock Braking System with TCS (BS-ABS-3)
software to investigate Vehicle speed graph, Wheel Speed graph, and Slip Ration graph
for braking in wet asphalt road.
18.Make sure you have been familiar about how to use Anti-Lock Braking System with
TCS trainer (BS-ABS-3) software in Chapter 2.7.
19.Plug USB cable from BS-ABS-3 trainer into your PC USB connector
20.Open desktop screen and double click the icon of Anti-Lock Braking System Trainer
(BS-ABS-3).
21. Make sure the 7-segment display is in BRAKING TIME position on the instrument and
control panel.
22. Repeat steps 5 10 above.
23.Apply full sudden braking and hold. When the four wheels start to decrease in
speed, observe your PC screen to monitor the vehicle speed graph, wheel speed
graph, and slip ratio.
24. Compare the result of braking time in the control panel and time stamps in the BS-ABS-3
software.
Braking Time
= ............ seconds (7-segment display)
Time stamps
= ............ seconds (software)
Release the brake.

25. Investigate the relationship between the vehicle speed (blue line) and the wheel speed (red
line).
.........................................................................................................................................
.........................................................................................................................................
.........................................................................................................................................
.........................................................................................................................................
26. Describe the characteristic of the relative ratio!
.........................................................................................................................................
.........................................................................................................................................
.........................................................................................................................................
.........................................................................................................................................
27. Write your conclusion from this experiment and consult with your instructor.
28. Turn Off the Power Switch on the control panel.
29. Turn Off the DC-regulated power supply, AC power supply and MCB respectively.
30. Disconnect power cable trainer, return the equipment to respective place and clean up
your working area.

5.4. BRAKING IN WET ASPHALT ROAD

OBJECTIVE
Upon completion of this experiment the students should be able to explain the behavior of
ABS when braking on wet asphalt road surface.
EQUIPMENT
1. Anti-Lock Braking System Trainer with Traction Control System (BS-ABS-3)
2. Experiment manual
PROCEDURES
1. Prepare the ABS trainer with TCS for this experiment.
2. Observe the control panel and turn On the Power Switch and ABS/TCS Switch. Also set
Diagnostic Switch to normal position and set the TCS Switch to the Off position.
3. Set the ABS trainer at Real Mode position.
4. Make sure all the electric motors are in stop condition by pressing Enter Mode.
5. Set at Wet Asphalt road surface by pushing the corresponding button. Press the Reset
Button.
6. Set the initial speed approximately 70 km/hour.
7. Let the wheels speed up to the initial speed.
8. Observe that the wheels are accelerating to achieve a simulation of a vehicle running at 70
km/h.
9. Make sure the ABS/TCS is in On position. Apply sudden full braking and hold the brake
pedal.
10. Observe the pressure gauges, feel the pulsation on the braking pedal.
11. The four wheel start to decrease in speed, observe the 7 segment display to monitor either
the braking time or the stopping distance.
When the wheels stop, write down the braking time and stopping distance.
Braking time
= seconds
Stopping distance = meters
Release the brake.
12. Set the initial speed approximately 150 km/hour
13. Let the wheels speed up to the initial speed.
14. Apply sudden full braking.
15. Observe the pressure gauges, feel the pulsation on the braking pedal.
16. The four wheel start to decrease in speed, observe the 7 segment display to monitor
either the braking time or the stopping distance.
When the wheels stop, write down the braking time and stopping distance.
Braking time
= seconds
Stopping distance = meters
Release the brake.
17. Was there any difference in stopping distance and braking time for dry asphalt and
wet asphalt
conditions?..................................................................................................................
18. Explain your answer!
............................................................................................................................................
19.Write your conclusion of this experiment and consult with your instructor.
....
............................................................................................................................................
...........................................................................................................................................

5.5. BRAKING IN ICY/SNOWY ROAD

OBJECTIVE
Upon completion of this experiment the students should be able to explain the behavior of
ABS when braking on icy/snowy road surface.
EQUIPMENT
1. Anti Lock Braking System Trainer with Traction Control System (BS-ABS-3)
2. Experiment manual
PROCEDURES
1. Prepare the ABS trainer with TCS for this experiment.
2. Observe the control panel and turn On the Power Switch and ABS/TCS Switch. Also set
Diagnostic Switch to normal position and set the TCS Switch to the Off position.
3. Set the ABS trainer at Real Mode position
4. Make sure all the electric motors are in stop condition by pressing Enter Mode.
5. Set at ICY/Snowy road surface by pushing the corresponding button. Press the Reset
Button.
6. Set the initial speed approximately 70 km/hour
7. Let the wheels speed up to the initial speed.
8. Observe that the wheels are accelerating to achieve a simulation of a vehicle running at 70
km/hour.
9. Make sure the ABS/TCS is in On position. Apply sudden full braking and hold the brake
pedal.
10.Observe the pressure gauges, feel the pulsation on the braking pedal.
11.The four wheel start to decrease in speed, observe the 7 segment display to monitor either
the braking time or the stopping distance.
When the wheels stop, write down the braking time and stopping distance.
Braking time
= seconds
Stopping distance = meters
Release the brake.
12. Set the initial speed approximately 150 km/hour
13. Let the wheels speed up to the initial speed.
14. Apply sudden full braking.
15. Observe the pressure gauges, feel the pulsation on the braking pedal.
16. The four wheel start to decrease in speed, observe the 7-segment display to monitor either
the braking time or the stopping distance.
When the wheels stop, write down the braking time and stopping distance.
Braking time
= seconds
Stopping distance = meters
Release the brake.

Result
Experiment 5.1 (NORMAL BRAKING)
1. Apply braking system by pressing the brake pedal. Observe each slave cylinder
pressure at the pressure gauge next to the corresponding wheel and record the readings.
Pressure (psi)
front left (FL) - (G1)
front right (FR) - (G2)

rear left (RL) - (G3)

rear right (RR) - (G4)
master cylinder - (G5)
2.

After Release the brake, observe the pressure gauges reading. Is there any pressure
showing at the gauges?
.......................
3. Is there any relationship between the individual pressure at the slave cylinder and the
master cylinder pressure? .
Experiment 5.2 (SUDDEN BRAKING WITH AND WITHOUT ABS)

Braking Distance

Without ABS
With ABS

Braking Time

22. During the braking time the ABS modulator control the pressure at the wheel calipers to
prevent the wheel from ... condition.
23. Did you feel the pulsation on the brake pedal when the ABS was working? .................
Please explain your answer
.........................................................................................................................................
.........................................................................................................................................

Experiment 5.3 BRAKING IN DRY ASPHALT ROAD

Speed

ABS/NON ABS

Braking Time

Braking Distance

Speed

PROCEDURES
1. Prepare the ABS trainer with TCS for this experiment.
2. Observe the control panel and turn On the Power Switch and ABS/TCS Switch. Also set
Diagnostic Switch to normal position and set the TCS Switch to the Off position.
3. Set the ABS trainer at Real Mode position
4. Make sure all the electric motors are in stop condition by pressing Enter Mode.
5. Set at Dry Asphalt road surface by pushing the corresponding button. Press the Reset
Button.

6. Set the initial speed approximately 70 km/hour and let the wheels speed up to the initial
speed.
7. Observe that the wheels are accelerating to achieve a simulation of a vehicle running at 70
km/h.
8. Make sure the ABS/TCS is in On position. Apply sudden full braking and hold the brake
pedal.
9. Observe the pressure gauges, feel the pulsation on the braking pedal.
10.The four wheel start to decrease in speed, observe the 7-segment display to monitor either
the braking time or the stopping distance.
When the wheels stop, write down the braking time and stopping distance.
Braking time
= seconds
Stopping distance = meters
Release the brake.
11.Set the initial speed approximately 150 km/hour
12. Let the wheels speed up to the initial speed.
13. Apply sudden full braking and hold.
14. Observe the pressure gauges, feel the pulsation on the braking pedal.
15. The four wheel start to decrease in speed, observe the 7-segment display to monitor
either the braking time or the braking distance.
When the wheels are stop, write down the stopping time and braking distance.
Stopping time
= seconds
Braking distance = meters
Release the brake.
16. Was there any difference in stopping distance and braking time for two different
initial
speeds?
..............................................................................................................................
17.
Explain
your
answer!
..........................................................................................................................................
..........................................................................................................................................
On the next procedures you will use the Anti-lock Braking System with TCS (BS-ABS-3)
software to investigate Vehicle speed graph, Wheel Speed graph, and Slip Ration graph
for braking in wet asphalt road.
18.Make sure you have been familiar about how to use Anti-Lock Braking System with
TCS trainer (BS-ABS-3) software in Chapter 2.7.
19.Plug USB cable from BS-ABS-3 trainer into your PC USB connector
20.Open desktop screen and double click the icon of Anti-Lock Braking System Trainer
(BS-ABS-3).
21. Make sure the 7-segment display is in BRAKING TIME position on the instrument and
control panel.
22. Repeat steps 5 10 above.
23.Apply full sudden braking and hold. When the four wheels start to decrease in
speed, observe your PC screen to monitor the vehicle speed graph, wheel speed
graph, and slip ratio.
24. Compare the result of braking time in the control panel and time stamps in the BS-ABS-3
software.
Braking Time
= ............ seconds (7-segment display)
Time stamps
= ............ seconds (software)
Release the brake.

25. Investigate the relationship between the vehicle speed (blue line) and the wheel speed (red
line).
.........................................................................................................................................
.........................................................................................................................................
.........................................................................................................................................
.........................................................................................................................................
26. Describe the characteristic of the relative ratio!
.........................................................................................................................................
.........................................................................................................................................
.........................................................................................................................................
.........................................................................................................................................
27. Write your conclusion from this experiment and consult with your instructor.
28. Turn Off the Power Switch on the control panel.
29. Turn Off the DC-regulated power supply, AC power supply and MCB respectively.
30. Disconnect power cable trainer, return the equipment to respective place and clean up
your working area.

Discussion
1. Explain how force that is given to the brake pedal is transferred to the slave cylinders,
which push the brake pads to stop the wheels.
2. In the real vehicle that has much bigger mass and inertia than the system used in this
trainer, there is braking components that called hydraulic brake booster. Please explain
the function of the hydraulic brake booster.
3. What will happen if there is air trapped in the hydraulic system?
4. How is the stopping distance & Braking time with and without ABS compared? Explain!
..........................................................................................................................................
.......................................................................................................................................
5. What is the effect of adhesive coefficient of the road surface to the stopping distance
and braking time?
6. What are the factors that influence the braking distance?
7. When the ABS is not used, a sudden braking in wet asphalt surface will result an
adhesive coefficient that are (higher or smaller) than using the ABS, Explain?
8. Write your conclusion of this experiment and consult with your instructor.
..
..
..
..
LABTECH

120

LABTECH

121