ELECTRONIC BRAKING SYSTEM

A SEMINAR REPORT

Submitted by

GURUDATH EV

In partial fulfillment for the award of the diploma

of

MECHANICAL ENGINEERING

HHM JDT ISLAM POLYTECHNIC COLLEGE

CALICUT-12

DEPARTMENT OF TECHNICAL EDUCATION, TRIVANDRUM

FEBRUARY 2018
 HHM JDT ISLAM POLYTECHNIC COLLEGE
BONAFIDE CERTIFICATE

Certified this seminar report on ELECTRONIC BRAKING SYSTEM is a

bonafide work of GURUDATH E V who carried out the seminar work under my
supervision

SIGNATURE SIGNATURE
Head Of Department Supervisor
Department of mechanical engineering Mechanical engineering

Submitted on the public examination held on

…………………………………
REGISTER NO : 15021494

EXTERNAL EXAMINER INTERNAL EXAMINER

 ACKNOWLEDGEMENT

I wish to express my heartiest gratitude to all teachers & mechanical department

for the parental advise in necessary detail regarding in this report. Also thanking
my friends for helping me for the successful completion of my seminar.
 CONTENTS

1. Abstract………………………………………………………………
2. The Need to electronic braking system………………………………

3. History…………………………………..............................................

4. Basic components…………………………………………………..

4.1. System components

a) Braking System ECU

4.2. Brake signal transmitter

4.3. Central module

4.4. Proportional relay valve

4.5. Backup valve

4.6. Axle modular

5. Control unit pressure modular for each wheel……………………….

6. Application…………………………………………………………….

7. Circuit…………………………………………………………………..

8. Advantage of EBS ……………………………………………………..

9. Disadvantage of EBS…………………………………………………..

10. Various type of electronic braking system…………………………….

 10.1. Plugging

10.2. Dynamic braking

10.3. Regenerative braking system

11. The Future…………………………………………………………………...

12. Comparison with air brake…………………………………………………...

13. Comfort……………………………………………………………………….

14. Brake pedal: electronics instead of vacuum………………………………….

15. Conclusion……………………………………………………………………

16. Reference……………………………………………………………………..

Conclusion

ReferencCE
 ABSTRACT

Electronicbrakingsystem(EBS)isanautomobilebraketechnologythatautom
atically varies the amount of force applied to each of a vehicle's brakes,
based on roadconditions, speed, loading, etc. Always coupled with anti-
lock braking systems, EBS can applymore or less braking pressure to
each wheel in order to maximize stopping power whilstmaintaining
vehicular control.Typically, the front end carries the most weight and
EBSdistributes less braking pressure to the rear brakes so the rear brakes
do not lock up and causea skid
THE NEED TO ELECTRONIC BRAKING SYSTEM

Electronic braking system is a combination of EBD AND ABS BRAKING SYSTEMS.

Electronic brakeforce distribution (EBD or EBFD) or electronic brakeforce
limitation (EBL) is an automobile brake technology that automatically varies the
amount of force applied to each of a vehicle's wheels, based on road conditions,
speed, loading, etc. Always coupled with anti-lock braking systems (ABS), EBD can
apply more or less braking pressure to each wheel in order to maximize stopping
power whilst maintaining vehicular control.[1][2] Typically, the front end carries
the most weight and EBD distributes less braking pressure to the rear brakes so
the rear brakes do not lock up and cause a skid.[3] In some systems, EBD
distributes more braking pressure at the rear brakes during initial brake
application before the effects of weight transfer become apparent. Vehicle
wheels may lock-up due to excessive wheel torque over tire–road friction
forces available, caused by too much hydraulic line pressure. The ABS
monitors wheel speeds and releases pressure on individual wheel brake
lines, rapidly pulsing individual brakes to prevent lock-up. During heavy
braking, preventing wheel lock-up helps the driver maintain steering
control. Four channel ABS systems have an individual brake line for each
of the four wheels, enabling different braking pressure on different road
surfaces. Three channel systems are equipped with a sensor for each
wheel, but control the rear brakes as a single unit[4]. For example, less
braking pressure is needed to lock a wheel on ice than a wheel which is on
bare asphalt. If the left wheels are on asphalt and the right wheels are on
ice, during an emergency stop, ABS detects the right wheels about to lock
and reduces braking force on the right front wheel. Four channel systems
also reduce brake force on the right rear wheel, while a three channel
system would also reduce force on both back wheels. Both systems help
avoid lock-up and loss of vehicle control.
 HISTORY

Electronic Braking System is a concept by WABCO. It’s development started in

early 1980’s. EBS achieved full development team strength in early 1990’s.
achived field testing began in the mid of 1990’s.

EBS system containing vehicles production started in 1996. And now it is a

standard product in cars that ariving in Europe.
 BASIC COMPONENTES

SYSTEM COMPONENTS

EBS Evolution is a further “open-structured” development of WABCO EBS. It

offers new functions as well as many lighter weight components. Brake signal
transmitter . Generates an electrical signal and pneumatic back-up pressure from
the driver's pedal actuation Central module
1. Braking system ECU
Electronic Control Unit (ECU) is any embedded system that controls one
or more of the electrical system or subsystems in a transport vehicle.
Types of ECU include Electronic/engine Control Module (ECM), Powertrain
Control Module (PCM), Transmission Control Module (TCM), Brake Control
Module (BCM or EBCM), Central Control Module (CCM), Central Timing
Module (CTM), General Electronic Module (GEM), Body Control
Module (BCM), Suspension Control Module (SCM), control unit, or control
module. Taken together, these systems are sometimes referred to as the
car's computer (Technically there is no single computer but multiple ones.)
Sometimes one assembly incorporates several of the individual control
modules (PCM is often both engine and transmission).[1]
Some modern motor vehicles have up to 80 ECUs. Embedded software in
ECUs continues to increase in line count, complexity, and
sophistication.[2] Managing the increasing complexity and number of ECUs
in a vehicle has become a key challenge for original equipment
manufacturers (OEMs). Examples of such ECUs include:
 Brake signal transmitter

A brake signal transmitter for an electronic braking system produces an

electrical braking requirement signal as well as a mechanically produced
pneumatic braking pressure. The electronic braking requirement signal is
evaluated, together with other measured magnitudes which define the
travel state, in an electronic vehicle control system, and a braking pressure
is produced as a function of this evaluation by a braking pressure
modulator. Following the principle of addition redundancy, the pressure
produced mechanically by the brake signal transmitter is added to the
pressure produced electrically by the brake modulator and the total
pressure represents the braking pressure acting on the brake cylinders. In
the event of failure of the electronic system, the mechanically produced
pressure automatically becomes active as the braking pressure, and
functions as the redundancy pressure. An addition device is provided within
the brake signal transmitter itself, in which the pressure produced
mechanically by the brake signal transmitter and the pressure produced
electrically by the brake signal transmitter are added together. The electric
braking pressure modulator may be part of the brake signal transmitter or,
can be located outside the brake signal transmitter, and the pressure
supplied thereby can be transmitted to the brake signal transmitter.

Central Module

control module is a microprocessor that runs diagnostic checks of a

vehicle’s electrical braking system and processes information from wheel-
speed sensors and the hydraulic brake system to determine when to
release braking pressure at a wheel that’s about to lock up and start
skidding.
Antilock brakes have been available since the 1980s and are standard on
all 2012 model-year and later vehicles because they’re an integral part of
electronic stability control, which has been required since 2012. Antilock
systems prevent skids when braking, and stability control intervenes to
prevent skids even when the brakes aren’t applied.
A dashboard ABS warning light is supposed to come on for a few seconds
every time a vehicle is started, but if it comes on while driving it signals that
the control module has conked out, a wheel sensor has failed or another
problem has developed.
On many vehicles, the brakes should still operate normally when the
warning light is on, but the antilock function won’t work. On some vehicles,
though, braking ability will be reduced if the antilock system malfunctions,
and stability control and traction control (on vehicles with those features)
might also be disabled.
An ABS warning light usually triggers a trouble code that can be read with a
diagnostic tool to help mechanics pinpoint the problem.
 Proportional Relay Valve

Proportional relay valve is used in the electronically controlled braking system to

modulate the braking in pressure on the front axle. It comprises the proportional
solenoid valve, relay valve and pressure sensor.electrical drive and monitoring
takes place via the central module of the hybrid system(electro-
pneumatically/pneumatically)

The control current impressed by the electronic unit is transformed via the
proportional solenoid valve in to a control pressure for the relay valve. the
proportional relay valve’s output pressure is proportional to this pressure. The
pneumatic drive on the relay valve takes place via the brake signal transmitter’s
redundant (back – up) pressure
 Backup Valve

The 3/2 relay valve is used to supply air to and remove air quickly from the brake
cylinder on the rear axle in case of redundancy, and comprises several valve units
which must fulfil the following functions, among others:The redundancy valve
which is installed in the Actros consists in addition to that of a 2/2 way valve
which is energized in any case of ABS. This prevents a involuntary drive through of
the rear axle redundancy pressure during ABS control.

Axle Modulator

The axle modular controls the brake cylinder pressure on the two sides of a single
or dual axle. It contains two independent pneumatic pressure control
channels(channels A& B),each containing one inlet and one exhaust valve ,plus
one pressure sensor ,sharing one electronic control unit, desired pressure definition
and external surveillance take place via the central module.

Moreover,wheel rotation speed is measured and

evaluated via two speed sensors. The index pressure and external monitoring
functions are provided by the central module . in addition , two speed sensors
monitor and evaluate the wheel speeds

The axle modular has an additional connection for a redundant

pneumatic braking circuit . a two way check valve on each side drive the higher

pressure(electro pneumatic or redundant)through to the brake cylinder

CONTROL UNIT: PRESSURE MODULATORS FOR EACH WHEEL

The central control unit under the bonnet is the

centerpieceo f t h e e l e c t r o h y d r a u l i c b r a k e . I n a d d i t i o
n t o t h e d a t a r e l a t i n g t o t h e brake pedal actuation, the
SBC computer also receives the sensor signalsfrom the other electronic
assistance systems. For example, the anti-lock braking system (ABS)
provides Information about wheel speed, whileESP makes available the
data from its steering angle, turning rate andtransverse acceleration
sensors. The transmission control unit finallyuses the data highway to
communicate the current driving range. Theresult of these highly
complex calculations is rapid brake commands
which ensure optimum deceleration and driving stability as
appropriateto the particular driving scenario. What makes the system
even moresophisticated is the fact that SBC calculates the brake force
separatelyfor each wheel.The high-pressure reservoir contains the brake
fluid whiche n t e r s t h e s y s t e m a t a p r e s s u r e o f b e t w e e n
1 4 0 a n d 1 6 0 b a r . T h e S B C computer regulates this pressure and
also controls the electric pumpwhich is connected to the reservoir. This
ensures much shorter responsetimes than on conventional brake systems.
Yet another advantage: full braking power is available even when the
engine is switched off.The hydraulic unit mainly comprises four so-
called wheel pressure modulators. They mete out the brake pressure as
required . microcomputer's stipulations while each wheel is slowed
downseparately in the interests of driving stability and optimum
deceleration.These processes are monitored by pressure sensors inside
the wheel pressure modulators
■ Controls all essential brake management functions for the front axle,
the rear axle and trailer pressure control, as well as front axle ABS
control

■ Evaluates sensor signals and communicates with other vehicle

systems as well as the diagnostic interfaces Proportional relay valve

■ Performs front-axle braking pressure control Rear-axle modulator

■ Controls the rear-axle brake pressure, including ABS/ATC Electro-

pneumatic trailer control valve

■ Regulates trailer control pressure

 APPLICATIONS
Improves metering of the necessary braking pressure more
exactly and rapidly. Shortens the stopping distance particularly
during emergency brake applications (improved BAS
function).Takes care of more uniform wear on the brake pads and
improves response characteristics of the brakes as a result of
optimal braking force distribution between front and rear wheels.
In the partial braking range and when braking from a low speed,
the braking force reserve of the rear wheels is used by Mercedes
Benz Electronic Brake Control (EBC) is an electro-hydraulic
brake system.
In normal operation the hydraulic link between brake pedal and
wheel brakes is interrupted by separation valves.
In contrast to a conventional brake system, an electro-hydraulic
control is thus actuated for each type of brake
application.enlarging the braking force. Results in more stable
braking performance with optimal deceleration values when
cornering as a result of the braking forces being shifted to the
outer wheels.
· No reaction (vibration) at brake pedal during control cycles of
the ABS.
Electronic brake system circuit
Advantages of Electronic Braking System (EBS)

 Electronic braking system (EBS) guarantees stable braking

characteristics on all road surfaces, hence avoids overturning of
the vehicle.
 EBS reduces friction on wheels and road, thus increases
the efficiency of tires (up to 30%).
 The Vehicle with EBS can be stopped at a lesser distance than a
non EBS vehicle.
 Steering control is effective, i.e., the vehicle can be steered
smoothly while braking. Thus minimizes the accidents.
 A driver without experience can drive EBS vehicle effectively,
then an experienced driver on the non EBS vehicle.
 Electric braking is fast and cheap.
 In electric braking there is no maintenance cost like replaced brake shoes
periodically.
 By using electric braking the capacity of the system( like higher speeds, heavy
loads) can be increased.
 A part of energy is returned to the supply consequently the running cost is
reduced.
 In electric braking negligible amount of heat is generated whereas in
mechanical braking enormous heat is produced at brake shoes which leads to
failure of brakes
 Disadvantages of electronic braking system
 Electric braking can not be used for hold the machine after coming
to the rest.
So a mechanical braking is required additionally.
 For example in the case of the train going up hill, after the train has
been stopped using electric braking, it has to be prevented from
moving down hill.
In such cases mechanical brakes also should be provided for holding.
During the braking period, the motor has to function as generator. So
it must have suitable braking characteristics. ie, the choice of motor
is limited.
Various Types of Electronic Braking System:

Plugging:

 This is the simplest type electric braking.
 In this method, the torque of the motor is reversed.
 It makes the motor and the driven machine to standstill condition.
 A special device is required to cut off the supply as soon as the motor
comes to rest.
 The Plugging braking method can be applied to AC and DC motors.

Dynamic braking:
 In this method of braking, the motor is disconnected from the supply
 Then operated as a generator driven by the kinetic energy of the rotor and
the load.
 Thus the kinetic energy of rotation is converted into electrical energy
 This electrical energy is dissipated in the external resistance connected
across the motor at the braking instant.
 The advantage of dynamic braking is that no energy is required from the
supply to brake the motor.
 The Dynamic braking method can be applied to brake DC motors, induction
motors and synchronous motors.

Regenerative braking system

 In the Regenerative braking method the motor is not disconnected from the
supply.
 It remains connected to it and feeds back the braking energy or it kinetic
energy to the system.
 As no energy is wasted in this method and it is supplied back to the system,
thus overall energy is saved.
 Thus the regenerative braking is better than Plugging and Dynamic braking.
 This type of braking is used in traction whenever the train runs on down.
 The regenerative braking is applied to DC shunt motor, series motor and 3-
phase induction motors.
 THE FUTURE

The advent of electronics in brake technology opens up new and

promising opportunities to Mercedes engineers - and not only in the
disciplines of safety and comfort. By means of SBC they have also
moved a considerable way closer to the realisation of their long-term
objective, namely to be able to automatically guide the cars of the future
along the roads with the aid of video cameras, proximity radar and
advanced telematics. For such autonomous vehicle guidance, the experts
need a computer-controlled brake system which automatically acts on
the instructions of an electronic autopilot and stops the car safely.
 COMPARISON WITH AIR BRAKE
Some of the advantages of a Electronic brake over air brakes are
as follows,
 Electronic brakes can generate higher forces as compared
to air/pnuematic brakes. In short, they can provide higher
braking torques but the actuation speed is slower as
compared to pneumatic brakes.
 No need of compressed air cylinder, or a source of
pressurized air for actuation. Master cylinders and tandem
cylinders help in maintaining appropriate pressures inside
the hydraulic brake line.
 Take lesser space as compared to complete air brake
system
 Electronic brakes give a controlled and smoother braking
experience when compared to air brakes. Seriously
speaking, they should not be compared for comfort because
air brakes are used as emergency brakes in many vehicles.
On the other hand, Electronic brakes have some really good
advantages over hydraulic brakes, if the brake line length and the
actuation speed of the brakes are of prior importance.

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 COMFORT
No Pedal Vibrationsduring Abs Operation,Both the separation of the SBC
pedal from the rest v!
He b r a k e s y s t e m a n d t h e p r o p o r t i o n a l p r e s
s u r e c o n t r o l u s i n g mechatronics serve to increase brake co
mfort particularly duringsharp deceleration or when the anti-lock
braking system is operational.The usual vibration of the brake pedal
when ABS pets in does not occur which Mercedes engineers have found,
is not only a comfortfeatureof the new system but also offers measurable
safety benefits. Their research in Daimler Chrysler's Berlin driving
simulator has revealed thatalmost two thirds of all drivers are
startled when ABS pulsation sets in:they do not increase the brake
force further and are even prone to takingtheir foot off the brake pedal
for a short while, thereby lengthening the stopping distance of their vehicle
In the driving simulator by an averageof 2.10 meters during ABS braking
from 60kmph on snow-covered roadsurface

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 BRAKE PEDAL: ELECTRONICS INSTEAD OF VACUUM

When a driver hits the brake pedal, this moves a piston rodwhich is
linked to the brake booster and the master brake cylinder.Depending on
the pedal force, the master brake cylinder builds up
theap p ro p ri at e a mo u n t o f p re s su re . In th e
b rak e lin es wh i ch in a t ried an d tested interaction of mechanics.
and hydraulics then presses the brake pads against the Brake discs via
the wheel cylinder.In the Sensotronic brake Control, by contrast, a
largenumber of mechanical components are simply replaced by
electronics.
The brake booster will not be needed in future either. Instead
sensorsgauge the pressure inside the master brake cylinder as well as the
speedwith which the brake pedal is operated and pass these data to the
SBCcomputer in the form of electric impulses.To provide the driver with
the familiar brake feel, engineershave developed a special simulator
which is linked to the tandem master cylinder and which moves the
pedal using spring force and hydraulics.In other words: during braking
the actuation unit is
completelyd i s c o n n e c t f r o m t h e r e s t o f t h e s y s t e m a n d s
e r v e s t h e s o l e p u r p o s e o f recording any given, brake
command. Only in the event of a major faultor power failure inside the
12V vehicle battery does SBC automaticallyuse the services of the
tandem master cylinder and instantly establishes adirect hydraulic link
between the brake pedal and the front, wheel brakesin order to
decelerate car safely.

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 CONCLUSION

We can conclude from this seminar that, the electronic braking system is more
advantageous over the air brake and anti lock braking system. We can have a
smooth drive and easy braking system. This consists of all automatic controls
which detect problems occurred in system early on and apply the brake.

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 REFERENCES

 A short course on Automatic Transmission By Charles Ofria

 www. All World Knowledge.Com
 www. Insight Central. Net
 www. How Stuff Work.Com
 Theory of machines’ R.S.Khurmi and J.K.Gupta, S.Chand Publications,2002
 http://www.efunda.com/designstandards/gears/gears_epicyclic.cfm
 http://www.wikipedia.com
 ‘Introduction to mechanisms’ yi zhang with susan finger and Stephannie
Behrens
 http://www.technologystudent.com/gears1/worm1.htm
 http://gemini.tntech.edu/~slc3675/me361/lecture/geartrn.html
 http://www.engr.utexas.edu/dteach/teacherpdi/2007materialsNXT/Gear_Not
es.pdf
 http://www.ticona.com/home/tech/design/gears.htm
 www.google.com
 www.wikipedia.com
  www.studymafia.org

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