Iveco Daily. Manual — part 387
112
ELECTRIC/ELECTRONIC SYSTEM
D
AILY
Base - May 2004
The braking of a vehicle in motion and the consequent
deceleration and stopping space mainly depend on the grip
between the tyre surface and the type of road surface.
With a perfectly efficient braking system, further
improvement of braking can be obtained only acting on the
tyre friction characteristics or on the quality of the road
surface.
Even in these optimum conditions, absolute braking safety
is not however guaranteed when needing to cope with
particular critical situations, such as low grip due to the
conditions of the wet or icy road surface: this compels the
driver to moderate the braking action to prevent one or
more wheels from partially locking, with the possibility of
dangerous skidding.
The friction between the tyre and the road surface does not
correspond to the friction between rigid bodies but to the
skidding (or slipping) between the tyre and the road in the
contact area.
The figure shows the indicative trend of the longitudinal µl"
and transversal µt" rip coefficients in relation to the
percentage of slipping "S".
The diagram reveals that the maximum value of the
longitudinal grip coefficient is not when the wheel is locked,
but for a much lower slipping value.
Therefore, the road-tyre grip can be exploited to optimise
longitudinal or transversal control of the vehicle. Namely, it
is possible to utilise the grip trying to make the braking
distance as short as possible or to ensure the best possible
handling.
An excellent compromise is obtained using slip rates near
the point S* in which there is a high µl value which ensures
optimum braking and a µt value that offers good lateral
roadholding.
TREND OF WHEEL LONGITUDINAL AND TRANSVERSAL GRIP IN RELATION TO SLIPPING
WHEEL
VEHICLE
TRANSVERSAL GRIP
LONGITUDINAL GRIP
STABLE
AREA
OPTIMUM AREA
UNSTABLE
AREA
Figure 111
ELECTRIC/ELECTRONIC SYSTEM
113
D
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In order to better understand the logic of the system and the
parameters that govern it a few basic concepts should be
briefly examined.
Due to the effect of the braking action the tyre, that before
was rolling freely, undergoes a deformation, called "braking"
deformation, in its area of contact with the road and slows
down rotation reducing its peripheral speed, to a higher
extent than the linear speed of the vehicle.
At the limit, with the wheels completely locked under the
braking action, and thus with a wheel peripheral speed of
zero, there is the maximum deviation between the wheel
rotation speed and the linear speed of the vehicle.
Slipping varies its values within the limits set by the two
extreme conditions in which the wheel and vehicle speed
may be in.
When the wheel is free, not braked, thus turning at the same
speed as the vehicle, the slipping coefficient is 0%.
When the braked wheel is completely locked and the
vehicle continues moving forwards due to inertia, the
skidding coefficient amounts to 100%.
Experimentation has made it possible to establish that the
most effective braking condition is obtained for optimum
slipping values contained between about ∼ 5% and 20%.
The need to contain the slipping values within precise limits
is imposed by the behaviour of the tyres under the braking
action, during which the braking friction coefficient comes
into play.
The higher this coefficient, the more braking is effective.
If the relation between slipping S and the friction coefficient
U is represented on Cartesian axes µ, we see how there are
the highest friction coefficient values for slipping values
between an average of 5% and 20%.
As the friction coefficient is directly proportionate with the
applicable braking force, the result is that the "ABS" device
acts in such a way as to apply the maximum braking force
exactly in correspondence with the best friction coefficient,
and this system tends to bring any type of vehicle within this
sector.
FRICTION COEFFICIENT
S. Slipping % - A. Dry asphalt - B. Wet asphalt - C. Ice
Figure 112
114
ELECTRIC/ELECTRONIC SYSTEM
D
AILY
Base - May 2004
on the brake pedal, (anyway higher than allowed by the grip)
can cause loss of steering control of the vehicle if both front
wheels lock, skidding, resulting in about-facing, if both rear
wheels lock.
The need for abrupt braking on a bend, compels the driver to
immediate action to avoid losing control of the vehicle,
resulting in skidding.
Lastly, the so-called panic braking (caused by a sudden
obstacle), compels the driver to press the brake pedal as
forcibly as possible in the desperate attempt to stop in time..
So what is the solution even for the most expert drivers?
Being able to avail of a braking system capable of fully
exploiting all the grip available without locking the wheels,
except at a minimum pre-established speed.
The ABS Antibrake Locking System has been developed
exactly to obtain this.
A device inserted in the braking system, with the task of
preventing wheel locking when the brake operating pressure
is too high in relation to the grip of the tyre on the ground.
Therefore, the purpose of the "ABS" device is to ensure
vehicle stability (under all braking conditions) preventing
locking of the wheels regardless of the conditions of the road
surface, thereby ensuring total use of the grip available.
Also in the vent of emergency braking, the system makes it
possible to maintain "steerability" of the vehicle, i.e. acting on
the steering to avoid obstacles, without the danger of skidding.
Keeping the rotation and grip of the wheels within the
optimum parameters, the system makes it possible to obtain
those braking distances that only an expert driver would be
able to approach; this way even the less expert driver is able
to act like one of the best.
The diagram opposite shows some examples of braking
without ABS and with ABS.
In order to be able to intervene effectively the system must
not only be precise in response, but also very quick.
This is now possible thanks to electronic information which
warrants reliability, precision and rapidity, with a minimal
number of components and lower system cost.
VEHICLE BRAKING TREND
WITHOUT AND WITH ABS
A. Vehicle without ABS - B. Vehicle with ABS
A
A
B
B
Figure 113
ELECTRIC/ELECTRONIC SYSTEM
115
D
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In addition to the ABS, the system in question also
incorporates the EBD and ABD functions.
EBD - Electronic Brake Force distribution
This device replaces and optimises the function of the
present hydraulic braking action proportioning valve, better
controlling the braking force on the rear wheels.
It is obtained by adding specific software to the ABS and it
acts in a determinate interval before the cutting in of the
ABS.
It ensures control on any locking of the rear wheels in
relation to the front ones, optimising the braking force in the
different load, driving and conditions of use of the vehicle.
ABD - Automatic Brake Differential
This device comes into action automatically braking the
driving wheel that has less grip when moving off or travelling
and tends to skid transferring the torque through the
differential to the wheel with higher grip.
It cuts in up to a speed of about 40 km/h and does not
interfere with the normal braking system.
It cuts in up to a speed of about 40 km/h and does not
interfere with the normal braking system.
The driver is informed when this system is engaged by the
flashing of th yellow warning light on the dashboard.
SYSTEM WARNINGS ON DASHBOARD
A. ABS failure warning light 58703 - B. EBD failure warning light 58734 - C. ABD failure warning light 58704
A
C
B
ABS
EBD
Figure 114
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