PH Origins: Anti-lock brakes
The aviation industry is often cited as the birthplace of anti-lock braking systems. The reality, however, is a little different...
These answers would not surprise those with an interest in automotive technology. But, while not entirely incorrect, the concept of ABS predates all of the above by decades - and, in fact, didn't originally involve the aviation industry at all.
In 1908, Surrey-based engineer James Edward Francis submitted a patent detailing a system that focused on how to stop the driving wheels of a train slipping while accelerating. Braking, however, was also a problem in that era. The primitive systems available often caused the wheels to lock or decelerate quicker than the train, resulting in an uncontrolled slide. This would damage both the rails and the wheels, or cause more significant damage to whatever the train subsequently ploughed into.
His patent, published in 1909, marks the established introduction of the concept of anti-lock braking. Whether Francis's idea ever saw action is unknown but it laid the groundwork for all future anti-lock and traction control systems.
He did promptly redeploy his engineering talents in another fast-moving field, though - that of the automobile - and built a reputation for developing innovative, fast cars. This shift attracted new talent, including a French Lieutenant called Pierre Cayla. He was well versed in speed and risk, having been a pilot since 1911 - one that was responsible for flying the Voisin 'Canard' seaplane during French naval trials in 1912.
Cayla was also an experienced and talented engineer and, if you trawl the archives, it is his name that is attributed to a patent - filed on 1 February 1923 and approved on 4 August 1925 - describing a braking system with an anti-lock feature.
Because the pressure to operate the brake was produced by the wheel-driven pump, it was impossible for it to lock. 'The braking ceases at the same time as the rotation of the wheel,' stated Cayla, 'and therefore cannot occasion the blocking of the latter'. This is later described, quite rightly, as 'a considerable advantage in road operation' - particularly with regards to maintaining steering control, a key feature of modern ABS.
This system would presumably work in conjunction with a conventional set-up fitted on the driveshaft, or one axle, for parking and hill holds. It appears that it was at least tested, with references being made to it in myriad titles - including LJK Setright's 'The Designers: Great automobiles and the men who made them'.
It was around this time that the technology began trickling back into cars, as the benefits became clear and technology advanced. Ford tested a system on the rear axle of the Mark II Continental, in 1954, but it was too heavy and expensive. Several other efforts were made but it was the Jensen FF that grabbed the headlines, in 1966, by being the first production car to offer Dunlop Maxaret ABS. The single-channel, single-sensor system would reduce unwanted sliding by releasing the brakes if all four wheels stopped turning.
Then, in 1978, Mercedes rolled out its optional Bosch-developed ABS in the W116 - and the acronym of 'Anti-Blockier System', later known as 'Anti-lock Braking System', was born. Ten years later, around a million Mercedes alone were equipped with ABS. As advancements reduced the cost and complexity of the hardware, its implementation spread at a vast rate of knots - but, ultimately, the principle remained the same as that established by Francis in 1909.
https://www.autocar.co.uk/car-news/anything-goes/t...
https://www.autocar.co.uk/car-news/anything-goes/t...
A Frankencar if ever there was one.
So that's from where Ssanyong got their design cues
I know that if the wheels lock you should release them and re-apply them, but when it happened to me, the logical part of my brain which had noticed that the wheels had locked was saying release the brakes, but some more fundamental sub-conscious response was apparently saying: No you can't do that, you need to stop and to stop you press this pedal! The sub-conscious won and I slid into the back of another car (greasy road, just rained, downhill, probably wind behind etc) fortunately at a low speed (no-one hurt, just my pride) with my right foot still firmly on the brake pedal. I now know that ABS is a good thing! (For me anyway - or I'm just a whimp - you decide)
Shame that euro ‘n bureaucrats obviously thought that the human interface wasn’t to be trusted with such tomfoolery and hence ABS cannot now be switched off (as far as I’m aware anyway?).
I’m over 50 and had many a lark in my teens, together with my friends, all driving mk1 and mk2 Escorts, no PAS, ABS, TC, BO, VD etc (definitely not the last two...) and could plead the case of simpler days when a dab of oppo was fun and all that was needed to get us out of any situation.
Now, in my salad years, I realise that good driver as I may be, those systems are a benefit, as evinced recently at my local M1 roundabout when a tt of an HGV driver never even looked and steamed straight out in front of me and the car to my left at unabated speed.
Can’t wait for the AUC to be developed for SMP situations (automatic underwear changer for st my pants situations...)
Shame that euro ‘n bureaucrats obviously thought that the human interface wasn’t to be trusted with such tomfoolery and hence ABS cannot now be switched off (as far as I’m aware anyway?).
I’m over 50 and had many a lark in my teens, together with my friends, all driving mk1 and mk2 Escorts, no PAS, ABS, TC, BO, VD etc (definitely not the last two...) and could plead the case of simpler days when a dab of oppo was fun and all that was needed to get us out of any situation.
Now, in my salad years, I realise that good driver as I may be, those systems are a benefit, as evinced recently at my local M1 roundabout when a tt of an HGV driver never even looked and steamed straight out in front of me and the car to my left at unabated speed.
Can’t wait for the AUC to be developed for SMP situations (automatic underwear changer for st my pants situations...)
The reason for an ABS switch back then was due to the fairly limited capability of the hardware and software (if there even was any). A modern ABS system is integral to the stability control/TCS controller and has upwards of 7000 parameters and 20,000 signals. There simply isn’t a need for a switch as it’s possible for the software automatically change its behaviour depending on the conditions. The times where’s its better not to have ABS are so absolutely miniscule it’s pointless to make it possible to disable. In absolutely every emergency situation, you’re better off with it....
The reason for an ABS switch back then was due to the fairly limited capability of the hardware and software (if there even was any). A modern ABS system is integral to the stability control/TCS controller and has upwards of 7000 parameters and 20,000 signals. There simply isn’t a need for a switch as it’s possible for the software automatically change its behaviour depending on the conditions. The times where’s its better not to have ABS are so absolutely miniscule it’s pointless to make it possible to disable. In absolutely every emergency situation, you’re better off with it....
The key to effective ABS isn't when the first patent was granted but when people got computers smart enough to run it properly. And you need a pretty fancy computer to run modern 4-channel combined ABS, Traction Control and Chassis Stability control. The early systems were mechanical and then later systems were developed around analog computers, if you can imagine such a thing.
When the driving gods turn up and say they don't need the "nanny aids" all you have to do is ask them how they're going to independently operate four brake pedals at the same time while dealing with a panic situation.
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