The anti-lock brake controller is also known as the CAB (Controller Anti-lock Brake)

A typical ABS is composed of a central electronic control unit (ECU), four wheel speed sensors one for each
wheel and two or more hydraulic valves within the brake hydraulics. The ECU constantly monitors the rotational
speed of each wheel, and when it detects a wheel rotating significantly slower than the others a condition
indicative of impending wheel lock it actuates the valves to reduce hydraulic pressure to the brake at the affected
wheel, thus reducing the braking force on that wheel. The wheel then turns faster; when the ECU detects it is turning
significantly faster than the others, brake hydraulic pressure to the wheel is increased so the braking force is
reapplied and the wheel slows. This process is repeated continuously, and can be detected by the driver via brake
pedal pulsation. A typical anti-lock system can apply and release braking pressure up to 20 times a second
The ECU is programmed to disregard differences in wheel rotative speed below a critical threshold, because when
the car is turning, the two wheels towards the center of the curve turn slower than the outer two. For this same
reason, a differential is used in virtually all roadgoing vehicles.
If a fault develops in any part of the ABS, a warning light will usually be illuminated on the vehicle instrument
panel, and the ABS will be disabled until the fault is rectified.
Additional developments
Modern Electronic Stability Control (ESC or ESP) systems are an evolution of the ABS concept. Here, a minimum
of two additional sensors are added to help the system work: these are a steering wheel angle sensor, and a
gyroscopic sensor. The theory of operation is simple: when the gyroscopic sensor detects that the direction taken by
the car does not coincide with what the steering wheel sensor reports, the ESC software will brake the necessary
individual wheel(s) (up to three with the most sophisticated systems), so that the vehicle goes the way the driver
intends. The steering wheel sensor also helps in the operation of Cornering Brake Control (CBC), since this will tell
the ABS that wheels on the inside of the curve should brake more than wheels on the outside, and by how much.
Traction control
The ABS equipment may also be used to implement traction control system (TCS, ASR) on acceleration of the
vehicle. If, when accelerating, the tire loses traction, the ABS controller can detect the situation and take suitable
action so that traction is regained. Manufacturers often offer this as a separately priced option even though the
infrastructure is largely shared with ABS.[citation needed] More sophisticated versions of this can also control
throttle levels and brakes simultaneously.
Effectiveness
A 2003 Australian study by Monash University Accident Research Centre found that ABS:

Reduced the risk of multiple vehicle crashes by 18 percent,

On high-traction surfaces such as bitumen, or concrete, many (though not all) ABS-equipped cars are able to attain
braking distances better (i.e. shorter) than those that would be easily possible without the benefit of ABS. In real
world conditions even an alert, skilled driver without ABS would find it difficult, even through the use of techniques
like threshold braking, to match or improve on the performance of a typical driver with a modern ABS-equipped
vehicle. ABS reduces chances of crashing, and/or the severity of impact. The recommended technique for nonexpert drivers in an ABS-equipped car, in a typical full-braking emergency, is to press the brake pedal as firmly as
possible and, where appropriate, to steer around obstructions. In such situations, ABS will significantly reduce the
chances of a skid and subsequent loss of control.

In gravel, sand and deep snow, ABS tends to increase braking distances. On these surfaces, locked wheels dig in and
stop the vehicle more quickly. ABS prevents this from occurring. Some ABS calibrations reduce this problem by
slowing the cycling time, thus letting the wheels repeatedly briefly lock and unlock. Some vehicle manufacturers
provide an "off-road" button to turn ABS function off. The primary benefit of ABS on such surfaces is to increase
the ability of the driver to maintain control of the car rather than go into a skid though loss of control remains
more likely on soft surfaces like gravel or slippery surfaces like snow or ice. On a very slippery surface such as
sheet ice or gravel, it is possible to lock multiple wheels at once, and this can defeat ABS (which relies on
comparing all four wheels, and detecting individual wheels skidding). Availability of ABS relieves most drivers
from learning threshold braking.
A June 1999 National Highway Traffic Safety Administration (NHTSA) study found that ABS increased stopping
distances on loose gravel by an average of 22 percent.
According to the NHTSA,
"ABS works with your regular braking system by automatically pumping them. In vehicles not equipped with ABS,
the driver has to manually pump the brakes to prevent wheel lockup. In vehicles equipped with ABS, your foot
should remain firmly planted on the brake pedal, while ABS pumps the brakes for you so you can concentrate on
steering to safety."
When activated, some earlier ABS systems caused the brake pedal to pulse noticeably. As most drivers rarely or
never brake hard enough to cause brake lock-up, and a significant number rarely bother to read the car's manual,
[citation needed] this may not be discovered until an emergency. When drivers do encounter an emergency that
causes them to brake hard, and thus encounter this pulsing for the first time, many are believed to reduce pedal
pressure, and thus lengthen braking distances, contributing to a higher level of accidents than the superior
emergency stopping capabilities of ABS would otherwise promise. Some manufacturers have therefore implemented
a brake assist system that determines that the driver is attempting a "panic stop" and the system automatically
increases braking force where not enough pressure is applied. Hard or panic braking on bumpy surfaces, because of
the bumps causing the speed of the wheel(s) to become erratic may also trigger the ABS. Nevertheless, ABS
significantly improves safety and control for drivers in most on-road situations.
Risk compensation
Anti-lock brakes are the subject of some experiments centred around risk compensation theory, which asserts that
drivers adapt to the safety benefit of ABS by driving more aggressively. In a Munich study, half a fleet of taxicabs
was equipped with anti-lock brakes, while the other half had conventional brake systems. The crash rate was
substantially the same for both types of cab, and Wilde concludes this was due to drivers of ABS-equipped cabs
taking more risks, assuming that ABS would take care of them, while the non-ABS drivers drove more carefully
since ABS would not be there to help in case of a dangerous situation. A similar study was carried out in Oslo, with
similar results.