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Abs Service PDF
Abs Service PDF
2009 BRAKES ABS - Service Information - Grand Caravan, Town & Country
2009 BRAKES
ABS - Service Information - Grand Caravan, Town & Country
DESCRIPTION
DESCRIPTION
ANTI-LOCK BRAKE SYSTEM WITH ELECTRONIC STABILITY PROGRAM
Integrated Control Unit (ICU) - Hydraulic Control Unit (HCU) (2) and Anti-Lock Brake Module (ABM)
(1)
Wheel Speed Sensors (WSS) - Four sensors (one sensor at each wheel)
Dynamics Sensor - The Dynamics Sensor includes the Yaw Rate Sensor and the lateral Acceleration
Sensor.
Steering Angle Sensor (SAS) - The steering angle sensor is located in the Steering Column Control
Module (SCCM) mounted on the steering column.
Brake Pressure Sensor - The brake pressure sensor is located in the HCU and is not serviceable separate
from the HCU.
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ABS
The purpose of the Anti-Lock Brake System (ABS) is to prevent wheel lockup under braking conditions on
virtually any type of road surface. Anti-Lock braking is desirable because a vehicle that is stopped without
locking the wheels retains directional stability and some steering capability. This allows the driver to retain
greater control of the vehicle during braking.
All vehicles equipped with ABS use Electronic Variable Brake Proportioning (EVBP) to balance front-to-rear
braking when the brakes are applied in the partial braking range. For more information on electronic brake
distribution. See Brakes - Description.
ALL-SPEED TRACTION CONTROL
The Electronic Stability Program (ESP) enhances control and stability of the vehicle under various driving
conditions. ESP corrects for over/under steering of the vehicle by applying the brake of the appropriate wheel to
assist in counteracting the over/under steer condition. Engine power may also be reduced to help the vehicle
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maintain the desired path. ESP uses sensors in the vehicle to determine the vehicle path intended by the driver
and compares it to the actual path of the vehicle. When the actual path does not match the intended path, ESP
applies the brake of the appropriate wheel to assist in counteracting the oversteer or understeer condition.
Oversteer - When the vehicle is turning more that appropriate for the steering wheel position.
Understeer - When the vehicle is turning less than appropriate for the steering wheel position.
The "ESP/TCS" indicator light located in the instrument cluster starts to flash as soon as the tires lose traction
and the ESP system becomes active. The "ESP/TCS" indicator light also flashes when the TCS is active.
The ESP default mode is Full-On with every key-on. Pressing the ESP Off button once activates what is
referred to as Partial mode. In Partial mode, Traction Control is deactivated and ESP operates at a higher
threshold, therefore, it will not come on as aggressively as in the Full-On mode. The system can be returned to
"normal" Full-On mode by pressing and releasing the ESP Off switch. The ESP function lamp is illuminated in
the cluster whenever the ESP system is turned off.
BRAKE ASSIST SYSTEM
The Brake Assist System (BAS) is designed to optimize the vehicle's braking capability during emergency
braking maneuvers. The system detects an emergency braking situation by sensing the rate and amount of brake
application and then applies optimum pressure to the brakes. This can help reduce braking distances. The BAS
complements the antilock brake system (ABS). Applying the brakes very quickly results in the best BAS
assistance.
ELECTRONIC VARIABLE BRAKE PROPORTIONING
Electronic Variable Brake Proportioning (EVBP) is used to balance front-to-rear braking in place of a
traditional rear proportioning valve. The EVBP system uses the ABS system to control the slip of the rear
wheels in partial braking range. The braking force of the rear wheels is controlled electronically by using the
inlet and outlet valves located in the integrated control unit (ICU).
EVBP activation is nearly invisible to the customer since there is no pump motor noise and minimal brake pedal
feedback.
OPERATION
OPERATION
ANTI-LOCK BRAKE SYSTEM WITH ELECTRONIC STABILITY PROGRAM
ABS
There are a few performance characteristics of the Antilock Brake System (ABS) that may at first seem
abnormal, but in fact are normal. These characteristics are described below.
NORMAL BRAKING
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Under normal braking conditions, the ABS functions the same as a standard base brake system with a
diagonally split master cylinder and conventional vacuum assist.
ABS BRAKING
ABS operation is available at all vehicle speeds above 3-5 mph (5-8 km/h) If a wheel locking tendency is
detected during a brake application, the brake system enters the ABS mode. During ABS braking, hydraulic
pressure in the four wheel circuits is modulated to prevent any wheel from locking. Each wheel circuit is
designed with a set of electric solenoids to allow modulation, although for vehicle stability, both rear wheel
solenoids receive the same electrical signal. Wheel lockup may be perceived at the very end of an ABS stop and
is considered normal.
During an ABS event, the Integrated Control Unit (ICU) regulates hydraulic pressure at all four of the vehicle's
wheels.
The hydraulic pressure at each front wheel is controlled independently (relative to the amount of slip at each
wheel) in order to maximize the braking force generated by the front brakes. The rear wheels are controlled
such that the hydraulic pressure at either rear wheel does not exceed that of the highest slip rear wheel in order
to maintain vehicle stability.
The system can build and release pressure at each wheel, depending on signals generated by the Wheel Speed
Sensors (WSS) at each wheel and received at the Anti-Lock Brake Module (ABM).
NOISE AND BRAKE PEDAL FEEL
During ABS braking, some brake pedal movement may be felt. In addition, ABS braking will create ticking,
popping, or groaning noises heard by the driver. This is normal and is due to pressurized fluid being transferred
between the master cylinder and the brakes. If ABS operation occurs during hard braking, some pulsation may
be felt in the vehicle body due to fore and aft movement of the suspension as brake pressures are modulated.
At the end of an ABS stop, ABS is turned off when the vehicle is slowed to a speed of 3-4 mph (5-6 km/h).
There may be a slight brake pedal drop anytime that the ABS is deactivated, such as at the end of the stop when
the vehicle speed is less than 3 mph (5 km/h) or during an ABS stop where ABS is no longer required. These
conditions exist when a vehicle is being stopped on a road surface with patches of ice, loose gravel, or sand on
it. Also, stopping a vehicle on a bumpy road surface activates ABS because of the wheel hop caused by the
bumps.
TIRE NOISE AND MARKS
Although the ABS system prevents complete wheel lockup, some wheel slip is desired in order to achieve
optimum braking performance. Wheel slip is defined as follows: 0 percent slip means the wheel is rolling freely
and 100 percent slip means the wheel is fully locked. During brake pressure modulation, wheel slip is allowed
to reach up to 25-30 percent. This means that the wheel rolling velocity is 25-30 percent less than that of a free
rolling wheel at a given vehicle speed. This slip may result in some tire chirping, depending on the road surface.
This sound should not be interpreted as total wheel lockup.
Complete wheel lockup normally leaves black tire marks on dry pavement. The ABS will not leave dark black
tire marks since the wheel never reaches a fully locked condition. However, tire marks may be noticeable as
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When the ignition is turned on, a popping sound and a slight brake pedal movement may be noticed. The ABS
warning lamp will also be on for up to 5 seconds after the ignition is turned on.
When the vehicle is first driven off, a humming may be heard or felt by the driver at approximately 12-25 mph
(20-40 km/h). All of these conditions are a normal function of ABS as the system is performing a diagnosis
check.
PREMATURE ABS CYCLING
Symptoms of premature ABS cycling include: clicking sounds from the solenoid valves; pump/motor running;
and pulsations in the brake pedal. Premature ABS cycling can occur at any braking rate of the vehicle and on
any type of road surface. Neither the red BRAKE indicator lamp, nor the amber ABS indicator lamp, illuminate
and no faults are stored in the ABM.
Premature ABS cycling is a condition that needs to be correctly assessed when diagnosing problems with the
antilock brake system. It may be necessary to use a scan tool to detect and verify premature ABS cycling.
Check the following common causes when diagnosing premature ABS cycling: damaged wheel bearings
(causing tone wheel issues); damaged wheel speed sensor mounting bosses; damaged teeth on the sensor tone
wheel; and loose wheel speed sensor mounting screws.
After diagnosing the defective component, repair or replace it as required. When the component repair or
replacement is completed, test drive the vehicle to verify that premature ABS cycling has been corrected.
ALL-SPEED TRACTION CONTROL
Traction control systems sense impending wheel spin based on a model of the rate of change of wheel speed
under normal traction conditions. The All-Speed Traction Control uses signals from the same wheel speed
sensors as ABS to determine when to apply the brakes to one or more wheels and when to reduce engine torque
output using the electronic throttle control (ETC) to prevent wheel slip during acceleration. Throttle control
makes the vehicle less reliant on brake application alone to maintain traction, increasing the operating speed
range and more closely modulates speed, resulting in smoother operation. With All-Speed Traction Control
reducing engine torque as well as applying the brakes, it is possible to achieve almost seamless torque
application at the wheels.
If the wheel slip is severe enough to require throttle intervention, All-Speed Traction Control will reduce engine
torque and sometimes upshift the transmission to avoid the condition. In milliseconds, All-Speed Traction
Control interrogates the engine control system to determine the current torque output, determines how much the
torque output the current conditions will allow, and signals this requirement to the engine control system, which
reduces the torque by partially closing the throttle. With execution of the torque reduction, the brake system
reduces brake pressure to make the transition smooth, while maintaining forward progress. By reducing engine
power, braking effectiveness is maintained and the system can operate throughout the normal vehicle speed
range. That is why the system is identified as providing "all-speed" traction control.
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The traction control system is enabled at each ignition cycle. It may be turned off by depressing the ESP OFF
switch button. The ESP/TCS function indicator lamp illuminates immediately upon depressing the button.
Pressing this button again or turning off and restarting the vehicle will enable the traction control system.
ELECTRONIC STABILITY PROGRAM
To determine whether the car is responding properly to cornering commands, ESP uses steering wheel angle,
yaw (turning) rate and lateral acceleration sensors (combined into Dynamics Sensor). Using signals from these
sensors, in addition to individual wheel speed sensor signals, the system determines appropriate brake and
throttle actions. Once initiated, ESP operates much like All-Speed Traction Control, except that the goal is
directional stability. If the vehicle yaw response, or rate of turning, is inconsistent with the steering angle and
vehicle speed indications, the ESP system applies the brakes and, if necessary closes the throttle, to restore
control. This occurs whether the vehicle is turning too rapidly (oversteering) or not rapidly enough
(understeering).
HYDRAULIC BRAKE ASSIST
Brake Assist is programmed into the ESP system. During a panic stop, a pressure sensor determines when the
driver is doing so by measuring the brake pedal pressure application rate. A high rate of pedal pressure
application causes the ESP system to apply maximum available pressure to the brakes and the vehicle stops as
quickly as available traction will allow.
ELECTRONIC VARIABLE BRAKE PROPORTIONING
Upon entry into EVBP the inlet valve for the rear brake circuit is switched on so that the fluid supply from the
master cylinder is shut off. In order to decrease the rear brake pressure, the outlet valve for the rear brake circuit
is pulsed. This allows fluid to enter the low pressure accumulator (LPA) in the hydraulic control unit (HCU)
resulting in a drop in fluid pressure to the rear brakes. In order to increase the rear brake pressure, the outlet
valve is switched off and the inlet valve is pulsed. This increases the pressure to the rear brakes. This back-andforth process will continue until the required slip difference is obtained. At the end of EVBP braking (brakes
released) the fluid in the LPA drains back to the master cylinder by switching on the Electronic Shuttle Valve.
The EVBP will remain functional during many ABS fault modes. If both the red BRAKE and amber ABS
warning indicators are illuminated, the EVBP may not be functioning.
CAUTION
CAUTION
The antilock brake system uses an electronic control module known as the Anti-Lock Brake Module (ABM).
This module is designed to withstand normal current draws associated with vehicle operation. Care must be
taken to avoid overloading the circuits.
CAUTION: In testing for open or short circuits, do not ground or apply voltage to any
of the circuits unless instructed to do so for a diagnostic procedure.
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CAUTION: These circuits should only be tested using a high impedance multi-meter
or the designated scan tool as described in this article. Power should
never be removed or applied to any control module with the ignition in the
ON position. Before removing or connecting battery cables, fuses, or
connectors, always turn the ignition to the OFF position.
CAUTION: The ABM 47-way connector should never be connected or disconnected
with the ignition switch in the ON position.
CAUTION: This vehicle utilizes active wheel speed sensors. Do not apply voltage to
wheel speed sensors at any time.
CAUTION: Use only factory wiring harnesses. Do not cut or splice wiring to the brake
circuits. The addition of aftermarket electrical equipment (car phone, radar
detector, citizen band radio, trailer lighting, trailer brakes, etc.) on a
vehicle equipped with antilock brakes may affect the function of the
antilock brake system.
CAUTION: When performing any service procedure on a vehicle equipped with ABS,
do not apply a 12-volt power source to the ground circuit of the pump
motor in the HCU. Doing this will damage the pump motor and will require
replacement of the entire HCU.
CAUTION: An attempt to remove or disconnect certain system components may
result in improper system operation. Only those components with
approved removal and installation procedures in this article should be
serviced.
CAUTION: If welding work is to be performed on the vehicle using an electric arc
welder, the ABM connector should be disconnected during the welding
operation.
CAUTION: Many components of the ABS are not serviceable and must be replaced as
an assembly. Do not disassemble any component which is not designed to
be serviced.
CAUTION: Brake fluid will damage painted surfaces. If brake fluid is spilled on any
painted surface, wash off with water immediately.
CAUTION: Only the recommended jacking or hoisting positions for this vehicle are to
be used whenever it is necessary to lift a vehicle.
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ABS warning indicator is on, the ABS is not functional. The ability to stop the car using the base brake
system should not be affected.
6. Turn the key to the OFF position and then back to the ON position. Note whether the amber ABS warning
indicator lamp continues to stay on.
7. If the amber ABS warning indicator lamp stays on, shift into gear and drive the car to a speed of
approximately 25 km/h (15 mph) to complete the ABS Start-Up and Drive-Off Cycles. See Brakes Operation. If at this time the amber ABS warning indicator lamp stays on, refer to the appropriate
diagnostic information.
8. If the amber ABS warning indicator lamp goes out at any time, drive the vehicle a short distance.
Accelerate the vehicle to a speed of at least 64 km/h (40 mph). Bring the vehicle to a complete stop,
braking hard enough to cause the ABS to cycle. Repeat this action several times. Using the scan tool, read
and record any Diagnostic Trouble Codes (DTCs). If any DTCs are present, refer to the appropriate
diagnostic information.
STANDARD PROCEDURE
ANTI-LOCK BRAKE SYSTEM BLEEDING
The base brake's hydraulic system must be bled anytime air enters the hydraulic system. The ABS must always
be bled anytime it is suspected that the HCU has ingested air.
Brake systems with ABS must be bled as two independent braking systems. The non-ABS portion of the brake
system with ABS is to be bled the same as any non-ABS system.
The ABS portion of the brake system must be bled separately. Use the following procedure to properly bleed
the brake hydraulic system including the ABS.
NOTE:
During the brake bleeding procedure, be sure the brake fluid level remains
close to the FULL level in the master cylinder fluid reservoir. Check the fluid
level periodically during the bleeding procedure and add Mopar DOT 3 brake
fluid as required.
BLEEDING
When bleeding the ABS system, the following bleeding sequence must be followed to insure complete and
adequate bleeding.
1. Make sure all hydraulic fluid lines are installed and properly torqued.
2. Connect the scan tool to the diagnostics connector. The diagnostic connector is located under the lower
steering column cover to the left of the steering column.
3. Using the scan tool, check to make sure the ABM does not have any fault codes stored. If it does, clear
them.
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SPECIFICATIONS
TORQUE
Refer to BRAKE FASTENER TORQUE. See Brakes - Specifications
ELECTRICAL
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RING, TONE
Description
DESCRIPTION
The ABS tone wheel for both front and rear wheels is integrated into the hub and bearing assembly and is not
serviced separately.
SENSOR, DYNAMICS
Description
DESCRIPTION
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REMOVAL
Fig. 6: IP Console
Courtesy of CHRYSLER LLC
1. Disconnect and isolate the battery negative cable from its battery post.
2. Remove the instrument panel center stack console. Refer to Body/Instrument Panel/BIN, Instrument
Panel - Removal
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6. Disconnect the wiring harness connector (3) at the dynamics sensor (2).
7. Remove the screws (1) mounting the dynamics sensor to the mounting bracket on the floor pan tunnel (4).
8. Remove the dynamics sensor (2).
Installation
INSTALLATION
When installed, arrow on dynamics sensor housing must point towards front of
vehicle.
1. Position the dynamics sensor (2) on the mounting bracket (4) with the arrow pointing to the front of the
vehicle and the connector facing the passenger side of the vehicle.
2. Install the two mounting screws (1). Tighten the screws to 9 N.m (80 in. lbs.).
3. Connect the wiring harness connector (3) to the dynamics sensor (1).
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The steering angle sensor is located in the Steering Column Control Module (SCCM) mounted on the steering
column. It is serviced as part of the clockspring (3). Refer to Restraints/CLOCKSPRING - Description
Removal
REMOVAL
The steering angle sensor is serviced as part of the clockspring. Refer to Restraints/CLOCKSPRING Removal
Installation
INSTALLATION
The steering angle sensor is serviced as part of the clockspring. Refer to Restraints/CLOCKSPRING Installation
SENSOR, WHEEL SPEED, FRONT
Removal
REMOVAL
1. Access and remove front brake rotor. Refer to Brakes/Hydraulic/Mechanical/ROTOR, Brake Removal
2. Remove brake shield from knuckle.
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4. Unclip wheel speed sensor connector from bracket (2) on frame rail.
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INSTALLATION
1. Apply bearing grease (supplied with part) to sensor head shaft and O-ring.
CAUTION: Ensure that sensor mounting surface on bearing is clean before
sensor installation.
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Clip wheel speed sensor connector and routing clip (3) to bracket (2) on frame rail.
Connect vehicle wiring harness (1) to wheel speed sensor connector.
Install brake shield on knuckle. Install and tighten three mounting screws to 8 N.m (71 in. lbs.).
Install brake rotor as well as all components necessary to access it. Refer to
Brakes/Hydraulic/Mechanical/ROTOR, Brake - Installation
10. Verify that wheel speed sensor cable is properly routed and not coming into contact with rotor or other
moving parts.
11. Perform the Diagnostic Verification Test and clear any faults. See Brakes - Standard Procedure
SENSOR, WHEEL SPEED, REAR
Removal
REMOVAL
1. Access and remove rear brake rotor. Refer to Brakes/Hydraulic/Mechanical/ROTOR, Brake Removal
2. Right side sensor only - Remove exhaust heat shield above exhaust system covering wheel speed sensor
wiring connector.
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1. Apply bearing grease (supplied with part) to sensor head shaft and O-ring.
CAUTION: Ensure that sensor mounting surface on bearing is clean before
sensor installation.
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6. Install wheel speed sensor (1) into routing clips along underbody of vehicle.
7. Connect vehicle wiring harness (2) to wheel speed sensor connector.
8. Right side sensor only - Install exhaust heat shield above exhaust system covering wheel speed sensor
wiring connector.
9. Install brake rotor as well as all components necessary to access it. Refer to
Brakes/Hydraulic/Mechanical/ROTOR, Brake - Installation
10. Perform the Diagnostic Verification Test and clear any faults. See Brakes - Standard Procedure
SWITCH, ELECTRONIC STABILITY PROGRAM (ESP)
Description
DESCRIPTION
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Removal
REMOVAL
The ESP Off Switch is an integral part of the instrument panel switch pod located in center of the instrument
panel. Refer to Electrical - Instrument Cluster/Instrument Cluster/POD, Switch - Removal
Installation
INSTALLATION
The ESP Off Switch is an integral part of the instrument panel switch pod located in center of the instrument
panel. Refer to Electrical - Instrument Cluster/Instrument Cluster/POD, Switch - Installation
HYDRAULIC/MECHANICAL
HYDRAULIC CONTROL UNIT (HCU)
Description
DESCRIPTION
The Hydraulic Control Unit (HCU) is mounted to the Anti-Lock Brake Module (ABM) as part of the Integrated
Control Unit (ICU). The HCU controls the flow of brake fluid to the brakes using a series of valves and
accumulators. A pump/motor is mounted on the HCU to supply build pressure to the brakes during TCS and
ESP events and to empty the low pressure accumulators during ABS events.
For more information. See Brakes/Hydraulic/Mechanical/INTEGRATED CONTROL UNIT (ICU) Description
Removal
REMOVAL
To remove the HCU, the ICU must be removed and disassembled. See
Brakes/Hydraulic/Mechanical/INTEGRATED CONTROL UNIT (ICU) - Removal and/or
Brakes/Hydraulic/Mechanical/INTEGRATED CONTROL UNIT (ICU) - Disassembly
Installation
INSTALLATION
To install the HCU, assemble and install the ICU. See Brakes/Hydraulic/Mechanical/INTEGRATED
CONTROL UNIT (ICU) - Assembly and/or Brakes/Hydraulic/Mechanical/INTEGRATED CONTROL
UNIT (ICU) - Installation
INTEGRATED CONTROL UNIT (ICU)
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Description
DESCRIPTION
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NOTE:
NOTE:
1. Disconnect negative (-) battery cable from battery post and isolate.
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Use this figure in the following step to release the ABM harness connector
cover. It shows the location of the release tabs.
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1. Clean any debris off the mating surfaces of the HCU and ABM.
CAUTION: When installing new O-rings or solenoid valve stem seals, do not use
any type of lubricant.
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