Tech Talk

ANTI-LOCK BRAKING SYSTEMS - PART 2

Review
In part 1 to this article (Dec/Jan issue),we discussed the principles of ABS and that, like all electronic control systems, it consists of
sensors, an ECU and an actuator. The wheel speed sensors allow the ECU to determine accurate wheel speed values – the ECU uses
these values to determine the locking or slipping condition of the wheels through the use of a slip ratio calculation. If excessive slip is
detected the ECU uses an ABS actuator (modulator) to control the slip ratio through the regulation of applied braking pressure.

Let us now study these systems in more detail.

ABS - the systems
Basic operational overview
The ABS ECU monitors individual wheel
speeds and calculates overall vehicle speed by
taking an average of these values.
The picture shows a typical layout of an
ABS equipped vehicle.
Conventional hydraulic brake circuits Front to rear split circuit
appear in various different layouts (often
determined by the weight distribution
characteristics of the vehicle) and this can
have a bearing on ABS hydraulic variances.
Hydraulic control variations

Diagonally split circuit

The stop light switch provides a signal that

the ECU can use to determine that the brakes
are being applied. The ECU, through the
monitoring of the wheel speed sensor signals,
calculates any sudden reduction in wheel speed.
The ECU will now control the hydraulic brake
actuator to provide optimum brake fluid
pressure to each brake to achieve maximum
deceleration conditions.
The hydraulic brake actuator operates on
control signals from the ECU to ‘reduce’, ‘hold’
or ‘increase’ brake fluid pressure as necessary
in order to achieve and maintain an ideal slip
ratio of 10% to 30% and avoid wheel lock up.
These changes of braking state can be effected
at a frequency of up to 60 times per second.
Types of ABS control
It is important to understand that the ABS is
an addition to the existing conventional brake
system. It does not replace any existing
components.
This system is often used on vehicles that
have an uneven weight distribution, such as
front engine, front wheel drive. This ensures
that in the event of a single system failure
there is always one loaded wheel that can be
braked effectively. As the two rear brakes are
not connected directly together (or the two
fronts), the ABS actuator has to provide
separate hydraulic connections for all four
braked wheels. This is known as ‘four
solenoid control’.
In the case of front to rear split circuits (even
weight distribution vehicle layout), the actuator
could have just one outlet for the rear brakes. It
is important to note that the steered wheels
are always controlled independently because of
their importance to the maintenance of control
(steerability).
If just a single hydraulic connection were
used for the rear brakes then this would be
known as ‘three solenoid control’. Note: on a
modern motor vehicle, four solenoid control is
commonly used regardless of hydraulic layout.
Electrical control variations
In addition, the electrical control of the ABS
varies from vehicle to vehicle:
● individual control of the front wheels
whilst controlling the rears together.
This is known as ‘three channel control’.
● individual control for all four wheels. This
is known as ‘four channel control.’

3 4 M OTO R I N D U ST RY M AG A Z I N E F E B R UA RY 20 0 6 W W W. M OTO R .O RG .U K
 Component overview
ABS ECU
The ECU controls the entire system.
It monitors wheel speed and determines
wheel lock up. It uses control signals to
influence the hydraulic actuator to reduce,
hold or increase the brake fluid pressure. It
carries out a self-check of- the system at
start up and informs the driver of any
abnormalities via the dashboard ABS
warning light. It stores any diagnostic
information for later retrieval by a technician.
Wheel speed sensors
These enable the ECU to detect individual
wheel speed and also calculate vehicle speed.
Sensor rotor
Attached to the hub or drive shaft, it has
teeth that when passed in front of the ABS
wheel speed sensors cause a signal to
be generated.
ABS actuator/modulator
This controls the hydraulic brake fluid
pressure to the individual brakes dependent
upon control signals generated by the
ABS ECU.
ABS warning light
This alerts the driver of system malfunctions.
It can also be used as a diagnostic code
indicator on some makes of vehicle.
Control relays
Usually two relays are required to facilitate
electrical control of the ABS. One relay is
the actuator pump relay and the other is for
the actuator solenoids. They can be located
on the actuator itself or an adjacent fuse/
relay block.
W W W. M OTO R .O RG .U K
Diagnostic check connector
Various types of check connector have been
used over the years but they all have
basically the same function, which is to allow
access to ABS diagnostic codes and other
diagnostic data.
Summary
Through this article we have taken the
principles studied in Part 1 to a system level.
Part 3 will study the sub-systems and
components in depth, looking at how the
wheel speed sensors actually generate
signals and how the ABS actuator controls
hydraulic braking pressure. We will then look
in detail at diagnostic processes employed in
the finding of faults on such systems.
If you would like to study anti-lock
braking systems in more detail we would be
delighted to provide you with a place on one
of our technical courses. Please see details
below on how to contact us.
ProAuto Limited are an automotive
technical training company based in
Shrewsbury, Shropshire. Our core
business is the design and delivery of
technical training to the automotive
industry, which includes vehicle
manufacturers, component
manufacturers, diagnostic equipment
manufacturers and independent
garages. We run courses from
numerous select venues nationally, so
a course is never too far away. For
further details you can visit our
website at www.proautotraining.com,
email us at info@proautotraining.com,
or telephone 01743 709679.
F E B R UA RY 20 0 6 M OTO R I N D U ST RY M AG A Z I N E 35
DEAR DAVE…
Q A Mitsubishi Pajero 1995 2.8 turbo
diesel came in with a power loss fault.
There is no ‘missing’ and although the
fault does seem to point to the turbo,
boost pressure is normal and the engine
revs to the redline OK. There’s some black
smoke, but I have found this is not
unusual for a Pajero.
A This could be an exhaust gas recirculation
valve sticking open. Clean it and refit with
the vacuum pipe off to see if the power loss
is still evident. If there’s no improvement, the
next possibility is a restricted fuel supply to
the pump. Change the fuel filter and check
that there is no air by substituting some
clear plastic pipe in line between the filter
and pump. Sometimes, the ability of the
pump to suck fuel through the filter from
the tank decreases with age, in which case it
is cheaper to put in a low pressure electric
fuel pump into the fuel line than to change
the main pump. Also, there is a wire mesh
screen on the inlet union to the injector
pump that can get clogged. Don’t forget the
breathing: the air inlet can get restricted, inlet
hoses can collapse and silencers can collapse
and restrict the exhaust. I don’t think it’s
anything to do with valve timing as I am
fairly certain that the valves would have hit
the pistons.
Q A Toyota Corolla is displaying EML, with
fault codes P1346 VVT sensor and P1349
VVT system malfunction. The fault
remains, despite fitting a new VVT sensor
and checking the wiring for continuity
from the VVT sensor back to the ECU.
A VVT (variable valve timing) is designed to
provide optimum valve timing for all engine
conditions by altering the valve overlap using
hydraulic oil pressure to activate a link
between the inlet and exhaust cams.
The link is connected to a sensor that tells
the ECU how much overlap is present.
If the oil pressure is wrong, or sludge and
varnish build up is excessive, then this
mechanism will not work correctly; the ECU
▲