Curriculum Training

Brake and Vehicle Dynamic Control

Systems

Function and components

Technical Service Training CG 8125/S en 06/2004

TC2062017H
To the best of our knowledge, the illustrations, technical information, data and descriptions in this issue were correct at the time
of going to print. The right to change prices, specifications, equipment and maintenance instructions at any time without notice
is reserved as part of FORD policy of continuous development and improvement for the benefit of our customers.

No part of this publication may be reproduced, stored in a data processing system or transmitted in any form, electronic,
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No liability can be accepted for any inaccuracies in this publication, although every possible care has been taken to make it as
complete and accurate as possible.

Copyright ©2004

FORD-WERKE AKTIENGESELLSCHAFT
Service training programs D-F/GT-1
Printed in Germany - rewi druckhaus, Wissen -
Printed on environmentally friendly chlorine-free paper. (GB)
 Preface

Brake and vehicle dynamic control systems have become an indispensable part of safety equipment in recent years
and have been subject to continual technical development since they were first introduced.

The training course "Brake and Vehicle Dynamic Control Systems, TC2062016H" was developed in order that the
technician can maintain an overview of the systems installed to date and, if in doubt, has the opportunity to look
up the respective system.

The training course includes the following Student Information publications:

• Curriculum Training "Brake and Vehicle Dynamic Control Systems - Function and Components", CG 8125/S
• Curriculum Training "Brake and Vehicle Dynamic Control Systems - Service and Diagnosis", CG 8126/S

The following Student Information describes the physical fundamentals, the function and the components of the
various control systems. Furthermore, additional systems are described that either affect or are influenced by the
brake and vehicle dynamic control systems.

This Technician Information is divided into lessons. It has been designed as a self-learning tool in accordance with
the new Ford training concept.

The beginning of each lesson lists the goals that are to be achieved by working through the lesson.

At the end of a lesson, test questions will be posed to ensure the subject content has been understood. The solutions
to these test questions can be found at the end of the Technician Information.

Please remember that our training literature has been prepared for FORD TRAINING PURPOSES only. Repairs
and adjustments MUST always be carried out according to the instructions and specifications in the workshop
literature. Please make full use of the training offered by Ford Technical Training Courses to gain extensive
knowledge of both theory and practice.

Service Training (G424483) 1

Table of Contents

PAGE

Preface.............................................................................................................................. 1

Lesson 1 – Anti-Lock Brake System

Objectives.................................................................................................................................................... 5

General........................................................................................................................................................ 6

Physical fundamentals..................................................................................................................................................... 6

Operation..................................................................................................................................................... 9

Control procedures.......................................................................................................................................................... 9

Special features........................................................................................................................................... 13

System-specific differences in ABS systems.................................................................................................................. 13

Test questions.............................................................................................................................................. 16

Lesson 2 – Traction Control

Objectives.................................................................................................................................................... 17

General........................................................................................................................................................ 18

Physical fundamentals..................................................................................................................................................... 18

Operation..................................................................................................................................................... 19

Control procedures.......................................................................................................................................................... 19

Test questions.............................................................................................................................................. 22

Lesson 3 – Stability Assist

Objectives.................................................................................................................................................... 23

General........................................................................................................................................................ 24

Physical fundamentals..................................................................................................................................................... 24

2 Service Training
 Table of Contents

Operation..................................................................................................................................................... 26

Control procedures.......................................................................................................................................................... 26

Test questions.............................................................................................................................................. 29

Lesson 4 – Components

Objectives.................................................................................................................................................... 31

Hydraulic Control Unit (HCU)................................................................................................................. 32

Types of design............................................................................................................................................................... 32

Layout............................................................................................................................................................................. 32

ABS/stability assist module........................................................................................................................ 35

Types of design............................................................................................................................................................... 35

Layout............................................................................................................................................................................. 35

Operation......................................................................................................................................................................... 36

Wheel speed sensors................................................................................................................................... 38

Passive wheel speed sensor (inductive sensor)............................................................................................................... 38

Active wheel speed sensor (magneto resistive sensor)................................................................................................... 39

Axial/radial wheel speed sensors.................................................................................................................................... 40

Service instruction on wheel speed sensors.................................................................................................................... 41

Steering angle sensors................................................................................................................................ 42

Types of design............................................................................................................................................................... 42

Opto-electronic steering angle sensor............................................................................................................................. 42

Magneto-resistive steering angle sensor......................................................................................................................... 43

Accelerometers............................................................................................................................................ 45

Capacitive acceleration sensor........................................................................................................................................ 45

Service Training 3
Table of Contents

Yaw rate sensor........................................................................................................................................... 46

Piezo-electric yaw rate sensor......................................................................................................................................... 46

Brake pressure sensors............................................................................................................................... 47

Capacitive pressure sensor.............................................................................................................................................. 47

Piezo-electric pressure sensor......................................................................................................................................... 47

Other............................................................................................................................................................ 49

Stoplamp switch.............................................................................................................................................................. 49

Brake pedal travel sensor................................................................................................................................................ 49

Test questions.............................................................................................................................................. 50

Lesson 5 – Additional Systems

Objectives.................................................................................................................................................... 51

Electronic Brake Force Distribution (EBD)............................................................................................. 52

Operation......................................................................................................................................................................... 52

Emergency Brake Assist (EBA)................................................................................................................. 53

Operation......................................................................................................................................................................... 53

Mechanical EBA............................................................................................................................................................. 53

Electronic EBA............................................................................................................................................................... 56

Electronic parking brake........................................................................................................................... 57

Operation......................................................................................................................................................................... 57

Test questions.............................................................................................................................................. 59

Answers to the test questions......................................................................................... 60

List of Abbreviations....................................................................................................... 61

4 Service Training
Lesson 1 – Anti-Lock Brake System Objectives

On completing this lesson, you will be able to

• explain the most important physical relationships, which are of significance when an ABS is used.

• explain the principle function of an ABS and the different types of construction.

Service Training (G424485) 5

General Lesson 1 – Anti-Lock Brake System

Physical fundamentals This property of transmitting force between the road

surface and tires is defined with the aid of the coefficient
CAUTION: The physical conditions which of friction.
affect handling in any driving situation cannot
be eliminated by the use of ABS (Anti-lock Coefficient of friction

Brake System).

The ABS can help to prevent accidents in critical B

driving situations. However, this should never be
compensated for by a more hazardous driving style.
A
The ABS was introduced on non-rail vehicles with the
aim of assuring and maintaining driving stability of the
vehicle during braking.

For corresponding control of the ABS, the following E53202

influencing factors are of significance:
A Frictional force = Fr
B Vertical tire force = Fn
Stopping distance
The coefficient of friction µ describes the relationship
The stopping distance of a vehicle depends on the mass
between the vertical tire force and the frictional force
of the vehicle, the speed at which the vehicle is traveling
which is necessary to move e.g. the blocked wheel
when the brakes are applied and the braking force.
across the road surface. µ=Fr/Fn
Irrespective of whether ABS is installed, the stopping
The vertical tire force is determined by the gross weight
distance of a vehicle must be as short as possible.
and the position of the centre of gravity of the vehicle.

The frictional force, however, is dependent on the

Braking force following factors:

The braking system generates the braking force via a • Road surface material
combination of friction components, brake lining/brake • Type of road surface
disc or brake drum. The braking force is then transmitted • Tire material
to the road surface by means of the wheels and tires. • Tire construction
The braking force can rise to such a level that the wheel • Type of friction (static friction, sliding friction or
being braked will start to block. rolling friction)

Coefficient of friction Tire slip

In order to fulfill the demand for the shortest possible The circumferential speed of a freely rolling wheel, in
stopping distance, the tire must be able to transmit as other words a wheel that is neither being braked nor
high a braking force as possible to the road surface. accelerated, is equal to the road speed of the vehicle.
The application of a braking or accelerating force on

6 (G424484) Service Training

Lesson 1 – Anti-Lock Brake System
the tire, however, results in a reduction or increase in
speed of the tire in relation to the road surface. The tire
skids or slips.
This difference in speed between the tire circumference
and the road surface is referred to as slip. Slip defines
the relation of both speeds to each other and is therefore
given as a percentage.
A completely blocked wheel has a slip factor of 100%,
whereas a freely rolling wheel has a slip factor of 0%.
Dependence of coefficient of friction on tire slip
Due to the viscous properties of the tire, there is always
a combination of the three different types of friction
(mixed friction) between tire and road surface. Here,
the respective percentage of each individual friction
type will depend on the prevailing tire slip.
The type of friction has a great influence on the
frictional force and therefore on the coefficient of
friction described. Consequently, the coefficient of
friction is directly dependent on the degree of tire slip.
The following graphic clarifies this dependence:
Coefficient of friction/tire slip
A
B
E53203
A Coefficient of friction (µ)
B Slip (%)
Service Training (G424484)
General
The maximum achievable coefficient of friction for
modern tires is in a range between 15% and 22% of tire
slip. Thus this range represents, in theory, the optimal
working range of an ABS system.
Kamm circle of frictional forces
1 2
3
E53204
1 Longitudinal force (braking and accelerating
force)
2 Lateral force (resulting from lateral acceleration
acting on the vehicle)
3 Resulting frictional force
A tire transmits both longitudinal and lateral forces to
the road surface. Longitudinal forces come into effect
during acceleration and braking of the vehicle. Lateral
forces provide cornering stability for the vehicle.
Longitudinal and lateral forces share the maximum
frictional force that can be transmitted by the tire. This
means that a completely blocked wheel (emergency
brake on vehicle with ABS), for example, can no longer
exert any cornering force. The vehicle cannot be steered,
i.e. it skids. On the other hand, a vehicle that is subjected
to additional braking when being pushed to the limit of
adhesion during cornering will inevitably start to skid.
This dependence on longitudinal and lateral force is
shown in the so-called Kamm circle of frictional forces.
7
General Lesson 1 – Anti-Lock Brake System

As long as the resulting frictional force remains within

the illustrated circles, driving stability of the vehicle is
ensured. If the resulting frictional force leaves the circle,
the vehicle becomes unstable and skids.

8 (G424484) Service Training

Lesson 1 – Anti-Lock Brake System Operation

Control procedures The ABS module actuates electro-mechanical valves,

which influence the brake pressure at the respective
The ABS monitors the respective wheel speeds of the wheels.
vehicle with the aid of the wheel speed sensors. Using
all wheel speeds, the ABS module calculates the
Hydraulic system
so-called reference speed, which is a measure of the
actual road speed. The hydraulic system of a conventional braking system
The ABS module compares the individual wheel with ABS is supplemented essentially by the following
circumference speeds with this reference speed when components:
the driver initiates braking. • Intake valves
If one or more of the wheel circumference speeds • Outlet valves
deviates too far from the calculated reference speed, • ABS pump
this means that slip at the affected wheels is so great
For reasons of clarity, only one brake circuit with one
that steering stability of the vehicle is no longer ensured.
brake is illustrated. In this instance, the type of ABS
shown is one with a closed return system.

Rest position

11
4 2

1
5
3
6

8 10

E53205

1 Brake pedal 3 Master cylinder

2 Brake fluid reservoir 4 Suction accumulator

Service Training (G424484) 9

Operation Lesson 1 – Anti-Lock Brake System

5 Pump suction valve 9 Wheel brake

6 ABS pump 10 Outlet valve
7 Pump pressure valve 11 Return line
8 Inlet valve

When the braking system is not actuated, all components

are in the rest position. The system is filled with brake
fluid and is not under pressure.
Pressure generation phase (without ABS control)

E53206

A Braking pressure

The outlet valve in the return line remains closed.

On actuation of the brake pedal, brake pressure is built
up in the brake master cylinder by force applied on the The function is identical to a conventional braking
pedal and by additional force from the brake booster. system.

The pressure is directed via the open inlet valve to the

brake caliper or wheel cylinder.

10 (G424484) Service Training

Lesson 1 – Anti-Lock Brake System Operation

Pressure retention phase (on intervention of ABS control)

E53207

A Braking pressure

The outlet valve in the return line remains closed.

If after pressure has built up successfully and braking
has taken effect a wheel shows signs of blocking, the The pressure at the wheel brake is maintained and cannot
inlet valve in the return line to the wheel brake will be be increased by driver input.
closed.

Service Training (G424484) 11

Operation Lesson 1 – Anti-Lock Brake System

Pressure reduction phase (during ABS control)

E53208

A High brake pressure B Low brake pressure

When control starts, the ABS pump is actuated by the

If there are still signs that the wheel is about to block,
ABS.
despite the pressure retention phase having been
initiated, the pressure applied at the wheel brake will The ABS pump draws the previously stored brake fluid
be reduced. from the suction accumulator and makes it available at
high pressure in the control circuit.
For this purpose, the outlet valve in the return line will
open and brake pressure will be reduced via the return The brake pedal remains in the respective start position
line. The escaping brake fluid finds its way to the during controlled braking.
suction accumulator. The driver can detect changes in pressure caused by
The inlet valve remains closed during this time. braking control by way of brake pedal oscillations. This
is a conscious response that marks activation of the ABS
The blocked wheel will begin to turn again as a result
control system so the driver can respond by altering
of the reduced brake pressure.
his/her driving style.
The control procedure starts again from the beginning
in a cycle until the vehicle comes to rest or brake input
from the driver is interrupted.

12 (G424484) Service Training

Lesson 1 – Anti-Lock Brake System
System-specific differences in ABS
systems
The control procedure is identical in all systems used.
However, the following versions could differ:
Open return system
E53210
1 Return line
2 Suction line
The intake volume available at the ABS pump is not
restricted here to the volume of brake fluid returned
from the wheel brake. Therefore, the activated pump
would push the brake pedal back completely to its stop
position against any pressure applied by the driver.
Service Training (G424484)
Special features
Open/closed return system
An ABS with open return system does not feature a
suction accumulator. The brake fluid that escapes as a
result of brake pressure reduction flows back to the
brake fluid reservoir.
The ABS pump draws fluid directly from the brake fluid
reservoir.
3 Brake pedal travel sensor
This would impair the driver's comfort and to prevent
it from happening, an additional brake pedal travel
sensor is installed with the ABS with open return
system.
The activated ABS pump firstly pushes the brake pedal
back against any force applied by the driver due to the
pressure build up. As soon as the next highest brake
13
Special features
pedal position is detected by the brake pedal travel
sensor, the ABS pump is deactivated again by the ABS
module.
An increase in brake fluid requirement during the
continuing control phase allows the brake pedal to fall
again so that the ABS pump will be reactivated once
the next lowest brake pedal position is reached.
As a result of this arising control circuit, the brake pedal
is kept at a comfortable position for the driver during
controlled braking.
The brake pedal travel sensor has no influence on the
actual ABS control.
Integrated/add-on type
Integrated type
E53211
14
Lesson 1 – Anti-Lock Brake System
On the integrated type, all pressure generating and
controlling components (brake master cylinder, brake
booster, valve block, ABS pump) are combined to form
one compact unit.
This unit replaces the brake master cylinder normally
used (system example: Teves Mark II, FORD Scorpio
1985).
Add-on type
E53457
On the add-on type, the components of the conventional
braking system remain (brake master cylinder, brake
booster) but these are supplemented by an additional
HCU (Hydraulic Control Unit).
The HCU consists of a valve block, ABS pump and
suction accumulator if required (system example: Teves
Mark 20, FORD Focus 1998) and the ABS module.
The advantage of this type is the greater flexibility in
positioning the components.
(G424484) Service Training
Lesson 1 – Anti-Lock Brake System Special features

Number of wheel speed sensors

The number of wheel speed sensors used varies for the

different systems. It is normal for four wheel speed
sensors to be used, i.e. for each wheel to be equipped
with its own sensor.

On vehicles with a live rear axle, some of the systems

are equipped with three wheel speed sensors. The
common sensor for the rear wheels picks up the speed
from the ring gear in the final drive.

Number of control channels

Similarly, the number of control channels can also vary.

In the passenger vehicle sector, the use of three control

channels is normal, whereby two control channels are
used for the front wheels and a common control channel
is available for the rear wheels.

The rear wheels are subject to "Select-Low" control.

This means that the wheel with the highest tendency to
block is used as a benchmark for overall brake pressure
control on the rear axle.

Commercial vehicles often have four control channels

due to the unfavorable conditions between unladen and
maximum permissible weight. The greater load capacity
compared to passenger vehicles results in higher
dynamic proportioning of the axle load, whereby the
risk of the rear wheels blocking can vary considerably.
A "Select-Low" type of control would cause a
considerably longer stopping distance in this case.

Service Training (G424484) 15

Test questions Lesson 1 – Anti-Lock Brake System

Tick the correct answer or fill in the gaps.

1. Tire slip

a. is an indication of the quality of a tire.

b. is always the same for all four wheels of a passenger vehicle.

c. marks the relationship between the speed of the tire and the road speed of a vehicle.

d. cannot be influenced by the driver.

2. The maximum frictional force that a tire can transmit to the road surface is not dependent on

a. the type of road surface material.

b. the pressure applied by the driver on the pedal.

c. the tire material.

d. the type of friction.

3. The hydraulic system of an ABS differs mainly from a conventional braking system in

a. the additional brake fluid reservoir and the pressure retention and pressure reduction valves.

b. larger brake calipers or wheel cylinders.

c. additional inlet valves, outlet valves and the high pressure pump.

d. the wheel sensors and the ABS module.

4. During the pressure reduction phase in an ABS controlled braking situation

a. the inlet valve and the outlet valve are open.

b. the inlet valve is closed and the outlet valve is open.

c. the inlet valve is open and the outlet valve is closed.

d. the inlet valve and the outlet valve are closed.

5. On an ABS with closed return system, the redirected brake fluid is returned to the

a. brake fluid reservoir.

b. high pressure accumulator.

c. suction accumulator.

d. high pressure pump.

16 (G424485) Service Training

Lesson 2 – Traction Control Objectives

On completing this lesson, you will be able to

• explain the basic function of a traction control system.

• differentiate between a traction control feature with engine management intervention and a traction control
feature with brake intervention as regards function and effects.

Service Training (G424487) 17

General Lesson 2 – Traction Control

Physical fundamentals

The traction control system is mainly based on the

components of the ABS and serves as a means of
preventing the driving wheels from slipping.

Traction loss

If the maximum driving force that can be transmitted is

exceeded, the relevant wheel will begin to slip. The
resulting difference in speed between the tire contact
surface and the road surface is referred to both as brake
slip and drive slip.

Since the possible transmission of power between tire

and road surface reduces as the slip rate increases (see
also "Physical fundamentals ABS"), the driving force
is heavily reduced if the driving wheel is caused to slip
drastically. This can often make driving off under
unfavorable road conditions (ice, snow, mud, etc)
impossible.

Furthermore, the increase in slip rate will continue to

reduce the cornering force of the tire so that the vehicle
can break away sideways the moment drive is
transferred to the wheels.

Torque distribution via the differential

On vehicles that are not equipped with a differential

lock, the wheel with the lowest amount of adhesion, i.e.
the wheel that begins to slip first, determines the
maximum amount of drive torque that can be
transmitted.

If both driving wheels are subject to extremely

contrasting adhesion conditions, e.g. one wheel is stood
on snow and the other on asphalt with good grip, the
amount of drive torque transferred to the wheel on the
asphalt will not be sufficient enough to move the
vehicle.

18 (G424486) Service Training

Lesson 2 – Traction Control
Control procedures
If the degree of drive slip is too high, this will be
detected by the ABS module due to the different wheel
speeds of the driving and non driven wheels. Speed
dependent limits are stored in the ABS module and if
these limits are exceeded, the control system intervenes.
Traction control system with engine
management intervention
On a traction control system with engine management
intervention, the ABS module communicates with the
engine management system (e.g. via CAN (Controller
Area Network)) and causes a reduction in engine torque.
The engine torque is reduced by the engine management
system until the detected slip at the effected driving
wheel returns to the permissible range. The control
factor is the wheel with the lowest amount of adhesion,
i.e. the wheel that begins to slip first.
Reduction in engine torque via the engine management
system is performed, depending on the vehicle, by
• influencing the ignition system (retarded timing),
• and/or fuel metering,
• or active resetting of the throttle (drive-by-wire).
On vehicles without electronic throttle, the mechanically
actuated throttle is reset via an additional traction control
actuator.
Traction control actuator
1
2 drastically. Therefore, the brake temperature is
3
E54029
Service Training (G424486)
Operation
1 Potentiometer
2 Two-part drive plate
3 Drive motor
The two actuator cables (accelerator pedal and throttle)
and connected via a two-part drive plate.
During control intervention, the movement of the
accelerator pedal cable is overridden by the electric
motor so that the throttle is closed moved against driver
input.
A potentiometer fitted to the traction control actuator
informs the PCM (Powertrain Control Module) about
the current position of the traction control actuator.
BTCS (Brake Traction Control System)
On the BTCS, an increase in drive torque at the
non-slipping wheel is brought about by brake
intervention at the slipping wheel.
For this purpose, the relevant wheel brake is actuated
via the HCU when excess slip is detected. The drive
torque at the slipping wheel will increase as a result of
the brake force. This increase in drive torque is
transferred to the non-slipping wheel as a result of torque
compensation in the differential. In the event of
extremely contrasting adhesion conditions at the driving
wheels, a sufficient level of drive torque is thereby
available to move the vehicle.
The load placed on the braking system on vehicles with
BTCS is correspondingly higher.
In the event of frequent and sustained use of the BTCS
(e.g. when driving on a snow-covered mountain pass),
the temperatures in the braking system can rise
calculated and monitored in the ABS module with
integrated BTCS with the aid of a theoretical calculating
model.
19
Operation Lesson 2 – Traction Control

If the prescribed maximum temperature is exceeded, The hydraulic system of the ABS is supplemented with
the BTCS is deactivated by the module until the braking additional hydraulic valves and system lines for the
system has cooled down sufficiently. The driver is made BTCS.
aware of the excess in temperature and the deactivated These additional components are integrated in the HCU.
BTCS by way of a warning indicator in the instrument
cluster.
Hydraulic system

E53609

1 Changeover valve 2 Isolator valve

There is still an isolator valve installed in the pressure

The high pressure pump features an additional suction
line between brake master cylinder and wheel brake or
line, which is fitted with a changeover valve.
inlet valve.

20 (G424486) Service Training

Lesson 2 – Traction Control Operation

Control position

E53610

1 Changeover valve A Braking pressure

2 Isolator valve

During brake intervention by the BTCS, the changeover

valve in the suction line of the high pressure pump is Combination of ABS/BTCS control features
opened and the isolator valve is closed. The high
As soon as the driver actuates the brakes, the traction
pressure pump starts and brake pressure is directed to
control system is deactivated. The direct brake function
the wheel brake via the energized inlet valve.
always has priority.

Combination of engine management and brake

intervention

Brake intervention and engine management intervention

are being increasingly combined in modern traction
control systems. Thus, an optimal level of traction can
be reached while avoiding excessive loads on the
braking system.

Service Training (G424486) 21

Test questions Lesson 2 – Traction Control

Tick the correct answer or fill in the gaps.

1. On a vehicle which is not equipped with a differential lock the driving wheels

a. always receive equal driving torque.

b. receive no driving torque on slippery road surfaces.

c. receive driving torque dependent on the respective adhesion conditions, whereby the driving wheel with
the lowest adhesion will receive the largest amount of driving torque.

d. receive driving torque dependent on the respective adhesion conditions, whereby the driving wheel with
the highest adhesion will receive the largest amount of driving torque.

2. During brake intervention by the traction control system, pressure is built up in the braking system

a. via driver input at the pedal.

b. via the brake booster of the braking system.

c. via the high pressure pump in the HCU.

d. via the suction accumulator installed in the HCU.

3. During control intervention of the BTCS

a. the changeover valve and the isolator valve are closed.

b. the changeover valve and the isolator valve are open.

c. the changeover valve is open and the isolator valve is closed.

d. the changeover valve and the isolator valve are not actuated.

4. On vehicles with BTCS, the brake temperature

a. is monitored electronically at both axles with the aid of a calculating model.

b. is monitored with the aid of additional temperature sensors.

c. is monitored electronically at the drive axle with the aid of a calculating model.

d. is not monitored.

22 (G424487) Service Training

Lesson 3 – Stability Assist Objectives

On completing this lesson, you will be able to

• name the physical parameters that are of significance for stability assist.

• explain the basic control interventions of stability assist in relation to the relevant driving conditions.

Service Training (G424489) 23

General Lesson 3 – Stability Assist

Physical fundamentals

CAUTION: The physical conditions which

affect handling in any driving situation cannot
be eliminated by the introduction of stability
assist.

The stability assist can help to avoid accidents in

critical driving situations. However, this should never
be compensated for by a more hazardous driving
style.

The stability assist is an additional supplement to the

active vehicle safety systems ABS and traction control.
For this purpose, road holding and stability of the
vehicle is assured or regained by targeted brake
intervention in critical driving situations.

The following fundamentals of driving dynamics are of

significance during control of the stability assist:

Lateral acceleration E53303

During cornering, the whole vehicle and its occupants
are subjected to centrifugal force as a result of inertia.
If the centrifugal force is too great, the vehicle will be
forced out of the curve.
The amount of effective centrifugal force depends upon
the mass of the vehicle and the acceleration affecting
the vehicle transversely to the direction of travel.
This acceleration, also referred to as lateral acceleration,
depends upon the vehicle speed and the radius of the
curve.
Fz Centrifugal force
Fs Cornering force
r Effective leverage
If the centrifugal force exceeds the cornering force of
a wheel, a moment is generated from the remaining
centrifugal force in conjunction with the effective lever
arm, towards the vehicle's centre of gravity.
This moment attempts to turn the vehicle about its
vertical axis and is referred to as a yaw moment.

Yaw moment

During cornering, all wheels of the vehicle are subjected

to lateral forces. These lateral forces consist of the
previously described centrifugal force and the opposing
cornering force, generated by each wheel.

E53302

24 (G424488) Service Training

Lesson 3 – Stability Assist
Yaw rate
The yaw rate defines the speed at which the vehicle
turns about its vertical axis.
Understeer
E53300
A Selected direction of travel
B Actual direction of travel
If during cornering a vehicle follows a curve of a wider
radius than that defined by the steering angle of the front
wheels, this is referred to as "understeer".
Understeer can be caused by the following:
• Inappropriate (excessive) speed when driving into a
curve.
• Sudden adhesion loss at the wheels of the front axle
Understeer can only be controlled by the driver by a
drastic reduction in speed (emergency brake).
Service Training (G424488)
General
Oversteer
E53301
A Selected direction of travel
B Actual direction of travel
If oversteer occurs, the vehicle will follow the curve of
a smaller radius than that defined by the steering angle
of the front wheels. The rear of the vehicle is pushed
out towards the outer edge of the curve which in a worse
case scenario will result in the vehicle turning about its
vertical axis.
Oversteer is caused by:
• Inappropriate (excessive) speed when driving into a
curve.
• Sudden adhesion loss at the wheels of the rear axle
A skilled driver can counteract oversteer at the outset
by respective correction of the steering.
25
Operation Lesson 3 – Stability Assist

Control procedures In addition, there are sensors that pick up the steering
angle, the acceleration forces affecting the vehicle and
Like the traction control system, the stability assist uses the yaw rate or yaw moment. The sensors transmit these
a large proportion of the ABS components. signals to the combined ABS/stability assist module.

1 2 3 4

6 6

E53304

A Driver input affecting vehicle characteristics 3 Yaw moment

B Actual vehicle characteristics 4 Lateral acceleration
1 Steering angle/steering speed 5 Actuator
2 Wheel speeds 6 Wheel brakes

actuates individual brakes selectively via the HCU. In

Using the wheel speed and steering angle data, the
addition, the engine speed is reduced by intervention in
ABS/stability assist module calculates the direction of
the engine management system.
travel planned by the driver and determines the relevant
speed-dependent lateral acceleration and yaw moment. The application of both types of intervention help to
These values are compared with those actual measured. stabilize the vehicle again.

If the actual lateral acceleration and the yaw moment

deviate excessively from the specifications (unstable
driving characteristics), the ABS/stability assist module

26 (G424488) Service Training

Lesson 3 – Stability Assist Operation

Function in the case of understeer

E53305

A Direction of travel with control intervention B Direction of travel without control intervention

The front wheel is not braked as hard. The braking force

In the event of understeer, brake intervention occurs at
that is transmitted via the front wheel to the road surface
the wheels on the inside of the curve.
generates a torque with the aid of the lever arm (vertical
The rear wheel is braked heavily, so that a high amount tire force to the vehicle's centre of gravity), which
of slip is caused. In this way, the cornering force of the supports the yaw moment of the vehicle.
rear axle is heavily reduced and the centrifugal force
Both measures together result in the vehicle reverting
that now becomes effective turns the rear of the vehicle
back to the curved path intended by the driver.
back into the curve.

Service Training (G424488) 27

Operation Lesson 3 – Stability Assist

Function in the case of oversteer

E53306

A Direction of travel with control intervention B Direction of travel without control intervention

In the event of oversteer, the wheels on the outside of

the curve are braked.
This time, the front wheel is subjected to a high level
of slip so that the cornering force at the front axle is
reduced.
The rear wheel is not braked as heavily and, together
with the effective lever arm, results in a reduction in the
vehicle yaw moment.
Combination of ABS and stability assist control
features
If stability assist control occurs, possible ABS
interventions will be combined as the stability assist
works at higher slip rates than the ABS.

Both measures together result in the vehicle being

stabilized and reverting back to the curved path intended
by the driver.

28 (G424488) Service Training

Lesson 3 – Stability Assist Test questions

Tick the correct answer or fill in the gaps.

1. In the event of understeer

a. the vehicle will follow a smaller curve radius than that defined by the steering angle of the front wheels.

b. the driver's steering angle is too small.

c. the vehicle will follow a larger curve radius than that defined by the steering angle of the front wheels.

d. the driver's steering angle is too large.

2. In the event of oversteer, control intervention of the stability assist occurs at

a. the wheels of the front axle.

b. the wheels of the rear axle.

c. the wheels on the inside of the curve.

d. the wheels on the outside of the curve.

3. The stability assist module

a. uses the steering angle and the wheel speed data to calculate the path the vehicle should follow through a
curve according to the driver's request.

b. uses the steering angle and the wheel speed data to calculate the actual status of the vehicle.

c. uses the yaw angle and the steering angle data to calculate the actual status of the vehicle.

d. uses the lateral acceleration and steering angle data to calculate the path the vehicle should follow through
a curve according to the driver's request.

4. The lateral acceleration affecting the vehicle during cornering depends among other things on

a. the adhesion between tire and road surface.

b. the road speed and the curve radius.

c. the size of the wheel and the mass of the vehicle.

d. the steering speed and the curve radius.

Service Training (G424489) 29

Notes
Lesson 4 – Components Objectives

On completing this lesson, you will be able to

• name the components of an ABS/stability assist.

• identify the differences between the sensors based on their principles of measurement.

Service Training (G424491) 31

Hydraulic Control Unit (HCU) Lesson 4 – Components

Types of design

The HCU is designed as an add-on or integrated unit.

Further information on this can be found in the chapter
entitled "System-specific differences between ABS ".

1 2

E53325

1 Add-on HCU 2 Integrated HCU

Layout

The HCU consists of the valve block (if necessary with

suction accumulators) and the ABS pump. The
ABS/stability assist is often an add-on component (see
also following chapter entitled " ABS/stability assist
module).

32 (G424490) Service Training

Lesson 4 – Components Hydraulic Control Unit (HCU)

Valve block

View of valve block

2 3
1
E53991

1 Suction accumulator end cap 4 Suction accumulator spring

2 Suction accumulator plunger 5 Brake pressure valve
3 Housing

The suction accumulators store the brake fluid that is

The valve block combines all of the brake pressure
returned from the wheel brakes during the pressure
control valves in one unit.
reduction phase until it is drawn back into the system
Depending on the system, either simple changeover by the ABS pump.
valves are installed or proportioning valves (e.g. on
EBD (Electronic Brake Force Distribution)).

Service Training (G424490) 33

Hydraulic Control Unit (HCU) Lesson 4 – Components

ABS pump

View of ABS pump

1 1

2 3 3 2

E53960

1 Pump suction valve 3 Piston

2 Pump pressure valve 4 Eccentric shaft

The ABS pump is of the dual plunger type. This means

that two separate pump elements assure an increase in
brake pressure during control interventions.

A direct current motor drives the pump pistons via an

eccentric shaft.

34 (G424490) Service Training

Lesson 4 – Components ABS/stability assist module

Types of design

1 2

E53326

1 Integrated ABS/stability assist module 2 External ABS/stability assist module

Depending on the relevant system, the module is
integrated in the HCU or it is installed separately in the
vehicle and connected to the hydraulic control unit via
the wiring harness.
Here, the valve coils sit on the module circuit board and
the coil cores of the brake pressure valves protrude from
the valve block.
Where the module and HCU are combined, the coil
cores come to rest within the coils.

Layout This type of design means that there are no connector

contacts, which can be prone to malfunction.
Electro-magnetic connector

On integrated modules, connection to the

electro-magnetic brake pressure valves in the valve
block is via "magnetic connectors".

Service Training (G424490) 35

ABS/stability assist module Lesson 4 – Components

Electro-magnetic connector

1
2

E53959

1 Coil 2 Coil core

• Steering angle sensor (in conjunction with stability

Operation
The ABS/stability assist module monitors the input
signals of all sensors and actuates the electro-magnetic
brake pressure valves and the ABS pump as required.
Inputs and Outputs
Typical input signals of ABS/stability assist module
(depending on vehicle and equipment):
assist)
• Lateral acceleration sensor (in conjunction with
stability assist)
• Yaw rate sensor (in conjunction with stability assist)
• Traction control/ stability assist switch
Typical output signals of ABS/stability assist module
(depending on vehicle and equipment):
• Actuator signals for brake pressure solenoid valves
• Actuator signal for ABS pump

• Wheel speed sensors • Actuator signals for engine output restriction (e.g.
via CAN)
• Stoplamp switch
• Instrument cluster warning indicator(s)
• Battery voltage
• Fault messages (e.g. Fault code output via WDS (
• Brake pedal travel sensor (only installed on "open
Worldwide Diagnostic System))
return system")

36 (G424490) Service Training

Lesson 4 – Components ABS/stability assist module

Safety

For reasons of safety, the module is of the redundant

type, whereby processing of the signals is carried out
via two separate processors that also monitor each other.

The module features on-board diagnostic with a fault

memory, which can be interrogated using a WDS.

Service Training (G424490) 37

Wheel speed sensors Lesson 4 – Components

Passive wheel speed sensor (inductive sensor)

Design of passive wheel speed sensor

1 2 3

5
6

E53327

1 Permanent magnet 4 Wheel speed sensor ring

2 Coil 5 Gap between wheel speed sensor/wheel speed
3 Magnetic field lines sensor ring
6 Sensor supply line

In order that the ABS/stability assist module can process

The passive wheel speed sensor comprises a permanent
the sensor signal effectively, a sufficient amplitude
magnet surrounded by a coil. The coil ends lead to the
strength is required. This means that a signal which can
ABS/stability assist module.
be processed is only available from a minimum speed
The wheel speed sensor ring is permanently fixed to the (approx. 5-7 km/h depending on the system).
wheel hub and rotates in front of one end of the
In the ABS/stability assist module, only the frequency
permanent magnet. The sensor ring cuts the magnetic
is used to determine the wheel speed as the absolute
field of the permanent magnet which induces a
strength of the induced voltage is affected by strong
sinusoidal alternating current in the coil. The frequency
deviations due to external influences (e.g. contamination
and the amplitude of the alternating current depends on
the speed.

38 (G424490) Service Training

Lesson 4 – Components
of wheel speed sensor and/or wheel speed sensor ring,
gap between wheel speed sensor/wheel speed sensor
ring).
The passive wheel speed sensor is not subject to wear.
Active wheel speed sensor (magneto
resistive sensor)
Since the end of the 90s, so-called active wheel speed
sensors are being used more frequently. The advantage
over inductive sensors is that they have the ability to
pick up wheel speeds from a standstill which is of
importance on traction control systems at the moment
the vehicle pulls away, for example.
The physical principle of magneto-resistive sensors is
based on the effect that the electrical conductivity of
anisotropic (arbitrary orientation of local magnetization)
ferrous magnetic layers changes under the influence of
an external magnetic field that is present at the same
level.
Service Training (G424490)
Wheel speed sensors
Arbitrary direction of local magnetization in a ferrous
material
1 2
E53537
1 Without external magnetic influence
2 With external magnetic influence
The change in resistance in these layers is dependent
on the direction and strength of the external magnetic
field. It is merely a small percentage of the overall
resistance.
The ferrous material used is, for example, an alloy of
80% nickel and 20% iron (permalloy).
39
Wheel speed sensors Lesson 4 – Components

Design of active wheel speed sensor

E53328

The sensor signal results from the current that flows

The wheel speed sensor usually consists of two
through the sensor. A high current (approx. 14 mA) is
magneto-resistive resistors that are connected together
interpreted by the ABS/stability assist module as a high
by means of two constant resistances in the form of a
signal, a low current (approx. 7 mA) is interpreted as a
bridge (Wheatstone bridge).
low signal.
This type of connection helps to compensate for ageing
The active wheel speed sensor is not subject to wear.
and temperature influences that affect the wheel speed
sensor over the service life of the vehicle.

A wheel speed sensor ring, consisting of alternately Axial/radial wheel speed sensors
opposing permanent magnets, passes over the bridge.
Active and passive wheel speed sensors with axial or
The wheel speed sensor ring is fixed permanently to the
radial pickup are installed depending on the installation
wheel hub, i.e. with the inner ring of the wheel bearing,
location.
and turns at the same speed as the wheel.

Integrated in the sensor are electronics that convert the

sinusoidal signal resulting from the measurement into
a PWM (Pulse Width Modulation) signal with constant
frequency.

The sensor requires a supply voltage for operation and

features two electrical connections.

40 (G424490) Service Training

Lesson 4 – Components Wheel speed sensors

Wheel speed sensor with axial pickup NOTE: For this reason, it is important to check and
ensure the cleanliness of the wheel speed sensors and
the wheel speed sensor rings carefully if sensor-related
malfunctions are encountered.

E53533

1 Wheel hub
2 Wheel speed sensor
3 Wheel speed sensor ring

Wheel speed sensor with radial pickup

E53534

1 Wheel hub
2 Wheel speed sensor
3 Wheel speed sensor ring

Service instruction on wheel speed

sensors

Due to the type of system, active and passive wheel

speed sensors are not subject to wear.

However, due to the use of permanent magnets, metallic

particles such as abrasion particles from the braking
system could build up on the sensors and/or wheel speed
sensor rings during the service life of the vehicle. These
abrasion particles can impair the function of the sensor.

Service Training (G424490) 41

Steering angle sensors Lesson 4 – Components

Types of design Opto-electronic steering angle sensor

Types of steering angle sensor design Operating principle

2 3

E53330

1 Segment disk
2 Beam of light
2
3 Photoelectric barrier, consisting of sender and
receiver

The opto-electronic steering angle sensor uses a

photoelectric barrier for non-contacting pickup of the
segment disk which is firmly attached to the steering
column shaft.
E53329

1 Steering angle sensor for Teves Mk 60 (FORD

Focus 2004.75 with stability assist)
2 Steering angle sensor for Bosch 5.7 (FORD
Mondeo 2001 with stability assist)

Different types of steering angle sensors are installed

to determine the steering angle depending on the system
manufacturer and the vehicle. These can be subdivided
into the way they perform measurements.

42 (G424490) Service Training

Lesson 4 – Components Steering angle sensors

View On an absolute steering angle sensor, several

photoelectric barrier modules are distributed around the
segment disk at unequal distances. The gaps between
segments of the segment disk are also unequal. For each
1
specific steering angle there is therefore a specific switch
status of all photoelectric barriers.

Magneto-resistive steering angle sensor

View

3 2 2 2

E54014

1 Segment disk 3 3
2 Photoelectric barrier
3 Electronics
4 4
4 Electrical connection

Use is made of opto-electronic types of sensors with 5

relative and absolute steering angle sensing.

6
For relative steering angle sensing, changes in the
E53338
steering angle are measured exclusively by the sensor
and transmitted to the ABS/stability assist. With the aid 1 Drive wheel (engaged in steering spindle)
of other vehicle status signals (e.g. wheel speed sensors) 2 Gearwheel
the module calculates the straight ahead position of the
3 Permanent magnet
steering.
4 Magneto-resistive resistance
For absolute steering angle sensing, the sensor transmits
5 Electronics
a specific signal to the module for each steering angle
position (in relation to one turn of the steering wheel). 6 Electrical connection
The straight ahead position of the steering is therefore The magneto-resistive steering angle sensor consists of
defined in the sensor. two permanent magnets, each of which are connected
to the steering column shaft via a spur gear mechanism.

Service Training (G424490) 43

Steering angle sensors Lesson 4 – Components

The gear ratio of both mechanisms is different, which

means that for each steering position the magnets are
positioned individually to each other ("absolute steering
angle sensing").

The position of the magnets is picked up via

magneto-resistive resistors (see also chapter "Active
wheel speed sensor").

Transmission of the signal to the ABS/stability assist

module is either direct or via CAN, depending on the
type of vehicle.

44 (G424490) Service Training

Lesson 4 – Components Accelerometers

Capacitive acceleration sensor

Function - rest position

E53339

The acceleration sensor works on the principle of

capacity change and consists of two homo-polar charged
plates that have an additional anti-polar charged plate
in the middle.

Function - under influence of acceleration

E53362

The anti-polar plate is mounted flexibly so that it can

move under the influence of acceleration due to its mass.

The change in charge status between the two plate pairs

is picked up and converted to a figure for evaluation by
electronics integrated into the ABS/stability assist
module.

Depending on the installation position, the acceleration

sensor can measure both lateral and longitudinal
acceleration.

Service Training (G424490) 45

Yaw rate sensor Lesson 4 – Components

Piezo-electric yaw rate sensor

Operating principle

E53340

1 Tuning fork exciter 3 Measuring side

2 Suspension system

The yaw rate sensor must be installed correctly in the

The core element of a yaw rate sensor is a small,
location prescribed by the manufacturer due to its
double-ended tuning fork made from a piezo crystal
principle of operation. Any slight deviation in the
(A).
installation position and/or installation location could
The exciter side of this tuning fork is set to a resonance lead to impaired functionality and thereby possible
of 11 kHz with the aid of an alternating current. The failure of the stability assist.
measuring side of the tuning fork features a resonance
Lateral acceleration sensor and yaw rate sensor could
frequency of 11.33 kHz and therefore does not vibrate
also be combined as one module depending on the
(B).
system.
Since, under influence of an external accelerating force,
Transmission of the signal to the ABS/stability assist
a vibrating mass reacts slower than a comparable mass
module is either direct or via CAN, depending on the
that is not vibrating, the tuning fork twists within itself
type of vehicle.
with rotational movement being imparted on the sensor
(C).

This rotation results in a change in the charge

distribution in the Piezo element, which is subsequently
picked up and converted by electronics integrated into
the sensor.

46 (G424490) Service Training

Lesson 4 – Components Brake pressure sensors

Layout of brake pressure sensors Function - rest position

Depending on the type of ABS/stability assist installed,

the pressure sensors are either integrated into the HCU
or fitted on the exterior of the brake master cylinder.

Capacitive pressure sensor

View

E53938
1

2 Function - subject to pressure

5
4
3
E53937

1 Master cylinder
2 Brake fluid
E53939
3 Sensor body
4 Capacitive plate (movable) As hydraulic pressure rises, the movable plate is pushed
against the spring by the piston. As a result of the change
5 Capacitive plate (fixed)
in the plate gap, the charge status between the plates
The capacitive pressure sensor consists of two anti-polar alters. This is picked up and evaluated by the
charged plates. ABS/stability assist module via a measuring instrument.
One plate is flexibly mounted and the other is coupled
mechanically to the hydraulics of the braking system Piezo-electric pressure sensor
via a piston.
View

2 3

E53980

Service Training (G424490) 47

Brake pressure sensors Lesson 4 – Components

1 Sensor body
2 Piezo-electric element
3 Electrical connection

The piezo-electric pressure sensor consists of a piezo

element which is connected to the hydraulics of the
brake system via a membrane.

As brake pressure rises, the membrane deforms the piezo

element thereby changing the charge distribution in the
piezo element. This change in charge distribution is
evaluated by the ABS/stability assist module to
determines its magnitude.

48 (G424490) Service Training

Lesson 4 – Components Other

Stoplamp switch 1 Slide path

2 Slider
To detect actuation of the brakes by the driver, the
ABS/stability assist module uses the signal from the 3 Resistor
stoplamp switch. 4 Electrical connection

The signal from the stoplamp switch is picked off from
the supply line to the stoplamps. Transmission of the
signal to the ABS/stability assist module is either direct
or via CAN, depending on the vehicle type (e.g. FORD
Focus C-MAX).
Brake pedal travel sensor
View
The brake pedal sensor features two slide paths. One of
the two slide paths is divided into seven segments,
whereby each segment is connected via a resistor to one
of the electrical connections of the sensor. The other
slide path is continuous and connected to the other
connection of the sensor.
Depending on the position of the pedal, the resistances
are switched in series via a sliding contact. In this way,
a seven-stage resistance change is produced across the
entire pedal travel.

E53982

An ABS with open return system is equipped with a

brake pedal travel sensor. Further information on this
can be found in the chapter entitled "System-specific
differences between ABS systems".

Layout

4
3

1
E53983

Service Training (G424490) 49

Test questions Lesson 4 – Components

Tick the correct answer or fill in the gaps.

1. Passive wheel speed sensors (inductive sensors)

a. require a sinusoidal alternating current for operation.

b. require a square-wave alternating current for operation.

c. generate a sinusoidal alternating current during operation.

d. generate a square-wave alternating current during operation.

2. The function of active wheel speed sensors is based on the effect

a. that a voltage is induced in a coil under the influence of a magnetic field.

b. that a change in the charge distribution occurs in a piezo-electric element due to deformation.

c. that a segment disk runs through a photoelectric barrier.

d. that certain ferrous magnetic materials change their internal resistance under the influence of a magnetic
field.

3. A steering angle sensor with absolute measurement

a. never requires calibration.

b. measures the steering angle from the defined zero position.

c. measures the current change from the previous steering wheel position.

d. always works on the principle of opto-electronic measurement.

4. The yaw rate sensor

a. must be fitted correctly at the prescribed installation position.

b. works on the principle of opto-electronic measurement.

c. is not sensitive to the installation position and location.

d. has a pulse-width modulated output signal with a constant frequency of 11.33 kHz.

50 (G424491) Service Training

Lesson 5 – Additional Systems Objectives

On completing this lesson, you will be able to

• describe the additional systems that are associated with the brake and vehicle stability systems already covered.

Service Training (G424493) 51

Electronic Brake Force Distribution Lesson 5 – Additional Systems
(EBD).

Operation The role of the EBD is therefore to prevent excessive

braking of the rear wheels at the outset, i.e. before
The EBD replaces the brake pressure control valves and control intervention by the ABS.
brake load sensor proportioning valves common in
conventional braking systems.

E53988

1 Brake pressure control valve 3 Rear wheel brakes

2 HCU 4 Brake load sensor proportioning valve

If the wheel should lock, despite reduced brake pressure

Unlike mechanical control of the brake pressure where
(e.g. if an icy section of road is suddenly encountered),
the axle load and brake pressure from driver input serve
the reduction in brake pressure will be combined with
as control factors, the ABS module uses tire slip to
controlled ABS braking.
detect the excess braking hazard.
Due to the demand in a higher quality of brake pressure
If the measured tire slip exceeds a critical level, the
control, proportioning valves are often used in the valve
brake pressure is reduced at the respective wheel brake
unit on an ABS with integrated EBD.
via the outlet valve.
Proportioning valves have an advantage over
The ABS pump is not activated during EBD control.
conventional selector valves in that they can be actuated
with infinite variability and thereby allow more precise
control of the brake pressure.

52 (G424492) Service Training

Lesson 5 – Additional Systems Emergency Brake Assist (EBA).

Operation F Pedal force

P Braking pressure
Tests prove that most drivers are able to apply the brakes
fast enough in an emergency situation but they do not 1 Pressure curve with EBA
apply enough pressure to the brake pedal. As a result 2 Pressure curve without EBA
of this, the maximum brake pressure is built up relatively
Since EBA allows brake pressure to rise up to and above
slowly and the stopping distance is lengthened
the blocking limit of the wheels, EBA is only installed
unnecessarily.
in conjunction with ABS.
The EBA (Emergency Brake Assist) function detects
The EBA systems installed are either mechanical or
an emergency braking situation from the braking
electronic depending on the vehicle series.
response of the driver and initiates maximum braking
force automatically if a certain threshold, predefined by
a map, is exceeded. Mechanical EBA

Period over which brake pressure typically rises The mechanical EBA is completely integrated into the
with/without EBA brake booster.

Determination of the activation threshold is based on

the pedal movement parameters, which are a function
of the pressure on the brake pedal and the speed of
P movement of the pedal.

This map is determined for each vehicle model

2 separately.
1 In FORD vehicles, mechanical EBA systems built by
Bosch and Teves are installed. The Teves system is
E56091 F
shown as follows for the purposes of representation.

Service Training (G424492) 53

Emergency Brake Assist (EBA). Lesson 5 – Additional Systems

Rest position

1
2

E56421

1 Relative travel distance 3 Valve piston

2 Valve body

The relative travel distance is small when the pedal

The mechanical EBA utilizes the fact that in a brake
moves slowly with low force applied to it. If the pedal
booster unit, the valve piston moves ahead of the control
is pressed quickly with a high amount of actuating force,
housing at the onset of braking.
the relative travel distance is correspondingly greater.
As a result, a relative travel distance is created between
the control housing and the valve piston which can be
high or low depending on brake pedal actuation force
and pedal speed.

54 (G424492) Service Training

Lesson 5 – Additional Systems Emergency Brake Assist (EBA).

Normal braking

1
2

5 4
6 3

E56422

1 Ball sleeve 4 Ball

2 Valve body 5 Lock sleeve
3 Valve piston 6 Ball cage

The lock sleeve is held in its rest position by the force

In a normal braking situation due to the pedal actuation
applied by the spring, the ball cage remains free to move
force parameters, the relative travel distance remains
axially and the ball remains free to move radially.
so low that the travel until engagement defined by the
design is not exceeded.

Service Training (G424492) 55

Emergency Brake Assist (EBA). Lesson 5 – Additional Systems

Active EBA

E56423

1 Relative travel distance 3 Key

2 Disc valve

If the activation threshold level is exceeded because of

an emergency braking situation, i.e. the relative travel Electronic EBA
distance of the valve piston is so great that the balls are
The electronic EBA is integrated in the stability assist.
moved in over the ramp of the ball sleeve, then the lock
sleeve can move completely to its end position. With help from the brake pressure sensors, the
ABS/stability assist module monitors the period during
The balls are now blocked and the ball sleeve can no
which pressure rises in the hydraulics of the braking
longer be moved towards the closed position of the disc
system.
valve.
Once a predefined brake pressure/time parameter is
The EBA is now active, maximum brake pressure will
reached, the ABS/stability assist module detects
be built up and the brake pedal can be pressed onto its
emergency braking initiated by the driver. Brake
limit stop with almost no force.
pressure is built up in a short space of time to the
The brake pressure remains constant until the brake maximum level with help from the ABS pump.
pedal is fully released again.
The ABS pump remains switched on until the brake
pedal is pressed by the driver.

56 (G424492) Service Training

Lesson 5 – Additional Systems Electronic parking brake

Operation On actuation of a switch the parking brake, normally

The electronic parking brake provides an improvement
in convenience for the driver.
Design of parking brake actuator
operated by cables, is applied with help from an electric
parking brake actuator.
The parking brake actuator is located above the rear
axle between the two parking brake cables.

3
4

2
5

1
1

8 6
9
7

E55040

1 Parking brake cables. 6 Spline shaft

2 Electrical connection 7 Gearbox
3 DC motor 8 Hollow shaft
4 Parking brake module 9 Force sensor
5 Emergency release cable

The spline and hollow shafts are joined together via a

The parking brake actuator consists of the spline and
threaded connection and attached to each of the outer
hollow shaft with motor/gear mechanism and the
ends is a brake cable. The brake cable attached to the
parking brake module.
hollow shaft has a swivel fixture. The spline shaft is
fixed radially in the housing.

Service Training (G424492) 57

Electronic parking brake Lesson 5 – Additional Systems

The hollow shaft can be rotated in both directions by Parking brake input signal module:
means of the motor/gear mechanism. When this happens, • 1 = Battery voltage
the spline shaft turns in or out of the hollow shaft via
• 2 = Ignition key in ignition lock
the threaded connection. The two brakes cables are
• 3 = Ignition key position II
pulled or released.
• 4 = Clutch pedal switch
To compensate for the different brake cable settings,
• 5 = HS CAN (vehicle speed, stoplamp switch, rear
the hollow shaft mounting in the motor/gear mechanism
wheel blocking hazard, diagnosis)
is of the floating type.
• 6 = Electronic parking brake button
A force sensor located between the hollow shaft and
• Force sensor (integrated in parking brake actuator)
brake cable determines the effective pulling force and
Parking brake output signal module:
transmits it to the parking brake module.
• DC motor (integrated in parking brake actuator)
The parking brake module evaluates the input signals
• 5 = HS CAN (diagnosis)
and actuates the DC motor, with reference to a stored
map, based on the pulling force. • 7 = Electronic parking brake status (GEM)

In the event of system failure, the brake cables can be

disconnected mechanically from the adjusting unit. Actuation of electronic parking brake during
driving
Block diagram of parking brake actuator
In an emergency situation, the electronic parking brake
6 can be actuated during driving.

4
The parking brake module receives the wheel speed
signals of the rear axle via CAN and reduces the pulling
2 force at the parking brake cables if there is a risk of the
wheels locking. As soon as the blocking hazard has been
1
rectified, the pulling force is increased accordingly.

3 A control loop is created similar to that of ABS

controlled braking. The control frequency, however, is
considerably lower.

5 6

E45466

1 Parking brake module

2 DC motor
3 Force sensor
4 Parking brake actuator
5 Emergency release cable
6 Parking brake cable

58 (G424492) Service Training

Lesson 5 – Additional Systems Test questions

Tick the correct answer or fill in the gaps.

1. As a control factor, the EBD integrated in the ABS uses

a. the relevant axle load.

b. the brake slip from a preceding braking.

c. the tire slip at the moment of braking.

d. a brake pressure map stored in the ABS module.

2. At the moment of intervention, theEBA systems cause

a. a reduction in the reaction time of the driver.

b. a greater build up of brake pressure than would otherwise be possible by the driver.

c. a build up of brake pressure within the shortest space of time up to the blocking limit.

d. the driver to be informed about the emergency situation.

3. The electronic EBA detects an emergency braking situation

a. by the prevailing ABS controlled braking operation.

b. by the higher braking pressure initiated by the driver.

c. by the rapid build up in brake pressure initiated by the driver.

d. by the vehicle speed.

4. The parking brake module

a. is located inside the vehicle above the rear axle.

b. is combined with the ABS/stability assist module.

c. is located in the parking brake actuator.

d. is located at a central location in the engine compartment (BJB (Battery Junction Box)).

5. If the electronic parking brake fails, this can

a. be released for emergency purposes by pressing the electronic parking brake switch several times.

b. released for emergency purposes by quickly switching the ignition on and off eight times.

c. released by the pulling the emergency release cable.

d. not be released.

Service Training (G424493) 59

Answers to the test questions

Lesson 1 – Anti-Lock Brake System

1. c

2. b

3. c

4. b

5. c

Lesson 2 – Traction Control

1. a

2. c

3. c

4. c

Lesson 3 – Stability Assist

1. c

2. d

3. a

4. b

Lesson 4 – Components

1. c

2. d

3. b

4. a

Lesson 5 – Additional Systems

1. c

2. c

3. c

4. c

5. c

60 Service Training
 List of Abbreviations

ABS Anti-lock Brake System

BJB Battery Junction Box

BTCS Brake Traction Control System

CAN Controller Area Network

EBA Emergency Brake Assist

EBD Electronic Brake Force Distribution

HCU Hydraulic Control Unit

PCM Powertrain Control Module

PWM Pulse Width Modulation

WDS Worldwide Diagnostic System

Service Training 61