Lecture Notes – MAT 1093 Prepared By : Mohd Fairus Jamid

Chapter 2

ABS System

 Introduction ABS system

 Types, layout and operation

 Troubleshooting and diagnosis of ABS system

 Road holding management (Electronic force distribution, braking only anti

slip regulation, anti slip regulation, MSR, electronic stability program)

 Brake function and advantages over conventional types

2.0 Fundamental of ABS Systems

 Antilock Brake Systems (ABS) is integrated with the conventional braking

system.

 They use a computer controlled actuator unit, between the brake master
cylinder and the wheel cylinders to control brake system hydraulic
pressure.

 ABS address two conditions related to brake application;

o Wheel lockup

o Vehicle directional control

But it is actually the friction between the tire and road surface that
stops the vehicle.

 Without ABS when brakes are applied with enough force to lock the
wheels, the vehicle slides uncontrollably because there is no traction
between the tires and the road surface.

 While the wheels are skidding, steering control is lost as well.

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 An antilock system provides a high level of safety to the driver by

preventing the wheels from locking, which maintains directional stability.

 A professional driver may be capable of maintaining control during braking

by pumping the brake pedal which allows a locked wheel to turn
momentarily.

 Whereas a professional driver may be capable of modulating the brakes

approximately once per second, ABS is capable of modulating the brake
pressure at a given wheel up to fifteen times per second.

 An ABS system does something else that no driver can do, it controls each
front brake separately and the rear brakes as a pair whenever one of the
wheels starts to lock.

 ABS helps stop a car in the shortest possible distance without wheel
lockup while maintaining directional control on most types of road surface
or conditions.

Figure 2.1: ABS is combined with the conventional braking system and located
between the master cylinder and the wheel cylinders.

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2.1 Tire Traction and ABS

 Figure 2.3 shows the slip tolerance band (shaded area) in which the most
efficient braking occurs.

 From a slip ratio of zero (0), at which the wheel speed and the vehicle
speed are equal, to a slip ratio of 10, braking is mild to moderate and good
traction between the tire and the road surface is maintained.

 Between slip ratios of 10 to 30 the most efficient braking occurs. This is

where the tires are at a point where they may begin to lose traction with
the road surface.

 This is also the band in which ABS operation occurs. Beyond a slip ratio of
30%, braking efficiency is reduced, stopping distance is increased and
directional control is lost.

 The amount of braking force on the left vertical line vary based on the
driver’s pressure on the brake pedal and on the road surface; less braking
force may be applied on wet asphalt than on dry concrete before lockup
occurs, therefore the stopping distance is increased.

Figure 2.2: Maximum braking force occurs between 10 to 30% slip ratio. Wheels
spinning freely are 0% slip ratio. 100% slip ratio reflects a wheel completely locked
up.

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2.2 Basic Operation

 Four wheel ABS systems use a speed sensor at each front wheel and
either a single speed sensor for both rear wheels or individual speed
sensors at each rear wheel.

 The speed sensors are monitored by a dedicated ECU. The system

controls the front brakes individually and rear brakes as a pair.

 In a panic braking situation, the wheel speed sensors detect any sudden
changes in wheel speed.

 The ABS ECU calculates the rotational speed of the wheels and the
change in their speed, then calculates the vehicle speed.

 The ECU the judges the slip ratio of each wheel and instructs the actuator
to provide the optimum braking pressure to each wheel.

 For example, the pressure to the brakes will be less on slippery pavement
to reduce brake lockup. As a result, braking distance may increase but
directional control will be maintained.

 It is also important to understand that ABS is not active during all stops.

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Figure 2.3: Typical ABS control system

 The hydraulic brake actuator operates on signals from the ABS ECU to hold,
reduce or increase the brake fluid pressure as necessary, to maintain the
optimum slip ratio of 10 to 30% and avoid wheel lockup.

 Figure 2.3 show the ECU monitors the four wheel sensors, processes the
data and controls the actuator solenoids and pump motor through the ABS
Relay.

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2.3 Type of ABS

 There are several types of ABS systems used in current vehicle models
distinguished by the actuator. The actuator types include:

o 2-position solenoid valves.

o 3-position solenoid valves with mechanical valve (Bosh).

o 3-position solenoid valve (Nippondenso).

o 2-position solenoid controlling power steering hydraulic pressure which

controls brake hydraulic pressure.

2.3.1 2-Position Solenoid Valves

 2-position solenoid actuators come in configurations of six or eight solenoids.

 The eight solenoid configuration uses two solenoids per brake assembly.

 The six solenoid configuration uses two solenoids to control the rear brake
assemblies while the front brake assemblies are controlled independently by
two solenoids each.

Figure 2.4: 2-position solenoid types

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2.3.2 3-position solenoid and mechanical valve

Figure : the third solenoid controls the right rear and the mechanical to the left rear.

2.4 System components

Each ABS type shares common components which provide information to the
ECU. This section will study each of these components and then describe each of
the actuator types and their operation.

The components identified below are typical of most Toyota ABS systems.

i. Speed sensors to monitor wheel speed

ii. G-sensor monitors rate of deceleration or lateral acceleration.

iii. ABS actuators control brake system pressure.

iv. Control relays controls the actuator pump motor and solenoids.

v. ABS ECU monitors sensor inputs and controls the actuator.

vi. ABS warning lamp alerts the driver to system conditions.

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The location of components may vary by model and year, therefore, for
accurate location of components, consult your EWD or Repair Manual.

Figure : Typical component layout

2.4.1 Wheel speed sensor

A wheel speed sensor is mounted at each wheel and sends a wheel rotation
signal to the ABS ECU. The front and rear wheel speed sensor consists of a
permanent magnet attached to a soft iron core (yoke) and a wire wound coil. The
front wheel speed sensors are mounted to the steering knuckle, and the rear speed
sensors are mounted to the rear axle carrier. Serrated rotors are mounted to the
drive axle shaft or brake rotor, and rotate as a unit.

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Figure : Wheel speed sensor

Operation

Speed sensor operation is similar to the magnetic pick-up in a distributor.

When the teeth of the sensor rotors pass the iron core, the magnetic lines of force
cut through the coil windings causing a voltage to be induced into the coil. As the
tooth approaches the iron core, the magnetic field contracts causing a positive
voltage to be induced in the coil. When the tooth is centered on the iron core the
magnetic field does not move and zero volts are induced in the coil. As the tooth
moves away from the iron core the magnetic field expands, resulting in a negative.
As the rotation of the sensor rotor increases, the voltage and the frequency of this
signal increase, indicating to the ECU a higher wheel speed.

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Figure: Speed sensor operation

2.4.2 Deceleration sensor

The deceleration sensor is used on some systems to provide input to the ABS
ECU about the vehicle’s rate of deceleration to improve braking performance. In a
typical ABS system, the ECU compares individual speed sensors to determine the
speed of the vehicle and rate of wheel deceleration. The deceleration sensor is used
on all full-time 4Wd vehicles equipped with ABS to determine deceleration, as the
front and rear axles are connected through the transfer case and present unique
braking characteristics. Models equipped with only rear-wheel ABS have a single
speed sensor and no means of determining the actual vehicle speed or rate of
deceleration.

The deceleration sensor is composed of two pairs of LEDs (light emitting

diodes) and phototransistors, a slit plate, and a signal conversion circuit. The
deceleration sensor sense the vehicle’s rate of deceleration and sends signals to the
ABS ECU. The ECU compares the rate of deceleration and vehicle speed to
determine the precise road surface conditions and takes appropriate control
measures.

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Figure: Deceleration sensor component

Operation

Both LED’s are located on one side of the slit plate and both photo transistors
are located on the opposite side. The LED’s are ON when the ignition switch is in ON
position. When the vehicle’s rate of deceleration changes, the slit plate swings in the
vehicle’s rear-to-front direction. The slits in the slit plate act to expose the light from
the LEDs to the phototransistors. This movement of the slit plate switches the
phototransistors ON and OFF.

Figure: Deceleration sensor operation

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Lateral Acceleration Sensor

The lateral acceleration sensor has similar construction to the deceleration

sensor described above. Rather than having the slit plate swing rear-to-front, the
sensor is mounted in such a way that the slit plate swings from side to side. This
sensor is found only on the 1993 ½ and later model supra to detect lateral forces
while braking.

Deceleration rate

The combination formed by these phototransistors switching ON and OFF

distinguishes the rate of deceleration into four levels, which are sent as signals to the
ABS ECU. The chart below indicates the rate of deceleration based on input from the
two phototransistors are both blocked and turned OFF, the deceleration rate is
medium.

Semiconductor deceleration sensor

A new style deceleration sensor was introduced in the 1996 4WD RAV4 only.
The sensor consisted of two semiconductor sensors. They are mounted at 90° to
one another and installed so that each has an angle of 45° to the centerline of the
vehicle. Each semiconductor sensor is provided with a mass which exerts pressure
based on the deceleration force applied to the vehicle. The sensor converts the force
into electronic signals, and outputs the signals to the ABS ECU.

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Figure Semiconductor deceleration sensor

4.3 Actuator

The actuator controls hydraulic brake pressure to each disc brake caliper or
wheel cylinder based on input from the system sensors, thereby controlling wheel
speed. These solenoids provide three operating modes during ABS operation:

 Pressure holding

 Pressure reduction

 Pressure increase

2-position solenoid type

the actuator consists of six or eight 2-position solenoid valves, a pump and
reservoir. Each hydraulic circuit is controlled by a single set of solenoids pressure
holding solenoid and pressure reduction solenoid.

Aside from the 2-position solenoid valves, the basic construction and operation
of this system is the same as the 3-position solenoid system:

 Four speed sensors provide input to the ECU which controls the operation of
the solenoids and prevent wheel lock-up

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 The two front wheels are controlled independently and the two rear wheels
are controlled simultaneously for three channel control.

 The four channel control where the two rear wheels are controlled
independently just like the front wheels.

Figure 2-position solenoid hydraulic circuit

Pressure holding valve

The pressure holding valve controls (open and close) the circuit between the
brake master cylinder and the wheel cylinder. The valve is spring loaded to the open
position (normally open). When current flows in the coil the valve closes. A spring
loaded check valve provides an additional release passage when pressure from the
master cylinder drops.

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Figure: pressure holding valve

Pressure reduction valve

The pressure reduction valve controls (open and close) the circuit between
the wheel cylinder and the actuator reservoir. The valve is spring loaded in the
closed position (normally closed). When a current flow through the coil, the valve
compresses the spring and opens the valve.

Figure: controls the circuit between the wheel cylinder and the actuator reservoir.

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Operation during normal braking (ABS not activated)

During normal braking the solenoids are not energized so the pressure
holding valve remains open and the pressure valve remains closed.

When the brake pedal is depressed, the master cylinder fluid passes through
the pressure holding valve to the wheel cylinder. The pressure reduction valve
prevents fluid pressure from going to the reservoir. As a result normal braking
occurs.

Figure during normal braking the solenoids are not energized so the pressure
holding valve remains open and the pressure reduction remains closed.

Pressure holding mode

When any wheel begins to lock, the ABC ECU initially goes to hold mode to
prevent any additional increase in pressure. The ECU turns OFF the pressure
reduction valve and turns the pressure holding valve ON. The pressure reduction
valve closes, preventing hydraulic fluid from going to the reservoir. The pressure

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holding valve remains closed so no additional fluid pressure can reach the wheel
cylinder.

Pressure reduction mode

After the initial hold mode operation, the ABS ECU energizes both the holding
valve and the reduction valve. The pressure holding valve closes and blocks
pressure from the master cylinder. The open reduction valve allows hydraulic
pressure from the wheel cylinder circuit into the reservoir, reducing brake pressure.
The pump is also energized to direct hydraulic fluid back to the master cylinder. This
causes brake pedal feedback and alerts the driver to ABS operation.

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Pressure increase mode

As pressure inside the wheel cylinder is reduced and the speed sensor sends
a signal indicating that the speed is above the target level, the ECU turns OFF both
the pressure reduction valve and the pressure holding valve. The pressure reduction
valve closes, preventing hydraulic fluid from going to the reservoir. The pressure
holding valve opens so additional pressure enters the wheel cylinder if the driver
maintains pedal pressure. The operations are the same as normal mode except the
pump is on.

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ABS ECU

The ABS ECU sense the rotational speed of the wheels as well as the vehicle
speed based on signals from the wheel speed sensors. During braking, the
deceleration rate will vary depending on pedal pressure, the vehicle speed during
braking, and the road surface conditions. For example, the deceleration rate is much
greater on dry asphalt, compared to a wet or icy surface.

The ECU judges the slip condition between the wheels and the road surface
by monitoring the change in the wheel’s rotational speed during braking. The ECU
controls the ABS actuator to deliver the optimum hydraulic pressure to the brake
cylinder to precisely control the speed of the wheels, maintaining maximum brake
force with a 10 to 30% slip ratio.

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Solenoid relay control

The solenoid relay supplies power to the solenoids. The ECU turns the solenoid
relay ON when the following conditions are met:

 Ignition switch ON

 The initial-check function relay OFF if any of the above conditions are not met.

The ECU turns the solenoid relay OFF if any of the above conditions are not met.

Pump motor relay control

The pump motor relay supplies power to the ABS pump motor located in the
actuator. The ECU turns the relay ON when the following conditions are met:

 During ABS operation or during the initial check

 When the solenoid relay is ON.

The ECU turns the pump motor relay OFF when any of the above conditions are
not met.

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Wheel Speed control

The ECU continuously receives wheel speed signals from the speed sensors
and deceleration sensor. By calculating the speed and deceleration of each wheel,
the ECU estimates the vehicle speed. When the brake pedal is depressed, the
hydraulic pressure in each disc brake cylinder begins to increase and the wheel
speed begins to decrease. If any of the wheels are near a lock-up condition the ECU
goes into pressure hold mode to stop the increase of hydraulic pressure in the disc
brake cylinder of that wheel.

Section A

The ECU sets the solenoid valves to the pressure reduction mode based on
wheel speed, thus reducing the hydraulic pressure in the disc brake cylinder.

After the pressure drops, the ECU switches the solenoid valves to the holding
mode then monitors the change in wheel speed.

If the ECU judges that the hydraulic pressure needs to be reduced further, it
will return to reduction mode.

Section B

When the hydraulic pressure inside the disc brake cylinder decreases
(Section A), the hydraulic pressure applied to the wheel falls. This allows the wheel
that was locking up to speed up. However, if the hydraulic pressure is held down, the
braking force acting on the wheel will become too low. To prevent this, the ECU sets
the solenoid valves to the pressure increase mode and holding mode alternately as
the wheel which was locking up, recovers speed.

Section C

As the hydraulic is gradually increased in the brake cylinder by the ECU

actuator (section B), the wheel tends to lock up again. In response, the ECU again
switches the solenoid valves to the pressure reduction mode to reduce hydraulic
pressure inside the disc brake cylinder.

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Section D

Since the hydraulic pressure in the brake cylinder is decreased again (section
C), the ECU starts to increase the pressure again as in section B.

The cycle of Hold, reduce and increase is repeated many times until the
wheels are no longer outside the 30% slip ratio.

Wheel speed control chart

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