Lecture Notes – MAT Prepared By : Mohd Fairus

1093 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.

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 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
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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. [Link] 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

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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

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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

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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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