Tech Talk

ANTI-LOCK BRAKING SYSTEMS - PART 4

In part 3 we covered the function and operating principles of ABS actuator assemblies using three position solenoid valves. This article now goes on to describe the function of the two position solenoid valve actuator assemblies used in more modern vehicles. Also described here is the digital type wheel speed sensor, increasingly common in later vehicles.

Wheel speed sensors

Most ABS configurations still use the inductive type wheel speed sensor previously described. Whilst these are perfectly acceptable for ABS use, the latest enhanced chassis control systems require more information than can be supplied by this type of sensor. Systems such as hill hold and hill descent found on luxury vehicles and some offroad vehicles respectively require a sensor that can detect very small amounts of wheel movement at low speed. An inductive type sensor is incapable of this as significant wheel speed is required in order to produce an acceptable signal. The later digital wheel speed sensor can accurately detect a static wheel and wheel direction allowing improved chassis control and diagnostic capability. They are less sensitive to variations in the air gap between the sensor and sensor ring and some applications also ensure that the components are better protected from the elements, i.e. when built in to a wheel bearing assembly. The sensor consists of a sealed casing containing an integrated circuit. It is connected to the ECU by a supply and signal wire. Unlike most inductive type sensors

a reference voltage that can vary depending on the manufacturer. The sensor detects the position of teeth or a number of magnetic segments on a sensor ring mounted on a driveshaft, hub etc. rotating at road wheel speed. It produces an ON/OFF , digital signal with its low voltage section normally at the level of the supply voltage. Note: the signal will be further described in the diagnostics section at the end of this series.

2-position actuator/modulator

that generate their own voltage, these digital sensors are normally supplied with
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The three-position solenoid valve system (see part 3 of this series) uses varying current levels to control the position of the solenoid valves. This method of control can leave the system susceptible to unwanted variations in current levels caused by high resistance electrical connections and high or low voltages allied to wear and tear of the valve assemblies. The two-position solenoid systems get over some of these potential problems because the solenoids are less sensitive to current levels. They also provide some benefits when used for traction control and other functions. As before, the actuator assembly consists mainly of a series of electrically operated solenoid valves to control the hydraulic pressure within the brake lines. Most of these systems have 4 channels, one for each wheel with a pair of valves for
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each circuit. Two pumps are used, each one influencing a pair of hydraulic circuits (note that as before the pumps are integrated with the actuator assembly). Each hydraulic circuit has an inlet (A) and an outlet valve (B) to control fluid flow. The valves are Pressure Increase Phase switched by the ECU based on signals from the wheel speed sensor for that hydraulic circuit. During normal braking, valve A is open allowing fluid to flow to the brake under pressure. Outlet valve B is closed. This is the Pressure Increase Phase. If the wheel slows down too much, to the point where it might skid, the ECU supplies current to the inlet solenoid valve that closes the port from the master cylinder. As the outlet valve is still closed, pressure is trapped in the hydraulic line to the brake cylinder and the brake remains on but the drivers input has no more influence. The aim is to prevent the wheel slowing any more and this is known as the Pressure Hold Phase. If the wheel still continues to slow down more than it should for any particular road speed, it will eventually reach the stage where it skids. As before, changes in road surface, brake efficiency due to temperature rise or warped discs etc. can all cause the wheel to skid in an instant. Further intervention will be necessary to prevent skidding and loss of steering control. If the wheel gets close to skidding, the outlet valve will be opened by a signal from the ECU. Fluid will return from the hydraulic brake line to the reservoir and the pressure at the brake will drop, allowing the wheel to speed up again. This is

known as the Pressure Release Phase Pressure Release Phase. As before, when the wheel reaches a certain speed and if the brake is still being applied, the system will repeat the pressure increase, hold and release phases until either the brake is released or the vehicle comes to a halt. During this process the pump will direct fluid back to the master cylinder, causing pulsing at the pedal.

DEAR DAVE
Q The airbag light on a Renault Clio 1997 resists all attempts to put it out. Fault codes point to the air bag computer, the air bag computer supply (voltage being too low), and the driver and passenger pre-tensioners. The air bag computer and both pre-tensioners have been replaced, but the light remains on. A This is a common fault with the Renault air bag system and is normally caused by poor connections to the pre-tensioners. The official Renault solution is to replace the wiring loom to the pre-tensioners. Q A Toyota Corolla 2.0 1999 came in on a tow truck because it would not start in the morning. The owner reported the problem as being due to not having a spark from the ignition, and indeed this was the case. Unfortunately, though, this was one of those jobs where somebody had been messing around with the car and caused more problems than were there in the first place. We couldnt read any codes from the car, and on further investigation found that the ECU was not working because the ECU circuit fuse had been removed and then replaced in the wrong place. Fixing this we then had a car with a spark, but it was still a nonstarter. Cam timing and fuelling were OK, but a compression check showed compressions of less than 75 psi. We removed the head, lapped in all the valves and checked the piston rings. Compressions were better but still less than 120 psi. AThis sounds like a severe case of sticky valves caused by lifters that are gummed up. Oil changes may have been neglected and the wrong oil used in the engine. With a running engine, a good flushing treatment may fix it, but with a non runner all the lifters need removal. It may be possible to strip and clean the lifters; otherwise a new set will be needed. And of course an oil and filter change.

Summary Following articles will progress to Traction Control, Vehicle Stability Control, Electronic Brake-force Distribution and Brake Assist. Diagnosis processes employed in finding faults with these systems will complete the series. If you would like to study anti-lock braking systems and chassis control systems in more detail we would be delighted to provide you with a place on one of our technical courses. Please see details below on how to contact us.

ProAuto Limited are an automotive technical training company based in Shrewsbury, Shropshire. Our core business is design and delivery of technical training to the automotive industry, which includes vehicle manufacturers, component manufacturers, diagnostic equipment manufacturers and independent garages. We run courses from numerous select venues nationally, so a course is never too far away. For further details you can visit our website at www.proautotraining.com, email us at info@proautotraining.com, or telephone 01743 709679.

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