ABS speed sensor

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ABS Speed Sensor

How to connect the oscilloscope
Example waveform and notes
Technical information
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How to connect the oscilloscope

There are several different connection methods, depending on whether you wish to look at an individual speed
sensor or a pair of sensors. Also, you will need to decide if the sensor can be tested statically (with the vehicle on
axle stands) or while on road test. The test point will differ from one system to another. Some may have fly-lead
multi-plugs with easy access, and on others the wiring may be routed into the inner wing or bulkhead in such a way
that no connections can be made. In this case you may need to locate the ABS electronic control module and
probe the wiring there. Technical data will be needed in order to ensure the correct connections are made; not only
that, but the right two sensor wires must be connected with the correct polarity if the correct signal is to be
displayed on the oscilloscope.
Static vehicle test
1.
2.
3.
4.
5.

Jack up the road wheel on the hub to be tested and place the vehicle on axle stands.
Plug a BNC test lead into channel A on the PicoScope.
Place a small black crocodile clip on the black (negative) plug on the BNC test lead.
Place a small red crocodile clip on the colored (positive) plug on the BNC test lead.
Disconnect the ABS speed sensor at the connecting socket (or locate the correct wires at the ABS control
module) and clip the crocodile clips onto the sensor's fly-lead.

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Press the space bar on the computer to start looking at live readings. Spin the wheel either by hand, or, if it is a
driven wheel, by carefully running the engine and selecting a suitable gear.
Road test
For live readings whilst on road test, leave the sensor's fly-lead connected (or make the connections at the ABS
control module) and use the acupuncture probes or multimeter probes to connect to the two inductive wires. It is
also possible to monitor two hubs at the same time by setting up channel B. Ensure that any test leads are kept
away from moving or hot components.
As you will see in the PicoScope settings and in the example waveform on this page, it is essential that the voltage
range is set to alternating current (AC) for this test.

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Figure 3.1
Figure 3.1 shows the four connections made to the ABS electronic control module in order that the two front speed
sensors could be monitored. The resultant waveform is shown below. Whilst on road test you will notice the
frequencies change as you corner.
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Example Waveforms

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ABS speed sensor

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ABS speed sensor

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Waveform Notes

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The anti-lock Braking System (ABS) relies upon information coming in from the sensors fitted to the hub
assemblies.
If under heavy braking the ABS Electronic Control Module (ECM) loses a signal from one of the road wheels, it
assumes that the wheel has locked and releases that brake momentarily until it sees the signal return. It is
therefore imperative that the sensors are capable of providing a signal to the ABS ECM.
The operation of an ABS sensor is not unlike that of a crank angle sensor, using a small pick-up that is affected by
the movement of a phonic wheel moving close to it. The relationship between the phonic wheel and the sensor
results in the production of a continuous alternating current (AC) 'sine wave' that can be monitored on an
oscilloscope. The sensor, recognisable by its two electrical connections (some may have a coaxial braided outer
shield), produces an output that can be monitored and measured on the oscilloscope.
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Technical Information
ABS has been a common safety-related fitment to vehicles since the early 1980s with systems from ATE, Bosch
and Bendix. The systems all have a similar operational strategy and are all electromechanical.
The ABS ECM (Electronic Control Module) wants to see a continuous stream of sine waves for all four of the
vehicle's wheels. If however the brakes are applied and a wheel 'locks', the ECM will lose the signal from the
skidding wheel. If the ECM sees this happen, it will immediately release the hydraulic pressure to the wheel in
question and very quickly 'pulse' the pressure within the hydraulic system to maximise braking efficiency.
A vehicle fitted with an ABS system has better braking
abilities in adverse wet or slippery conditions. Some
vehicles may have ABS fitted to only the front wheels of
the vehicle.
The ABS sensors can also perform another role when the
vehicle is fitted with traction control: instead of looking for
a loss of signal from a 'locked' wheel, the traction control
ECM looks at the frequencies of the signals to see if any
of the wheels are spinning. If a spinning wheel is
detected, the engine's power output is reduced until all

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frequencies from the ABS sensors are the same and

traction is regained. Some systems momentarily apply
the brake to the spinning wheel to aid traction on the
other wheel.
Figure 3.2 shows a typical front hub ABS set up, where
the driveshaft has a series of teeth on it and the speed
sensor is mounted close to them.

Figure 3.2

Figure 3.3 shows an alternative set up using a castellated

drive ring mounted on the wheel bearing. The inductive
sensor is the built into a hub cap located on the inside of
the vehicle's hub assembly.

Figure 3.3

Fault-Finding: Broken Reluctor Tooth

On closer inspection of the 2-wheel and 4-wheel waveforms above, we can see an irregular pattern on channel B
(the red trace). The zoom feature in PicoScope reveals this in more detail:

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The most likely cause of this is a broken tooth on the ABS reluctor wheel. Here is what we found:

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Figure 3.4
The broken tooth is in the centre of the picture. It was probably caused by a flying stone chip.
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