1

ABS System

Hydraulic Unit and Wheel speed

Sensor
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ABS Solenoids

Fluid
return
• There are three types of
solenoids in the hydraulic
Isolation
unit:
Pump

Build – Isolation
– Decay
Accumulator
– Build
Decay

Note: The illustration here shoes the solenoids for only one channel.
The hydraulic unit has a set of solenoids for each channel
 3
Fail safe mode

• When there is no electrical

current supplied to the ABS
500 psi system the isolation solenoid
is open – allowing brake fluid
Isolation
to pass through hydraulic unit
to the caliper unchanged.
Build
• Without electrical power the
decay and build solenoids are
closed
Decay
• The brakes work normally but
ABS is not available.

500 psi
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ABS isolation mode
• The ABS control module closes
the isolation solenoid as soon
as an impending wheel lockup
500 psi is detected
Isolation • This blocks additional pressure
from the master cylinder
entering the hydraulic circuit
Build for the locked wheel.
• Decay and build solenoids
remain closed
Decay • If the deceleration rate of the
wheel remains within limits no
further action is taken.

500 psi
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ABS Decay mode
Fluid from • If the deceleration rate of the
decay wheel exceeds the limits the ABS
solenoid
returns back control module will hold the
to reservoir 500 psi isolation solenoid closed.
• The decay solenoid is pulsed open
Isolation for a few milliseconds to decrease
pressure to the caliper.
Build • The build solenoid is kept closed.
• The ABS control unit will
continue to pulse the decay
solenoid until the rate the wheel is
Decay turning begins to match the speed
of the other wheels.

200 psi
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ABS Build mode
• If the wheel is now turning faster than
the other wheels the ABS control
module will keep the isolation
500 psi solenoid closed.
• The control module will pulse the
Isolation build solenoid for a few milliseconds
to increase pressure to the caliper.
• Decay solenoid is closed.
Build • The ABS control unit will continue to
pulse the build solenoid until the rate
the wheel is turning catches up to the
speed of the other wheels.
Decay • In most systems the pressure
reapplied to the locking wheel will
not exceed the original pressure at the
time the control module detected the
lockup.
500 psi
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Internal accumulators
• Modern ABS systems locate the
accumulator inside the hydraulic
unit.
• External accumulators were used
on first generation integrated
ABS/booster systems.
• The volume of the internal
accumulator doesn’t need to be Photo courtesy of Robert Bosch Gmbh

very large since it is not being used

to operated a power booster piston.
Accumulator
cover
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Combined decay and build solenoid
• Since the decay and build solenoids are never open at
the same time a single, two position solenoid can be
used to control decay and build modes.
• When one side of the solenoid is energized the decay
port is open and the build port is closed.
• When the other side is energized the build port is open
and the decay side is closed.
• This simplifies the design of the hydraulic allowing 8
solenoids to control 4 hydraulic channels.
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Accumulator pressure sensor
Pressure • A solid state pressure
sensor sensor is connected to
accumulator pressure.
• The ABS control unit
monitors this pressure.
• When the pressure
drops below a preset
limit the ABS control
module turns on the
pump.
ABS • Once the pressure
Control reaches the upper limit
Module the module turns off
the pump.
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Other pressure sensors
• The two inlet pressure sensors are used to provide data to
the ABS as to how hard the driver is pressing the brake
pedal.
• If there is a significant difference between the front and rear
master cylinder chamber pressures a fault code for a master
cylinder problem will be set.
• There may also be outlet pressure sensor – on sensor for
each channel.
• The outlet pressure sensor tells the ABS control module the
actual pressure in each brake line.
• Data from the outlet sensors helps the system modulate
pressure to the calipers and wheel cylinders and provides
data for self diagnostics.
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Active and passive accumulators
• Most modern cars use an active accumulator that has an
electrically driven pump to supply hydraulic pressure
for build pressure and for ATC and ASC operation.
• First generation ABS systems used passive
accumulators which were small cylinders with a spring
loaded piston in the hydraulic unit that held the decay
fluid under pressure.
• When build pressure was needed the accumulator
solenoid opened up and allow the pressure in the brake
line to return to its original pressure.
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Active Accumulators
• Modern ABS systems use active accumulators that store
high pressure brake fluid to restore line pressure as wheel
rotation accelerates.
• Active accumulators allow the brake pressure to be applied
to a caliper when the brake pedal is not depressed – for use
by the Automatic Traction Control system or Automatic
Stability Control.
• The active accumulator uses an electric pump, pressure
sensor and relay.
• The pump is mounted directly on the hydraulic unit.
• The pressure sensor and accumulator are located inside the
hydraulic unit.
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4 channel hydraulic circuit

Pump 2 input pressure

Accumulator sensors

4 Isolation
solenoids

4 Build
Accumulator solenoids
pressure sensor

4 Decay
solenoids

4 output
pressure sensors
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Normal braking
100 psi

Isolation
solenoids
open

Decay
and Build
solenoids
closed

100 psi 100 psi

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ABS - LF Isolation mode
100 psi
LF
Isolation
solenoid
is closed

All other
Pressure at isolation
LF caliper solenoids
remains at remain
100 psi open

Decay
and Build
solenoids
closed

100 psi 100 psi

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ABS - LF Decay mode
100 psi
LF
Isolation
solenoid
is closed
LF Decay
solenoid All other
momentarily isolation
opens solenoids
remain
open

Pressure at
All other
LF caliper
Decay
Drops to 50
and Build
psi
solenoids
remain
closed
100 psi 100 psi
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ABS - LF Build mode
LF Build 100 psi
LF
solenoid
Isolation
momentarily
solenoid
opens
is closed

All other
LF Decay
isolation
solenoid
solenoids
closes
remain
open

Pressure at
All other
LF caliper
Decay
rises back
and Build
to 100 psi
solenoids
remain
closed
100 psi 100 psi
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ABS wheel speed sensor

• The wheel speed sensor
consists of two parts.
– Sensor coil and magnet Coil

– Tone ring
• The sensor generates an AC Magnet

electrical current when the

tone ring is rotating.
Tone
• The faster the tone ring spins Ring
the higher the frequency of
the signal.
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Tone ring
• Tone ring also known as: trigger wheel, or exciter wheel.
• A toothed iron ring mounted on the constant velocity joint, brake
rotor, differential carrier or wheel bearing
• Rotates at the same rate as the wheel
– If tone wheel is mounted on the differential carrier it will rotate at the
average speed of the 2 rear wheels
• After an axle or brake rotor replacement the tone ring may have
to the removed from the old axle/rotor and pressed onto the new
axle/rotor.
• When replacing axles or rotors it is important to check the both
axles have the same number of teeth
• When ordering half shaft assemblies, it’s important to specify
that the vehicle has ABS.
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Wheel speed sensor
• Mounted on the steering knuckle, caliper
anchor bracket or differential housing

• Consists of a permanent magnet with

a coil of copper wire wrapped several
hundred times around the magnet

• Produces an AC waveform that

• A two wire electrical
varies in both frequency and
connector and cable
amplitude as the wheel speed
transmits speed signal to
changes
ABS control module

Photo courtesy of Robert Bosch Gmbh

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Wheel speed sensor
• Many wheel speed sensor have very long terminal leads
that pass through a grommet in the vehicle body so that
all terminal connections reside inside the passenger
compartment.
• The sensor circuit handles very small voltage levels –
any unwanted resistance will have a negative effect on
the wheel speed sensor signal – wheel speed sensor
harnesses are usually replaced rather than repaired to
prevent problems of this nature from occurring after a
faulty repair.
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Wheel speed sensor
• Also, whatever type of repair made to the harness will
cause the harness to be stiff and brittle at that point –
this harness must follow suspension and steering
movement and will become unreliable in the future.
• Some sensor coils are integrated within the wheel
bearing/hub assembly – the entire hub assembly must
be replaced if the sensor is faulty
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ABS Electrical circuit
Fuse Box

CAN Hi

CAN Lo

OBDII
Diagnostic
Connector
Body Electronic
Instrument Powertrain
Control Brake
Control Control
Module Control
Module Module
Module
Yaw and Lateral
Acceleration
Sensor

Instrument
Cluster
Wheel Speed
Sensors
Foot Parking Low Brake
Brake Brake Fluid Lights
LF RF LR RR
Switch Switch Sensor
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Dynamic Rear Proportioning
• Dynamic Rear Proportioning does electronically what a
proportioning valve does mechanically.
• The ABS control module looks at the data from the front
and rear pressure sensors at the output of the hydraulic
unit.
• When the output pressure to the rear brakes reaches a
preset level the ABS control module closes the isolation
solenoids to the rear brakes – preventing any further
rise in pressure.
• The pressure to the front brakes may continue to rise
but the pressure at the rear is limited.
• This process occurs when all ABS wheel speed sensors
are at the same RPM.
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Electronic pressure differential monitoring

• The ABS control module does electronically what the

pressure differential valve does mechanically.
• The control module monitors the difference in inlet
pressure between the two lines coming from the master
cylinder.
• If there is a significant difference in pressure between
the two the control module will disable the ABS
system, set a failure code and illuminate the ABS
warning light.
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Automatic stability control
Actual • The ASC system used two sensors.
Vehicle – Yaw and lateral acceleration
Path Steering
Input – Steering angle
• Yaw is the rotation of the vehicle left
Yaw to right.
– The ASC software compares the steering
angle to the yaw rate
– When the is a significant difference
between the two the ABS sends
hydraulic pressure to one or both brakes
on inside of the turn.
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Yaw/acceleration and steering angle sensor

• The yaw/lateral
• The steering angle acceleration sensor
sensor connects to is located near the
the steering shaft
and is normally center of the vehicle
mounted below usually on the floor
the steering wheel. below the center
console.
Photo courtesy of Robert Bosch Gmbh
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Fun Fact

• The sensor chip

that detects
changes in
position in your
smart phone and
i-pad was
originally invented
in the 1980s by
Bosch for use in
automotive
automatic stability
control systems

Photo courtesy of Robert Bosch Gmbh

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Passive tire pressure monitoring

• Prior to model year 2002 some manufactures used the ABS
system to monitor changes in tire pressure.
• All cars built after 2002 have active tire pressure
monitoring that uses a sensor inside each wheel and
communicates to the vehicle using radio waves.
• Many cars built in the 1990s and early 2000s used the ABS
speed sensors to detect a changes in tire pressure.
• When pressure in a tire drops the tire gets a little bit smaller
and therefore rolls at a slightly higher speed than it would at
normal pressure.
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Passive tire pressure monitoring

• The system monitors the differences in wheel speed between
all four tires.
• As the tires wear the system updates the table of speed
differences between all of the tires.
• A sudden change in the speed the speed differential for one
tire triggers the ‘Tire Pressure’ warning light.
• When replacing or rotating tires the system needs to be
manually reset.
• The reset button is usually in the fuse box – resetting
instructions are printed on the fuse box cover.
• Failure to reset the system will usually result in the light
coming on just as the customer drives out of your parking
lot.
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ABS diagnosis
• Because of the number of different systems and brake
manufacturers, there will be many variations in the
details involved in diagnosing ABS complaints.
• A systematic approach needs to be used to help solve
ABS problems.
• This involves recognizing the symptom(s).
• Typically the problem is that the ABS warning indicator
is on all the time.
• Other symptoms could be excessive jitter or shaking of
the brakes when the ABS is activated.
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Systematic diagnosis
• The use of a diagnostic table or flow chart will direct a
technician to the component which is at fault
• Using a diagnostic flow chart is the quickest way to
find the source of the problem and ensure that the
problem has been corrected.
• Finally, the repair must be verified.
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Diagnostic Process
• Operate the system to verify owners concern.
• Check the operation of the system warning lights.
– ‘Brake’ light should turn on with the parking brake set and
turn off when it is released
– ‘ABS’ light should turn on during the ignition on self check
and turn off a few seconds afterward
– If the vehicle has a ‘Brake systems’ light it should turn on
during the ‘power on’ bulb check
• The brake system warning light is normally triggered by wear sensors
in the brake pads but may be triggered by low vacuum in the booster
or low accumulator pressure in an electro-hydraulic booster system.
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Visual inspection
• Brake fluid level
• Fluid leaks
– Master cylinder
– Hydraulic unit
– Brake lines
– Calipers and wheel cylinders
• Electrical wiring
– Sensor harness and connectors
– Harness connector to hydraulic unit and ABS Control Module
• Fuses and relays
– Check all fuses
– Pull the relay out of its socket in the fuse box and inspect the terminals
– You can also listen to hear if the relay clicks during the power up self test
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Testing fuses
• Fuses are tested with a test light without removing
them from their socket.
• There is a contact on the edge of the fuse.
• If the test light illuminates when the probe touches
both contacts the fuse is good.
• If the test light illuminates when touched to on
contact but not the other, the fuse is blown.

• If the test light does not illuminate

Test
Contacts
when you touch either contact the
circuit the fuse protects is not turned
on or the test light is faulty or not
properly grounded.
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Visual Inspection
• Check the condition of the tone rings
– Do they have any chips or missing teeth
– Are they aligned with the wheel speed sensor tip
• Does the gap between the tone ring and sensor tip
appear normal
• Check for recent repairs
– New rotors, CV joints and wheel bearings
– If the new tone rings that came with a different new of teeth
the ABS system will not work.
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Metal particles on sensor magnet

• The wheel speed sensor is a permanent magnet and will
attract any loose iron particles that come near it.
• If the pads wear down to the steel backing plates the metal
particles will attach themselves to the magnet. Also driving
through constriction sites where welding is done may steel
welding particles.
• When iron particles surround the sensor tip the magnetic
field is disrupted and the signal produced will be erratic and
may cause a loss of wheel speed data.
• Cleaning the metal debris is all that is required to fix this
problem.
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Scan tool diagnosis

• Scan tool diagnosis is the primary method of diagnosis
a ABS system fault where the ABS is illuminated.
• In general a professional level scan tool [Snap-On,
OTC, Bosch] will be needed to read chassis system
DTCs.
• Inexpensive amateur grade scan tools use software that
follows OBDII guidelines and is relies on the federally
mandated hardware interface that was designed to
monitor emissions related components.
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Scan tool interface

• The scan tool is plugged into the OBDII diagnostic

connector and uses the vehicles CAN [Controller Area
Network] to communicate with the ABS control
module.
• The 16 pin OBDII connector is located inside the car,
usually below the dash and within a foot or so of the
steering column.
• If you are using the Snap-On scan tool you will need to
insert a card into the connector cable plug that matches
the type of vehicle.
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Scan tool diagnosis
• After connecting the scan too you will need to select
the manufacture and identify the model year and
chassis type [normally the 4th digit of the VIN].
• ABS code are in the Chassis system.
• Instead of ‘P’ codes the chassis codes start with the
letter ‘C’.
• Just like power train codes if the second digit of the
code is a ‘0” the code is generic – if it is a ‘1’ it is
specific to the manufacturer.
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Scan tool diagnosis
• Most professional level scan tools will have diagnostic
charts to help you through the diagnostic process.
• Pin out illustrations are normally available through the
scan tool as well.
• As with any diagnostic chart you cannot skip over any
steps if you expect to reach a correct diagnosis.
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Testing wheel speed sensors

• A DTC for a wheel speed sensor doesn’t necessarily
mean the sensor is bad – it means that the ABS control
module is not seeing a signal from the sensor or that the
signal is erratic.
• Before replacing the sensor you need to confirm that
the sensor is at fault and not the wiring.
• A DVOM [Digital Volt and Ohm meter]is used to test
the operation of the sensor.
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Testing the sensor using a DVOM

• Set the function Knob to Function

Function
measure Volts [V]. Knob
Button

• Toggle the function button to

read AC.
• Connect the black lead to the VOLT/OHM/RPM
Socket

COM socket.
• Connect the red Lead to the
Volts/Ohms/RPM socket. Com
Socket
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Testing the sensor voltage output
• You will need two small jumper wires
with very small terminal pins to connect
to the sensor electrical terminals.

• Spin the wheel by hand and observe the voltage.

• Since you can’t keep the wheel spinning at a
constant speed the voltage level will go up and
down but it wont be zero.
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Testing the sensor frequency
• Testing frequency is a better way to
check that the ABS control module is
receiving a good signal.
• Turn the function
knob to the 320 HZ
position.

• Spin the wheel by hand and observe the frequency.

• The frequency will fluctuate when the wheel is
turned by hand but it should not be zero