Antilock Brake System With Traction Control

ANTILOCK BRAKE SYSTEM WITH TRACTION CONTROL

ABS

There are a few performance characteristics of the MK25E Antilock Brake System that may at first seem abnormal, but in fact are normal. These characteristics are described below.

NORMAL BRAKING

Under normal braking conditions, the ABS functions the same as a standard base brake system with a front/rear split master cylinder and conventional vacuum assist.

ABS BRAKING

ABS operation is available at all vehicle speeds above 5-8 km/h (3-5 mph). If a wheel locking tendency is detected during a brake application, the brake system enters the ABS mode. During ABS braking, hydraulic pressure in the four wheel circuits is modulated to prevent any wheel from locking. Each wheel circuit is designed with a set of electric solenoids to allow wheel lockup which may be perceived at the very end of an ABS stop and is considered normal.

During an ABS event, the Integrated Control Unit (ICU) regulates hydraulic pressure at all 4 of the vehicle's wheels.

The hydraulic pressure at each front wheel is controlled independently (relative to the amount of slip at each wheel) in order to maximize the braking force generated by the front brakes. The rear wheels are controlled such that the hydraulic pressure at either rear wheel does not exceed that of the highest slip rear wheel in order to maintain vehicle stability.

The system can build and release pressure at each wheel, depending on signals generated by the Wheel Speed Sensors (WSS) at each wheel and received at the Antilock Brake Module (ABM).

NOISE AND BRAKE PEDAL FEEL

During ABS braking, some brake pedal movement may be felt. In addition, ABS braking will create ticking, popping, or groaning noises heard by the driver. This is normal and is due to pressurized fluid being transferred between the master cylinder and the brakes. If ABS operation occurs during hard braking, some pulsation may be felt in the vehicle body due to fore and aft movement of the suspension as brake pressures are modulated.

At the end of an ABS stop, ABS is turned off when the vehicle is slowed to a speed of 5-6 km/h (3-4 mph). There may be a slight brake pedal drop anytime that the ABS is deactivated, such as at the end of the stop when the vehicle speed is less than 5 km/h (3 mph) or during an ABS stop where ABS is no longer required. These conditions exist when a vehicle is being stopped on a road surface with patches of ice, loose gravel, or sand on it. Also, stopping a vehicle on a bumpy road surface activates ABS because of the wheel hop caused by the bumps.

TIRE NOISE AND MARKS

Although the ABS system prevents complete wheel lockup, some wheel slip is desired in order to achieve optimum braking performance. Wheel slip is defined as follows: 0 percent slip means the wheel is rolling freely and 100 percent slip means the wheel is fully locked. During brake pressure modulation, wheel slip is allowed to reach up to 25-30 percent. This means that the wheel rolling velocity is 25-30 percent less than that of a free rolling wheel at a given vehicle speed. This slip may result in some tire chirping, depending on the road surface. This sound should not be interpreted as total wheel lockup.

Complete wheel lockup normally leaves black tire marks on dry pavement. The ABS will not leave dark black tire marks since the wheel never reaches a fully locked condition. However, tire marks may be noticeable as light patched marks.

START-UP AND DRIVE-OFF CYCLES

When the ignition is turned on, a popping sound and a slight brake pedal movement may be noticed. The ABS warning lamp will also be on for up to 5 seconds after the ignition is turned on.

When the vehicle is first driven off, a humming may be heard or felt by the driver at approximately 12-25 mph (20-40 km/h). All of these conditions are a normal function of ABS as the system is performing a diagnosis check.

PREMATURE ABS CYCLING

Symptoms of premature ABS cycling include: clicking sounds from the solenoid valves; pump/motor running; and pulsations in the brake pedal. Premature ABS cycling can occur at any braking rate of the vehicle and on any type of road surface. Neither the red BRAKE indicator lamp, nor the amber ABS indicator lamp, illuminate and no fault codes are stored in the ABM.

Premature ABS cycling is a condition that needs to be correctly assessed when diagnosing problems with the antilock brake system. It may be necessary to use a scan tool to detect and verify premature ABS cycling.

Check the following common causes when diagnosing premature ABS cycling: damaged wheel bearings (causing tone wheel issues); damaged wheel bearing housings where wheel speed sensors mount; and loose wheel speed sensor mounting bolts.

After diagnosing the defective component, repair or replace it as required. When the component repair or replacement is completed, test drive the vehicle to verify that premature ABS cycling has been corrected.

ALL-SPEED TRACTION CONTROL

Traction control systems sense impending wheel spin based on a model of the rate of change of wheel speed under normal traction conditions. The All-Speed Traction Control uses signals from the same wheel speed sensors as ABS to determine when to apply the brakes to one or more wheels and when to reduce engine torque output using the Electronic Throttle Control (ETC) to prevent wheel slip during acceleration. Throttle control makes the vehicle less reliant on brake application alone to maintain traction, increasing the operating speed range and more closely modulates speed, resulting in smoother operation. With All-Speed Traction Control reducing engine torque as well as applying the brakes, it is possible to achieve almost seamless torque application at the wheels.

If the wheel slip is severe enough to require throttle intervention, All-Speed Traction Control will reduce engine torque and sometimes upshift the transmission to avoid the condition. In milliseconds, All-Speed Traction Control interrogates the engine control system to determine the current torque output, determines how much the torque output the current conditions will allow, and signals this requirement to the engine control system, which reduces the torque by partially closing the throttle. With execution of the torque reduction, the brake system reduces brake pressure to make the transition smooth, while maintaining forward progress. By reducing engine power, braking effectiveness is maintained and the system can operate throughout the normal vehicle speed range. That is why the system is identified as providing "all-speed" traction control.

With AWD, where front-wheel slip can occur, the degree of throttle intervention is relatively less than with rear-wheel drive. The difference in speed capability and the degree of throttle intervention between rear-wheel drive and all-wheel drive is due to the fact that non-driven front wheels on a rear-wheel drive vehicle give the system an accurate vehicle speed reference on which to base responses. With AWD, the possibility that the front wheels may also be slipping makes appropriate corrective action more difficult to determine, thus limiting the effective speed range. Offsetting this is the fact that loss of traction is less likely with AWD because torque is transmitted through all four wheels to begin with. In actual driving situations on snow or ice, the rear-wheel drive and AWD systems respond in essentially the same way up to the 45 mph (72 km/h) limit of the AWD system.