Orlando

ABS Description and Operation

This vehicle is equipped with a Continental Teves Mk60/Mk70 brake system. The electronic brake control module (EBCM) and the brake pressure modulator valve assembly are serviced separately. The brake pressure modulator valve assembly uses a 4 circuit configuration to control hydraulic pressure to each wheel independently.

Depending on options, the following vehicle performance enhancement systems are provided.

The following components are involved in the operation of the above systems:

When wheel slip is detected during a brake application, an ABS event occurs. During ABS braking, hydraulic pressure in the individual wheel circuits is controlled to prevent any wheel from slipping. A separate hydraulic line and specific solenoid valves are provided for each wheel. The ABS can decrease, hold, or increase hydraulic pressure to each wheel. The ABS does not, however, increase hydraulic pressure above the amount which is transmitted by the master cylinder during braking.

During ABS braking, a series of rapid pulsations is felt in the brake pedal. These pulsations are caused by the rapid changes in position of the individual solenoid valves as the EBCM responds to wheel speed sensor inputs and attempts to prevent wheel slip. These pedal pulsations are present only during ABS braking and stop when normal braking is resumed or when the vehicle comes to a stop. A ticking or popping noise may also be heard as the solenoid valves cycle rapidly. During ABS braking on dry pavement, intermittent chirping noises may be heard as the tyres approach slipping. These noises and pedal pulsations are considered normal during ABS operation.

Vehicles equipped with ABS may be stopped by applying normal force to the brake pedal. Brake pedal operation during normal braking is no different than that of previous non ABS systems. Maintaining a constant force on the brake pedal provides the shortest stopping distance while maintaining vehicle stability. The typical ABS activation sequence is as follows.

Pressure Hold

The EBCM closes the isolation valve and keeps the dump valve closed in order to isolate the slipping wheel when wheel slip occurs. This holds the pressure steady on the brake so that the hydraulic pressure does not increase or decrease.

Pressure Decrease

If a pressure hold does not correct the wheel slip condition, a pressure decrease occurs. The EBCM decreases the pressure to individual wheels during deceleration when wheel slip occurs. The isolation valve is closed and the dump valve is opened. The excess fluid is stored in the accumulator until the pump can return the fluid to the master cylinder or fluid reservoir.

Pressure Increase

After the wheel slip is corrected, a pressure increase occurs. The EBCM increases the pressure to individual wheels during deceleration in order to reduce the speed of the wheel. The isolation valve is opened and the dump valve is closed. The increased pressure is delivered from the master cylinder.

When drive wheel slip is noted, the EBCM will enter traction control mode.

First, the EBCM requests the engine control module (ECM) to reduce the amount of torque to the drive wheels via a serial data message. The ECM reduces torque to the drive wheels and reports the amount of delivered torque.

If the engine torque reduction does not reduce drive wheel slip, the EBCM will actively apply the brakes on the slipping drive wheel. During traction control braking, hydraulic pressure in each drive wheel circuit is controlled to prevent the drive wheels from slipping. The EBCM commands the pump motor and appropriate solenoid valves ON and OFF to apply brake pressure to the slipping wheel.

Traction control can be manually disabled or enabled by pressing the traction control switch.

Stability control provides added stability during aggressive manoeuvres. Yaw rate is the rate of rotation about the vehicle's vertical axis. The stability control is activated when the EBCM determines that the desired yaw rate does not match the actual yaw rate as measured by the yaw rate sensor.

The desired yaw rate is calculated by the EBCM using the following inputs:

The difference between the desired yaw rate and the actual yaw rate is the yaw rate error, which is a measurement of oversteer or understeer. When a yaw rate error is detected, the EBCM attempts to correct the vehicle's yaw motion by applying brake pressure to one or more of the wheels. The amount of brake pressure which is applied varies, depending on the correction required. The engine torque may be reduced also, if it is necessary to slow the vehicle while maintaining stability.

Stability control activations generally occur in turns during aggressive driving. When braking during stability control activation, the brake pedal may pulsate.

Stability control can be manually disabled or enabled by pressing the traction control switch for 5 s.

The dynamic rear proportioning is a control system that replaces the mechanical proportioning valve. Under certain driving conditions the EBCM will reduce the rear wheel brake pressure by commanding the appropriate solenoid valves ON and OFF.

The hydraulic brake assist function is designed to support the driver in emergency braking situations.

The EBCM receives inputs from the brake pressure sensor. When the EBCM senses an emergency braking situation, the EBCM will actively increase the brake pressure to a specific maximum.

Brake Warning Indicator

The instrument cluster turns the brake warning indicator ON when the following occurs:

ABS Indicator

The instrument cluster turns the ABS indicator ON when the following occurs:

Traction Control/Stability Control Active Indicator

The instrument cluster turns the traction control/stability control-active indicator ON when the following occurs:

Traction Control Off Indicator

The instrument cluster turns the traction control off indicator ON when the following occurs:

Stability Control Off Indicator

The instrument cluster turns the stability control off indicator ON when the following occurs: