Section 9

ប្រព័ន្ធហ្រ្វា ង
ំ ABS (ANTI-LOCK BRAKE SYSTEM)

INPUT PROCESS OUTPUT

ឧបករណ៍ចាប់សញ្ញា
គ្រឿងទទួល
ល្បឿន
សូលេណយ
Speed Sensors
Actuator Solenoids

គ្រឿងទទួល ម៉ូទ័របូម
Actuator Pump
Motor
អាគុយ
Battery ម៉ឌ
ុ ល
ុ
គ្រប់គ្រង ABS
ឌុយភ្ជា ប់ទិន្នន័យ
ABS ECU
Data Link Connector

កុងតាក់ភ្លើងហ្រ្វា ំង សញ្ញា ព្រមាន

Stop Light Switch ABS
ABS Warning
Light

គោលបំណងមេរៀន 1. កំណត់នង
ិ ពណ៌នាពគ្រឿ
ី ំ ប្រព័ន្ធ ABS
ងបង្គុនៃ
2. ទាក់ទង់នឹងដំណើ រការមូលដ្ឋា ននៃប្រព័ន្ធ ABS

3. ពន្យល់ពកា
ី រគ្រប់គ្រងនៃរឡេសូ
ី ឡេណយនង
ិ បូមប្រេង
4. ពណ៌នាពីការបង្កើតសញ្ញា នៃឧបករណ៍ចាប់សញ្ញា ល្បឿន

5. ពណ៌នាពីប្រតិបត្តិការនៃសូ ឡេណយពីរទីតាង
ំ សម្រាប់
ការគ្រប់គ្រងកង់ពេលចាប់ហ្រ្វា ង
ំ ។
Section 9

Fundamental Toyota Antilock Brake Systems (ABS) are integrated with the
ABS Systems conventional braking system. They use a computer controlled
actuator unit, between the brake master cylinder and the wheel
cylinders to control brake system hydraulic pressure.

Antilock Brake Systems address two conditions related to brake

application; wheel lockup and vehicle directional control. The brakes
slow the rotation of the wheels, but it is actually the friction between
the tire and road surface that stops the vehicle. Without ABS when
brakes are applied with enough force to lock the wheels, the vehicle
slides uncontrollably because there is no traction between the tires
and the road surface. While the wheels are skidding, steering control
is lost as well.

An antilock brake system provides a high level of safety to the driver

by preventing the wheels from locking, which maintains directional
stability. A professional driver may be capable of maintaining control
during braking by pumping the brake pedal which allows a locked
wheel to turn momentarily. Whereas a professional driver may be
capable of modulating the brakes approximately once per second, ABS
is capable of modulating the brake pressure at a given wheel up to
fifteen times per second. An ABS system does something else that no
driver can do, it controls each front brake separately and the rear
brakes as a pair whenever one of the wheels starts to lock. ABS helps
stop a car in the shortest possible distance without wheel lockup
while maintaining directional control on most types of road surface or
conditions. If a Toyota ABS system malfunctions, normal braking will
not be affected.

ដ្យាក្រាម ABS System

ABSគបា
ឺ នរួមបញ្ចូ លជាមួយប្រព័ន្ធហ្រ្វា ង
ំ ធម្មតាហើយមានទតា
ី ងំ រវាងស៊ី ឡាង
ំ ចម្បងនង
ិ ស៊ី ឡាង
ំ កង់ររថយន្ត។

ឧបករណ៍ចាប់សញ្ញា ល្បឿន

កង់មខ
ុ
Front Speed Sensor

ឧបករណ៍ចាប់សញ្ញា ល្បឿន
និមត
ិ ្តសញ្ញា : កង់ក្រោយ

អគ្គិសនី ឧបករណ៍ចាប់សញ្ញា ល្បឿន

Rear Speed Sensor

ហាយដ្រូលីក កង់មខ
ុ
Front Speed Sensor
 Anti-lock Brakes
110 LEXUS Technical Training
Section 9

ការអូសទាញ គំនូសតាងខាងក្រោមបង្ហា ញពីការធន់នឹងភាពរអិល(គំនូសស្រមោល)ដែលកើតឡើងពេលការ

ចាប់ហ្រ្វា ង
ំ មានប្រសិទ្ធភាពបំផុត។ ចាប់ពអ
ី ត្រារអល
ិ ០ រហូតដល់១០ ដែលល្បឿនកង់នង
ិ
កង់នង
ិ ABS
ល្បឿនរថយន្តស្មើ រគ្នា ការចាប់ហ្រ្វា ង
ំ គឺស្រាលទៅមធ្យម ហើយកម្លា ង
ំ ទាញដែលល្អរវាងសំ បក
កង់និងផ្ទៃផ្លូវត្រូវបានរក្សារ។ រវាងអត្រារអិលពី ១០ ទៅ ៣០ ប្រសិទ្ធភាពនៃការចាប់ហ្រ្វា ង
ំ បាន
កើតឡើង។ នេះគជា
ឺ កន្លែងដែលសំ បកកង់ចាប់ផ្តើមស្ថិតនៅចំណុចមួយបាត់បង់កម្លា ង
ំ
អូសទាញជាមួយផ្ទៃផ្លូវ ជាពេលដែលដំណើ រការនៃ ABS បានកើតឡើងផងដែរ។ លើសពីអត្រា
រអិល ៣០ទៅ ប្រសិទ្ធភាពការចាប់ហ្រ្វា ង
ំ ត្រូវបានកាត់បន្ថយ ចម្ងា យឈប់ត្រូវបានកើនឡើង
ហើយការគ្រប់គ្រងទស
ិ ដៅត្រូវបានបាត់បង។
ប្រសិទ្ធភាពនៃកម្លា ំងចាប់ហ្រ្វាង
ំ នៅបន្ទា ត់បញ្ឈរខាងឆ្វេងនង
ឹ ប្រែប្រួល អាស្រ័យលើសកម្លា ំង
សង្កត់ របស់អ្នកបើកបរលើការជាន់ហ្រ្វាង
ំ នង
ិ លើផ្ទៃផវ។
ូ ្ល ការបាត់បង់នៃកម្លា ំងចាប់ហ្រ្វាង
ំ អាច
កើតឡើងនៅលើផ្លវសើម
ូ ជាងផ្លវស្ង
ូ ត។ួ

តារាងនៃកម្លា ង
ំ ចាប់ហ្រ្វា ង
ំ
កម្លា ង
ំ ចាប់ហ្រ្វា ង
ំ ល្អកើតឡើងចន្លោ ះអត្រារអល
ិ ១០ទៅ៣០ %។ អត្រារអល
ិ ០%គក
ឺ ង់វលដោយសេរ
ិ ី នៅអត្រារអល
ិ ១០០%គក
ឺ ង់ទា
.

ប្រតប
ិ ត្តកា
ិ រ ប្រព័ន្ធ ABS កងទាំង៤ ប្រើឧបករណ៍ចាប់សញ្ញា ល្បឿន២នៅកង់ខាងមុខ នង
ិ ឧបករណ៍ចាប់
សញ្ញា ១សម្រាប់កង់ទាង
ំ ពរី ខាងក្រោយ ឬឧបករណ៍ចាប់សញ្ញា ល្បឿននម
ី យ
ួ ៗនៅកង់
មូលដ្ឋា ន
ខាងក្រោយ។ ឧបករណ៍ចាប់សញ្ញា ល្បឿនត្រូវបានត្រួតពន
ិ ត
ិ ្យដោយ ម៉ឌ
ូ ល
ុ បញ្ជា (ECU)។
ប្រព័ន្ធគ្រប់គ្រងហ្រ្វាំងខាងមុខជាលក្ខណៈដោយឡែកនង
ិ ហ្រ្វាំងខាងក្រោយជាលក្ខណៈគូរ។
នៅក្នងស្ថា
ុ នភាពការចាប់ហ្រ្វាង
ំ មានភាពភ័យស្លន់ស្លោ ឧបករណ៍ចាប់សញ្ញា ល្បឿនកង់ចាប់
បានការផ្លា ស់បូរភ្លា
្ត មៗនៅក្នងល្បឿ
ុ នកង់រថយន្ត។ ម៉ឌូ ល
ុ បញ្ជា នង
ឹ គណនាល្បឿនបង្វល
ិ របស់
កង់នង
ិ ការផ្លា ស់បរល្បឿ
ូ ្ត នរបស់កង់ បន្ទា ប់មកគណនាល្បឿនរថយន្ត។ រួចធ្វើការវន
ិ ច
ិ យ
័ ្ឆ អត្រា
រអល
ិ នៃកង់នម
ី យ
ួ ៗ ហើយបញ្ជា អោយបូមប្រេងផ្ដល់នវូ សម្ពា ធប្រេងខ្ពស់ដែលបានកំណត់
ទៅកាន់កង់នម
ី យ
ួ ៗ។ ជាឧទាហរណ៍ សម្ពា ធចាប់ហ្វ្រាង
ំ នង
ឹ ធ្លា ក់ចះ
ុ នៅលើផ្លវរអ
ូ ល ិ ដើម្បី
កាត់បន្ថយការរ៉េរនៃរថយន្ត ធ្វើឲ្យចម្ងា យចាប់ហ្រ្វាង
ំ អាចកើនឡើង ប៉ន្តៃ
ុ អាចរក្សាបាននូវ
ការគ្រប់គ្រងទស
ិ ដៅរថយន្តបានយ៉ា ងល្អ។
 Anti-lock Brakes

ំ
គ្រឿងទទួលហ្រ្វាំងហាយដ្រូលិក ដណើ រការលើសញ្ញា ដែលទទួលបានពី ម៉ឌ
ូ ល
ុ បញ្ជា ABS
ដើម្បទប់
ី កាត់បន្ថយ ឬបង្កើតសម្ពា ធប្រេងហ្រ្វាំងតាមតម្រូវការ ដើម្បរក្សា
ី អត្រារអល
ិ ល្អបំផត
ុ ពី
១០ទៅ ៣០% នង
ិ ជៀងវាងការឈប់វលទាំ
ិ ងស្រុងនៃកង់រថយន្ត ។

ប្រភេទនៃ
ប្រព័នគ្រ
្ធ ប់គ្រង ABS

ECU គត្រ
ឺ តួ ពន
ិ ត
ិ ្យឧបករណ័ចាប់
ំ
សញ្ញា កង់ទាំងបួន ដណើ រការ
ទន
ិ ្នន័យ នង
ិ គ្រប់គ្រង គ្រឿង
ទទួលបញ្ជា សូ លេណយ នង
ិ ម៉ទ
ូ ័រ
បូមតាមរយៈ រឡេ
ី ABS។

INPUT PROCESS OUTPUT

Speed Actuator
Sensors Solenoids

Actuator
Pump Motor

Battery ABS
ECU

Data Link
Connector

Stop Light ABS Warning

Switch Light

112 LEXUS Technical Training

Section 9

ប្រភេទ ABS លើ នេះគជា

ឺ ប្រភេទទាំង៤នៃប្រព័ន្ធ ABSដែលរថយន្តតូយតា ៉ូ (Toyota) ប្រើក្នុងពេលបច្ចុប្បន្ន
សម្គា ល់ដោយគ្រឿងទទួលបញ្ជា ។ ប្រភេទគ្រឿងទទួលបញ្ជា ទាំង៤រួមមានៈ
រថយន្ត តូយូតា
៉
វ៉ាល់សូឡេណយ ២ទតា
ី ង
ំ
វ៉ាល់សូឡេណយ ២ទតា
ី ង
ំ ជាមួយ វ៉ាល់មេកានច
ិ (Bosch)
វ៉ាល់សូឡេណយ ៣ទតា
ី ង
ំ (Nippondenso)
សម្ពា ធហាយដ្រូលិកនៃថាមពលប្រព័ន្ធចង្កូត ដោយគ្រប់គ្រប សូឡេណយ ២ទតា
ី ង
ំ
នៅពេលគ្រប់គ្រងសម្ពា ធហាយដ្រូលិក។

សូ លេណយ២ទតា
ី ងំ គ្រឿងទទួលបញ្ជា សូ លេណយ២ទតា
ី ង
ំ មាននៅក្នងរចនាសម្ព
ុ ន
័ ្ធនៃសូ ឡេណយ ៦ឬ៨។
រចនាសម្ពន ុំ
័ ្ធសូឡេណយ៨ ប្រើសូ ឡេណយ២ក្នុងបង្គហ្រ្វាងំ មួយ។ រចនាសម្ពន
័ ្ធសូឡេណយ
៦ ប្រើសូឡេណយ២ ដើម្បគ្រប់
ី ុំ
គ្រងបង្គហ្រ្វាង ុំ
ំ ខាងក្រោយ ហើយបង្គហ្រ្វាងំ ខាងមុខគ្រប់គ្រង
ដាច់ពគ្នា
ី ដោយសូឡេណយ២រៀងខ្លន។
ួ

ប្រភេទសូ ឡេណយ២ទតា
ី ងំ
គ្រប់គ្រងសម្ពា ធលើកង់ទាង
ំ ៤ក្នងប
ុ ដ ំ
ី ណាក់កាល៖ ការទប់សម្ពា ធ បង្កើត នង
ិ កាត់បន្ថយ។
គ្រឿង

ទទួលបញ្ជា

គ្រឿង

ទទួលបញ្ជា
 Anti-lock Brakes

សូ ឡេណយ៣ទតា
ី ងំ គ្រឿងទទួលបញ្ជា នេះ ប្រើវ៉ាល់សូលេណយ៣ ឬ ៣ទតា
ី ង
ំ ។ សូឡេណយចំនន
ួ ២ គឺ
ជាមួយ វ៉ា ល់មេកានិច គ្រប់គ្រងកង់មខ
ុ ដោយមន
ិ ទាក់ទង់គ្នា រឯសូ
ី ឡេណយទ៣
ី គ្រប់គ្រងកង់ក្រោយខាងស្តា ។
ំ
ចំពោះវ៉ាល់មេកានច
ិ គវ៉ា
ឺ ល់បទ
ិ បើកប្រេង ដើម្បមកគ្រប់
ី គ្រងកង់ក្រោយខាង

ឆ្វេង។

សូ ឡេណយ៣ទតា
ី ងំ
នង
ិ វ៉ា ល់មេកានច
ិ
សូឡេណយទ៣
ី គ្រប់គ្រងកង់ក្រោយខាងស្តាំនង
ិ វ៉ាល់មេកានច
ិ ផ្លា ស់បរការគ្រប់
ូ ្ត គ្រងទៅកង់ក្រោយខាងឆ្វេង

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សូ ឡេណយ៣ទតា
ី ងំ វ៉ាល់សូឡេណយ៣ទតា
ី ង
ំ មាននៅក្នងរចនាសម្ព
ុ ន
័ ្ធសូឡេណយចំនន
ួ ៣ឬ៤។ ប្រព័ន្ធសូឡេណយ
ចំនន
ួ ៤ គគ្រ
ឺ ប់គ្រងសម្ពា ធហាយដ្រូលក
ី ទៅអោយកង់ទាង
ំ ៤។ នៅក្នងប្រព័
ុ ន្ធសូឡេណយចំនន
ួ
៣ គក
ឺ ង់ទាង
ំ ២ខាងមុខ គ្រប់គ្រងដោយមន
ិ ទាក់ទង់គ្នា (ដោយឯករាជ្យ) ចំណែកកង់ខាងក្រោយ
ត្រូវបានគ្រប់គ្រង់ជាមួយគ្នា ។

សូ ឡេណយ៣ទតា
ី ងំ
ការគ្រប់គ្រងសម្ពា ធទៅកាន់
ំុ ង
បង្គហ្រ្វា ំ ទាំង៤ មានបដ ំ
ី ណាក់កាល៖ ទប់សម្ពា ធ បង្កើនសម្ពា ធ នង
ិ បន្ថយសម្ពា ធ

ការគ្រប់គ្រងចង្កត
ូ ប្រភេទគ្រឿងទទួលបញ្ជា ចុងក្រោយ គប្រើ
ឺ សម្ពា ធពប
ី ម
ូ ចង្កូតទៅលៃតម្រូវសម្ពា ធហ្រ្វាំងដែល
បានប្រើសូឡេណយ២ទតា
ី ង
ំ តែមួយ។ វ៉ាល់បទ
ិ (cut valve) នង
ិ វ៉ាល់ bypass។ សម្ពា ធ
ប្រព័ន្ធហ្រ្វាំងគបា
ឺ នគ្រប់គ្រងសម្រាប់តែហ្រ្វាំងខាងក្រោយប៉ណ្ណា
ុ ះ។

សម្ពា ធហាយដ្រូលិកចង្កូតដែលគ្រប់គ្រងលើសម្ពា ធហាយដ្រូលិកហ្រ្វា ង

ំ
A single 2-position solenoid regulates power steering pressure which controls brake hydraulic pressure to the two rear wheels only.
 Anti-lock Brakes

ំ ប្រព័ន្ធ ប្រភេទ ABS នម

គ្រឿងបង្គុនៃ ី យ
ួ ៗរួមសហការគ្នា ពស
ី មាសធាតុផ្សេងៗដែលបានផ្តល់ពត
័ មា
៌ នទៅកាន់
ECU។ ចំណុ ចនេះនង
ឹ ពន
ិ ត ំុ ម
ិ ្យមើលផ្នែកនៃគ្រឿងបង្គនី យ
ួ ៗ ហើយបន្ទា ប់មកនង
ឹ បកស្រាយ
ពប្រ
ី ភេទគ្រឿងទទួលបញ្ជា នម
ី យ
ួ ៗនង ំ
ិ ដណើ រការរបស់វា។
ំុ លបានបង្ហា ញខាងក្រោម ភាគច្រើនជាប្រព័នA
គ្រឿងបង្គដែ ្ធ BS របស់ តូយតា ៉ូ ៖
 Speed Sensor ជាឧបករណ៍ចាប់សញ្ញា ពល្បឿ
ី នកង់រថយន្ត
 G-sensor ជាឧបករណ៍ចាប់កម្រត
ិ ការបង្កើនឬបន្ថយល្បឿនពឈ្នា
ី ន់ហ្គ៊ែររថយន្ត
 ABS Actuator គគ្រ
ឺ ប់គ្រងសម្ពា ធរបស់ប្រព័ន្ធហ្រ្វាំង
 Control Relay ជារឡេដែលកុ
ី ងត្រូលលើម៉ទ
ូ រ័ បូមនង
ិ សូឡេណយ
 ABS ECU ជាម៉ឌ
ូ ល
ុ បញ្ជា ដែលទទួលព័តមា
៌ នពី Sensor រួចហើយកុងត្រូលលើ
គ្រឿងទទួល
 ABS Warning Lamp ជាភ្លើងតាស់តឿនអ្នកបើកបរពប
ី ញ្ហា នៃប្រព័ន្ធ ABS។

The location of components may vary by model and year, therefore, for
accurate location of components, consult your EWD or Repair Manual.

Typical Component
Layout
t models: speed sensors at each wheel, actuator in engine compartment. The ECU however may require an EWD or Repair Manual to pinpoint its location.
Section 9

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 Anti-lock Brakes

Wheel Speed Sensor A wheel speed sensor is mounted at each wheel and sends a wheel
rotation signal to the ABS ECU. The front and rear wheel speed
sensors consist of a permanent magnet attached to a soft iron core
(yoke) and a wire wound coil. The front wheel speed sensors are
mounted to the steering knuckle, and the rear speed sensors are
mounted to the rear axle carrier. Serrated rotors are mounted to the
drive axle shaft or brake rotor, and rotate as a unit.

Wheel Speed Sensors

Speed sensors monitor individual wheel speed.

Early Supras including the 1993 model year and Cressidas equipped
with ABS, used a single rear speed sensor mounted on the
transmission extension housing to monitor rear wheel speed.
Section 9

Operation Speed sensor operation is similar to the magnetic pick−up in a

distributor. When the teeth of the Sensor Rotor pass the iron core, the
magnetic lines of force cut through the coil windings causing a voltage to
be induced into the coil. As the tooth approaches the iron core, the
magnetic field contracts causing a positive voltage to be induced in the
coil. When the tooth is centered on the iron core the magnetic field does
not move and zero volts are induced in the coil. As the tooth moves
away from the iron core the magnetic field expands, resulting in a
negative voltage. As the rotation of the sensor rotor increases, the
voltage and the frequency of this signal increase, indicating to the ECU
a higher wheel speed.
Speed Sensor Operation
Voltage is induced into the coil when the magnetic field changes each time the sensor rotor teeth pass the iron core.

Deceleration Sensor
The deceleration sensor is used on some systems to provide input to
the ABS ECU about the vehicle’s rate of deceleration to improve
braking performance. In a typical ABS system, the ECU compares
individual speed sensors to determine the speed of the vehicle and
rate of wheel deceleration. The deceleration sensor is used on all
full−time 4WD vehicles equipped with ABS to determine deceleration,
as the front and rear axles are connected through the transfer case
and present unique braking characteristics. Models equipped with
only rear−wheel ABS have a single speed sensor and no means of
determining the actual vehicle speed or rate of deceleration.

The deceleration sensor is composed of two pairs of LEDs (light

emitting diodes) and phototransistors, a slit plate, and a signal
conversion circuit. The deceleration sensor senses the vehicle’s rate of
deceleration and sends signals to the ABS ECU. The ECU compares
the rate of deceleration and vehicle speed to determine the precise road
surface conditions and takes appropriate control measures.
 Anti-lock Brakes
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Section 9

Deceleration Sensor
Components
The slit plate swings between the LED’s and Phototransistors.

Operation Both LED’s are located on one side of the slit plate and both photo
transistors are located on the opposite side. The LED’s are ON when
the ignition switch is in the ON position. When the vehicle’s rate of
deceleration changes, the slit plate swings in the vehicle’s rear−to−front
direction. The slits in the slit plate act to expose the light from the
LEDs to the phototransistors. This movement of the slit plate switches
the phototransistors ON and OFF.

Deceleration Sensor
Operation
As the slit plate swings forward the slits expose the phototransistor to the LED.

Lateral Acceleration The lateral acceleration sensor has similar construction to the
Sensor deceleration sensor described above. Rather than having the slit plate
swing rear−to−front, the sensor is mounted in such a way that the slit
plate swings from side to side. This sensor is found only on the 1993 1/2
and later model Supra to detect lateral forces while braking.
 Anti-lock Brakes

Deceleration Rate The combinations formed by these phototransistors switching ON and

OFF distinguish the rate of deceleration into four levels, which are sent
as signals to the ABS ECU. The chart below indicates the rate of
deceleration based on input from the two phototransistors. For
example: when the No. 1 and No. 2 photo transistors are both blocked
and turned OFF, the deceleration rate is medium.

Deceleration Rate
Level

Deceleration Rate Level

Rate of
deceleration Low-1 Low-2 Medium High

No. 1 Photo
Transistor ON OFF OFF ON

No. 2 Photo
Transistor ON ON OFF OFF

Position of
Slit Plate

No. 1 Photo No. 1 Photo (OFF) (ON) (OFF) (OFF) (ON) (OFF)
Transistor Transistor
(ON) (ON)

Semiconductor A new style deceleration sensor was introduced in the 1996 4WD RAV4
Deceleration Sensor only. The sensor consisted of two semiconductor sensors. They are
mounted at 90 to one another and installed so that each has an angle
of 45 to the centerline of the vehicle. Each semiconductor sensor is
provided with a mass which exerts pressure based on the deceleration
force applied to the vehicle. The sensor converts the force into
electronic signals, and outputs the signals to the ABS ECU.

Semiconductor Deceleration Sensor

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Section 9

Actuator The actuator controls hydraulic brake pressure to each disc brake
caliper or wheel cylinder based on input from the system sensors,
thereby controlling wheel speed. These solenoids provide three
operating modes during ABS operation:
 Pressure Holding.
 Pressure Reduction.
 Pressure Increase.
2-Position The two position solenoid actuator was first used on the 1993 Corolla
Solenoid Type and subsequently on all Toyota models by 1997 except Land Cruiser.
Consult the ABS Comparison Chart on page 225 of this publication for
the specific model application.

The actuator consists of six or eight 2−position solenoid valves, a pump

and reservoir. Each hydraulic circuit is controlled by a single set of
solenoids:
 pressure holding solenoid.
 pressure reduction solenoid.

Aside from the 2−position solenoid valves, the basic construction and
operation of this system is the same as the 3−position solenoid system:
 four speed sensors provide input to the ECU which controls
the operation of the solenoids and prevent wheel lock−up.
 the two front wheels are controlled independently and the two rear
wheels are controlled simultaneously for three channel control.
 Supra has four channel control where the two rear wheels are
controlled independently just like the front wheels.

2-Position Solenoid Hydraulic Circuit

The actuator consists of six
or eight 2-position solenoids. Two solenoids are used to control each wheel hydraulic circuit.
 Anti-lock Brakes

Pressure Holding Valve The pressure holding valve controls (opens and closes) the circuit
between the brake master cylinder and the wheel cylinder. The valve
is spring loaded to the open position (normally open). When current
flows in the coil the valve closes. A spring loaded check valve provides
an additional release passage when pressure from the master cylinder
drops.

Pressure Holding
Valve
Controls the circuit between the brake master cylinder and the wheel cylinder.

Pressure
The pressure reduction valve controls (opens and closes) the circuit
Reduction Valve
between the wheel cylinder and the actuator reservoir. The valve is
spring loaded in the closed position (normally closed). When current
flows through the coil, the valve compresses the spring and opens
the valve.

Pressure Reduction
Valve
Controls the circuit
between the wheel cylinder and the
actuator reservoir.

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Section 9

Operation During During normal braking the solenoids are not energized so the pressure
Normal Braking
holding valve remains open and the pressure reduction valve remains
(ABS Not Activated)
closed.

When the brake pedal is depressed, the master cylinder fluid passes
through the pressure holding valve to the wheel cylinder. The
pressure reduction valve prevents fluid pressure from going to the
reservoir. As a result normal braking occurs.

Normal Braking Mode

During normal braking the
solenoids are not energized so
the pressure holding valve
remains open and the pressure
reduction valve
remains closed.
 Anti-lock Brakes

Pressure When any wheel begins to lock, the ABS ECU initially goes to hold
Holding Mode
mode to prevent any additional increase in pressure. The ECU turns
OFF the Pressure Reduction Valve and turns the Pressure Holding
Valve ON. The pressure reduction valve closes, preventing hydraulic
fluid from going to the reservoir. The pressure holding valve remains
closed so no additional fluid pressure can reach the wheel cylinder.

Pressure
Holding Mode
The pressure reduction valve
closes, preventing hydraulic
fluid from going to
the reservoir.

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Section 9

Pressure Reduction After the initial hold mode operation, the ABS ECU energizes both the
Mode
holding valve and the reduction valve. The pressure holding valve
closes and blocks pressure from the master cylinder. The open
reduction valve allows hydraulic pressure from the wheel cylinder
circuit into the reservoir, reducing brake pressure. The pump is also
energized to direct hydraulic fluid back to the master cylinder. This
causes brake pedal feedback and alerts the driver to ABS operation.

Pressure
Reduction Mode
When the slip ratio of any
wheel exceeds 30%, the ABS
ECU energizes both the holding
valve and the reduction valve.
 Anti-lock Brakes

Pressure Increase As pressure inside the wheel cylinder is reduced and the speed sensor
Mode
sends a signal indicating that the speed is above the target level, the
ECU turns OFF both the Pressure Reduction Valve and the Pressure
Holding Valve. The pressure reduction valve closes, preventing
hydraulic fluid from going to the reservoir. The pressure holding valve
opens so additional pressure enters the wheel cylinder if the driver
maintains pedal pressure. The operation is the same as Normal Mode
except the pump is on.

Pressure
Increase Mode
The ECU turns OFF both
the Pressure Reduction
Valve and the Pressure
Holding Valve.

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Section 9

ABS ECU The ABS ECU senses the rotational speed of the wheels as well as the
vehicle speed based on signals from the wheel speed sensors. During
braking, the deceleration rate will vary depending on pedal pressure,
the vehicle speed during braking, and the road surface conditions.
For example, the deceleration rate is much greater on dry asphalt,
compared to a wet or icy surface.

The ECU judges the slip condition between the wheels and the road
surface by monitoring the change in the wheel’s rotational speed
during braking. The ECU controls the ABS actuator to deliver the
optimum hydraulic pressure to the brake cylinder to precisely
control the speed of the wheels, maintaining maximum brake force
with a 10 to 30% slip ratio.

ABS Wiring Diagram

The ECU controls the ABS actuator to deliver the optimum hydraulic pressure to the disc brake cylinder to precisely control the speed
of the wheels.
 Anti-lock Brakes

Solenoid Relay The Solenoid Relay supplies power to the solenoids. The ECU turns the
Control Solenoid Relay ON when the following conditions are met:
 Ignition switch ON.
 The Initial−Check Function is completed properly.

The ECU turns the solenoid relay OFF if any of the above conditions
are not met.

ABS Control Relay

The motor relay switches voltage to the pump motor.
The solenoid relay switches voltage to the actuator solenoids.

Pump Motor Relay The Pump Motor Relay supplies power to the ABS pump motor
Control located in the Actuator. The ECU turns the relay ON when the
following conditions are met:
 During ABS operation or during the Initial Check.
 When the Solenoid Relay is ON .

The ECU turns the pump motor relay OFF when any of the above
conditions are not met.

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Section 9

Wheel Speed The ECU continuously receives wheel speed signals from the speed
Control sensors and deceleration sensor. By calculating the speed and
deceleration of each wheel, the ECU estimates the vehicle speed. When
the brake pedal is depressed, the hydraulic pressure in each disc brake
cylinder begins to increase and the wheel speed begins to decrease. If
any of the wheels are near a lock−up condition the ECU goes into
pressure hold mode to stop the increase of hydraulic pressure in the
disc brake cylinder of that wheel.

SECTION A

The ECU sets the solenoid valves to the pressure reduction mode
based on wheel speed, thus reducing the hydraulic pressure in the
disc brake cylinder.

After the pressure drops, the ECU switches the solenoid valves to the
Holding Mode then monitors the change in wheel speed.

If the ECU judges that the hydraulic pressure needs to be reduced

further, it will return to reduction mode.

SECTION B

When the hydraulic pressure inside the disc brake cylinder decreases
(section A), the hydraulic pressure applied to the wheel falls. This
allows the wheel that was locking up to speed up. However, if the
hydraulic pressure is held down, the braking force acting on the
wheel will become too low. To prevent this, the ECU sets the solenoid
valves to the pressure increase mode and holding mode alternately
as the wheel which was locking up, recovers speed.

SECTION C

As the hydraulic pressure is gradually increased in the brake cylinder

by the ECU actuator (section B), the wheel tends to lock up again. In
response, the ECU again switches the solenoid valves to the pressure
reduction mode to reduce the hydraulic pressure inside the disc brake
cylinder.

SECTION D

Since the hydraulic pressure in the brake cylinder is decreased again

(section C), the ECU starts to increase the pressure again as in section
B.

The cycle of Hold, Reduce and Increase is repeated many times until
the wheels are no longer outside the 30% slip ratio.
 Anti-lock Brakes

Wheel Speed
Control Chart

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Section 9