Abs/Tcs/Esp Training Guide

ABS/TCS/ESP TRAINING GUIDE
ABS/TCS/ESP
TRAINING GUIDE
1 Chonan Technical Service Training Center


CONTENTS
1. HYDRAULIC FUNDAMENTALS ----------------------------------------------------------------
1.1 PASCALS LAW -----------------------------------------------------------------------------------------
1.2 FORCE -----------------------------------------------------------------------------------------------------
1.3 PRESSURE -----------------------------------------------------------------------------------------------
1.4 PRESSURE ON A CONFINED FLUID -------------------------------------------------------------
1.5 FORCE MULTIPLICATION ----------------------------------------------------------------------------
1.6 PISTON TRAVEL-----------------------------------------------------------------------------------------
1.7 HYDRAULIC SYSTEM ---------------------------------------------------------------------------------
1.8 THE FLUID RESERVOIR ------------------------------------------------------------------------------
1.9 THE PUMP ------------------------------------------------------------------------------------------------
1.10 VALVE MECHANISM ---------------------------------------------------------------------------------
1.11 AN ACTUATING MECHANISM ---------------------------------------------------------------------
2. ABS GENERAL ------------------------------------------------------------------------------------------

2.1 A BRIEF HISTORY OF ABS --------------------------------------------------------------------------
2.2 ADVANTAGES OF ABS -------------------------------------------------------------------------------
2.3 ABS TYPES -----------------------------------------------------------------------------------------------
2.4 ABSCM -----------------------------------------------------------------------------------------------------
2.5 TYPICAL ABS CONTROL CYCLES ---------------------------------------------------------------
2.6 PHYSICAL PRINCIPLES ------------------------------------------------------------------------------
2.7 SELECT LOW CONTROL FOR THE REAR WHEEL ------------------------------------------
2.8 ABS GENERAL CONSTRUCTION -----------------------------------------------------------------
2.9 WHEEL SPEED SENSOR -----------------------------------------------------------------------------

2.10 FEATURE OF G-SENSOR ---------------------------------------------------------------------------
2.11 G SENSOR -----------------------------------------------------------------------------------------------
2.12 SYSTEM LINE-UP -------------------------------------------------------------------------------------
3. LUCAS (F2, WITHOUT EBD) ---------------------------------------------------------------------

3.1 LUCAS ABS CONTENTS -----------------------------------------------------------------------------
3.2 LUCAS ABS HCU & ABSCM ------------------------------------------------------------------------
3.3 LUCAS ABS CONSTITUTION -----------------------------------------------------------------------
3.4 SPECIFICATIONS ---------------------------------------------------------------------------------------
3.5 LOCATION ------------------------------------------------------------------------------------------------
3.6 COMPONENTS ------------------------------------------------------------------------------------------
3.7 LUCAS ABS OPERATION ----------------------------------------------------------------------------
3.8 LUCAS ABS HYDRAULIC CIRCUIT ---------------------------------------------------------------
3.9 LUCAS ABS OPERATION ----------------------------------------------------------------------------
3.10 CONNECTORS -----------------------------------------------------------------------------------------
3.11 SRI LAMP FLASH CODE ----------------------------------------------------------------------------
3.12 INPUTS / OUTPUTS ----------------------------------------------------------------------------------
3.13 LUCAS ABS TROUBLESHOOTING -------------------------------------------------------------
3.14 LUCAS ABS WIRING DIAGRAM 1 (KEY OFF) -----------------------------------------------
3.15 LUCAS ABS WIRING DIAGRAM 2 (KEY ON) ------------------------------------------------
3.16 LUCAS ABS WIRING DIAGRAM 2 ---------------------------------------------------------------
3.17 LUCAS ABS WIRING DIAGRAM 3 (ABS FAILURE) ----------------------------------------
3.18 LUCAS ABS WIRING DIAGRAM 3 ---------------------------------------------------------------

4. INTEGRATED ABS/TCS ----------------------------------------------------------------------------

4.1 HYDRAULIC CONTROL UNIT(HCU) --------------------------------------------------------------
4.2 HCU OPEATION -----------------------------------------------------------------------------------------
4.3 EBD OPERATION ---------------------------------------------------------------------------------------
4.4 ACTIVE WARNING LAMP MODULE --------------------------------------------------------------
5. MGH-10 (Mando, with EBD) ----------------------------------------------------------------------

5.1 ABS NEW ACCENT(LC) ------------------------------------------------------------------------------
5.2 PRACTICE SHEET --------------------------------------------------------------------------------------
5.3 ABS (SANTA FE) ----------------------------------------------------------------------------------------
5.4 BTCS (SANTA FE) --------------------------------------------------------------------------------------
6. MGH-20 (Mando, with EBD) ----------------------------------------------------------------------

6.1 ABS (Hyundai coupe: GK) ---------------------------------------------------------------------------
6.2 BTCS Matrix(FC) ----------------------------------------------------------------------------------------
6.3 FTCS (Hyundai coupe: GK) -------------------------------------------------------------------------
7. MK-20 (TEVES) ------------------------------------------------------------------------------------------

7.1 ABS (EF SONATA, XG) --------------------------------------------------------------------------------
7.2 FTCS (EF SONATA, XG) ------------------------------------------------------------------------------
8. BOSCH 5.3 (with EBD) -----------------------------------------------------------------------------

8.1 ABS 5.3 (NEW EF SONATA) ------------------------------------------------------------------------
8.2 ABD 5.3 (BTCS - NEW EF SONATA) -------------------------------------------------------------
8.3 ASR 5.3 (FTCS - NEW EF SONATA) -------------------------------------------------------------

9. NISSHINBO ABS (with EBD) --------------------------------------------------------------------

9.1 NT20S2 (TRAJET) --------------------------------------------------------------------------------------
9.2 NT20Si (TERRACAN) ---------------------------------------------------------------------------------
9.3 NTY3 (ATOS) ---------------------------------------------------------------------------------------------
10. ESP (Electronic Stability Program, TEVES MK25) --------------------------------

10.1 MK25(CENTENNIAL) ---------------------------------------------------------------------------------

HYDRAULIC
FUNDAMENTALS


1. HYDRAULIC FUNDAMENTALS
1.1. PASCALS LAW
In the early seventeenth century, Pascal, a French scientist, discovered the hydraulic lever.
Through controlled laboratory experiments, he proved that force and motion could be transferred
by means of a confined liquid. Further experimentation with weights and pistons of varying size,
Pascal also found that mechanical advantage or force multiplication could be obtained in a
hydraulic pressure system, and that the relationships between force and distance were exactly the
same as with a mechanical lever.
From the laboratory data that Pascal collected, he formulated Pascals Law, which states :
Pressure on a confined fluid is transmitted equally in all directions and acts with equal force on
equal areas. This law is a little complex to completely understand as it stands right now. The
following illustrations and explanations break down each concept and discuss them thoroughly
enough for easy understanding and retention.
1.2. FORCE
100 kgf
10 kgf
Area : 1m2 Area : 10m2
P1=10kgf/m2
Hydraulic fluid
A simplified definition of the term force is : the push or pull exerted on an object. There are two
major kinds of forces : friction and gravity. The force of gravity is nothing more than the mass, or

weight of an object. In other words, if a steel block weighing 100 kg is sitting on the floor, then it is
exerting a downward force of 100 kg on the floor. The force of friction is present when two objects
attempt to move against one another. If the same 100 kg block were slid across the floor, there is
a dragging feeling involved. This feeling is the force of friction between the block and the floor.
When concerned with hydraulic valves, a third force is also involved. This force is called spring
force. Spring force is the force a spring produces when it is compressed or stretched. The
common unit used to measure this or any force is the kilogram (kg), or a division of the kilogram
such as the gram (g).
1.3. PRESSURE
Pressure is nothing more than force (kg) divided by area (m2), or force per unit area. Given the
same 100kg block used above and an area of 10m2 on the floor ; the pressure exerted by the
block is : 100kg/10m2 or 10kg per square meter.
1.4. PRESSURE ON A CONFINED FLUID
Pressure is exerted on a confined fluid by applying a force to some given area in contact with the
fluid. A good example of this would be if a cylinder is filled with a fluid, and a piston is closely fitted
to the cylinder wall having a force applied to it, thus, pressure will be developed in the fluid. Of
course, no pressure will be created if the fluid is not confined. It will simply leak past the piston.
There must be a resistance to flow in order to create pressure. Piston sealing, therefore, is
extremely important in hydraulic operation. The force exerted is downward (gravity) ; although, the
principle remains the same no matter which direction is taken.
The pressure created in the fluid is equal to the force applied ; divided by the piston area. If the
force is 100 kg, and the piston area is 10m2, then pressure created equals 10kg/m2 = 100kg/10m2.
Another interpretation of Pascals Law is that : Pressure on a confined fluid is transmitted
undiminished in all directions. Regardless of container shape or size, the pressure will be
maintained throughout, as long as the fluid is confined. In other words, the pressure in the fluid is
the same everywhere.
The pressure at the top near the piston is exactly same as it is at the bottom of the container, thus,
the pressure at the sides of the container is exactly the same as at top and bottom.
1.5. FORCE MULTIPLICATION
Going back to the previous figure and using the 10kg/m2 created in the illustration, a force of
1,000kg can be moved with another force of only 100kg. The secret of force multiplication in
hydraulic systems is the total fluid contact area employed. The figure shows an area that is ten

times larger than the original area. The pressure created with the smaller 100kg input is 10kg/m 2.
The concept Pressure is the same everywhere, means that the pressure underneath the larger
piston is also 10 kg/m2. Reverting back to the formula used before : Pressure = Force/Area or P
= F/A, and by means of simple algebra, the output force may be found. Example : 10kg/m2 = F(kg)
/ 100m2. This concept is extremely important as it is used in the actual design and operation of all
shift valves and limiting valves in the valve body of the transaxle. It is nothing more than using a
difference of area to create a difference in pressure in order to move an object.
1.6. PISTON TRAVEL
Returning to the small and large piston area discussion. The relationship with a mechanical lever is
the same, only with a lever its a weight-to-distance output rather a pressure-to-area output.
Referring to following figure, using the same forces and areas as in the previous example ; it is
shown that the smaller piston has to move ten times the distance required to move the larger
piston 1m. Therefore, for every meter the larger piston moves, the smaller one moves ten meters.
This principle is true in other instances, also. A common garage floor jack is a good example. To
raise a car weighing 1,000kg, an effort of only 25kg may be required. But for every meter the car
moves upward, the jack handle moves many times that distance downward.
A hydraulic ram is another good example where total input distance will be greater than the total
output distance. The forces required in each case are reversed. That is, very little effort is required
to produce a greater effort.
1.7. HYDRAULIC SYSTEM
Now that some of the basic principles of hydraulics have been covered and understood, it is time to
explore hydraulic systems and see how they work. Every pressure type hydraulic system has
certain basic components. This discussion will center on what these components are and what
their function is in the system. Later on, the actual systems in the transaxle will be covered in detail.
The figure reveals a basic hydraulic system that can be used in almost any situation requiring work
to be performed. The basic components in this system are : Reservoir, Pump, Valving, Pressure
lines, Actuating mechanism or mechanisms.
1.8. THE FLUID RESERVOIR
Since almost all fluids are nearly incompressible, the hydraulic system needs fluid to function
correctly. The reservoir or sump, as it is sometimes called, is a storehouse for the fluid until it is
needed in the system. In some systems, (also in the automatic transaxle), where there is a

constant circulation of the fluid, the reservoir also aids in cooling of the fluid by heat transfer to the
outside air by way of the housing or pan that contains the fluid. The reservoir is actually a fluid
source for the hydraulic system. The reservoir has a vent line, pressure line, and a return line. In
order for the oil pump to operate correctly, the fluid must be pushed up from the reservoir to the
pump. The purpose of the vent line is to allow atmospheric pressure to enter the reservoir. As
the pump rotates, an area of low pressure results from the pump down to the reservoir via the
pressure line. The atmospheric pressure will then push the oil or fluid up to the pump due to a
pressure difference existing in the system.
The return line is important because with a system that is constantly operating, the fluid has to be
returned to the reservoir for re-circulation through the system.
1.9. THE PUMP
The pump creates flow and applies force to the fluid. Remember flow is needed to create pressure
in the system. The pump only creates flow. If the flow doesnt meet any resistance, its referred to
as free flow, and there is no pressure built up. There must be resistance to flow in order to create
pressure.
Pumps can be the reciprocating piston type (as in a brake master cylinder) or, they can be of the
rotary type. The figure shows three major types of hydraulic oil pumps employing the rotary design.
The internal-external type of pump design is used almost exclusively in todays automatic transaxle.
1.10. VALVE MECHANISM
After the pump has started to pump the oil, the system needs some sort of valving, which will direct
and regulates the fluid. Some valves interconnect passages, directing the fluid where to go and
when. On the other hand, other valves control or regulate pressure and flow. The pump will pump
oil to capacity all the time. It is up to the valves to regulate the flow and pressure in the system.
One important principle to learn about valves in automatic transaxle hydraulics is that the valves
can move in one direction or the other in a passage, opening or closing another passage.
The valve may either move left or right, according to which force can overcome the other. When
the spring force is greater than the hydraulic force, the valve is pushed to the left, closing the
passage.
When the hydraulic force builds up enough force to overcome the spring force, the hydraulic force
will push the valve to the right compressing the spring even more, and re-directing the fluid up into
the passage. When there is a loss of pressure due to the re-direction of oil, the spring force will
close the passage again. This system is called a balanced valve system. A valve that only opens
and closes passages or circuits, is called a relay valve.

1.11. AN ACTUATING MECHANISM
Once the fluid has passed through the lines, valves, pump, etc., it will end up at the actuating
mechanism. This is the point where the hydraulic force will push a piston causing the piston to do
some sort of mechanical work. This mechanism is actually the dead end that the oil pump flow will
finally encounter in the system. This dead end causes the pressure to build up in the system.
The pressure works against some surface area (piston) and causes a force to be applied. In
hydraulics and transaxle technology, the actuating mechanism is also termed a servo. A servo is
any device where an energy transformation takes place causing work as a result. The clutch
assemblies found in the alpha automatic transaxle are actually servos, but they are termed clutch
for ease of identification

ABS GENERAL

2. ABS GENERAL

2.1. A BRIEF HISTORY OF ABS
1952 ABS for aircraft by Dunlop

1969 Rear-wheel-only ABS by Ford & Kelsey Hayes
1971 Four-wheel ABS by Chrysler & Bendix
1978 Mass production of Bosch ABS Systems with Mercedes Benz
1984 Integrated ABS system by ITT-Teves
Since the early 1990s
ABS began to be offered on the mid-size and compact cars due to a significant cost reduction
and increased efficiency of the system
2.2. ADVANTAGES OF ABS
Anti-lock Brake Systems are designed to prevent wheel lockup under heavy braking conditions on
any type of road condition.
The result is that, during heavy braking, the driver : retains directional stability(Vehicle Stability)
stops faster (Shortened Stopping distance, except gravel, fresh snow..)
retains maximum control of vehicle (Steerability)
If the front wheels lock
it is no longer possible to steer the car If the rear wheels lock
the car can become unstable and can start to skid sidewaysBRAKING AT CORNERING
<Braking without ABS> <Braking with ABS>

If a car on the different conditions of surface brakes, the wheels on the slippery surface easily lock
up and the vehicle begins to spin. But ABS provides vehicle stability until it stops.
<Braking without ABS> <Braking with ABS>
Low road
High road High road
Low road
Surface Surface
2.3. ABS TYPES
2.3.1. 4-SENSOR 4-CHANNEL TYPE

This type is generally used for FF(Front engine Front driving) car which has X-brake lines. Front

wheels are independently controlled and rear wheel control usually follows a select-low logic for
vehicle stability while ABS operation.
This type is generally used for FR(Front engine Rear driving) car which has H-brake lines. Front
wheels are independently controlled and rear wheels are controlled together by on brake pipe on
the basis of select-low logic.
Front wheels are controlled independently but rear wheels are controlled together by one wheel
speed sensor(ex. On the differential ring gear).
Only control the rear wheel pressure by one sensor.
2.3.5. SYSTEM EVALUATION
Evaluation Item
Brake
System Type Control Logic
line Stopping
Steerability Stability
Distance
All wheels independent control Good Fair Good

X line
4-Sensor 4-Channel
or H Line Front : Independent control
Good Good Fair
Rear : Select Low
Front : Independent control

4-Sensor 3-Channel H Line Good Good Fair
Rear : Select Low
Front : Independent control

3-Sensor 3-Channel H Line Good Good Fair
Rear : Select Low
1-Sensor 1-Channel H Line Rear : Select Low No Fair No
1) 4-Sensor 4-Channel type ( Independent control type )

This type has four wheel sensors and 4 hydraulic control channels and controls each wheel
independently. Steering safety and stopping distance maintains optimum condition on the
homogeneous road surface.
However, on the split- road surface, uneven braking force between left wheels
and right wheels generates a Yawing Moment of the vehicle body resulting in vehicle instability.
Therefore, most of vehicles with a 4 channel ABS incorporates a select low logic on rear wheels to

maintain the vehicle

stability at any road
conditions.
<FF car, X-line brake system>
2) 4-Sensor 3-Channel type (Front wheels: independent control, Rear wheels: Select low
control )
In case of FF(Front engine Front driving) car, most vehicle weight concentrated on front wheels
and the center of the mass of vehicle also moves forward while braking allowing almost 70% of
braking force to be controlled by front wheels.
This means that most braking power is generated by front wheels and to get a maximum braking
efficiency while ABS operation, independent control of front wheels is necessarily required.
However, rear wheels which performs relatively less braking force are very important to guarantees
vehicle safety while braking. That is, while ABS operation of rear wheels on the split road surface,
independent control of rear wheel generates uneven braking force resulting in vehicle yawing
moment.
To prevent this yawing and to maintain vehicle safety with ABS operation on any kinds of road
surface, rear wheel braking pressure is managed according to the wheel which shows more lock-
up tendency. This control concept is called Select-low control.
3) 4-Sensor 3-Channel type (Front wheels;indendent control,Rear wheels ; Select contnrol )

Vehicle with H-bake line system has this ABS control system. 2 channels are for front wheels and
the other one is for rear wheel control. Rear wheels are controlled together by a select low control
logic.
In case of X-brake line system, 2 channels (2 brake ports in the ABS unit) are required to control
rear wheel pressure because each rear wheel belongs to different brake line.
4) 1-Sensor 1-Channel type ( Rear wheels: Select low control )

Vehicle with H-bake line system. Only controls rear wheel pressure.
One wheel speed sensor is installed on a rear differential detecting rear wheel speed. Front wheels
are locked up while heavy braking, vehicle loses its steering stability and stopping distance on a
low- road surface also increases. This system helps vehicle have a straight stop.
2.4. ABSCM
ABS consists of wheel speed sensors which detects a wheel lock-up tendency, on the basis of
wheel speed sensor signal a ABSCM(Control Module) which outputs control signal and
HCU(Hydraulic Control Unit) which supplies brake pressure to each wheel according to the
ABSCM output signals.
ABSCM(CONTROL MODULE)
From the wheel speed sensor signals, ABSCM calculates an estimated acceleration, deceleration
and slip ratio. This controls solenoid valves and return pumps to prevent a wheel lock-up. Moreover,
ABSCM manages a system monitoring circuit and turn off itself to protect the system if a system
faulty is detected. Driver can recognize a system malfunction when ABS warning lamp comes on.
1) Basic Composition of ABSCM

Once ABS fails, ABSCM should inhibit the system operation to guarantee the system safety.
Because abnormal solenoid valve operation can affect the brake pressure on wheels. With this
reason, ABSCM can analyze and prepare all kinds of possible faulty causes.
To install the ABSCM directly on the HCU(Hydraulic Control Unit), semiconductors inside ABSCM
should resist at the temperature range of 40 ~ +125 degrees Celsius. Owing to the enhanced
technology on semiconductor and size reduction, Integrated type (ABSCM+HCU) is popularly used
worldwide. For example, Bosch ABS version 5.0 or higher, version MK-20i or higher of TEVES
and EBC 325 of Kelsey Hayes are representative integrated ABS.
All inputs are double-monitored and double-calculated. Inputs are also double-monitored. Moreover,
to prevent a improper operation of ECU, two microprocessors compare and monitors their results
And ECU is additionally monitored by SAS(Safety Assurance System) or intelligent Watch-Dog to
prevent a ECUs wrong operation. One IC controls solenoids at each channel and a Power
MOSFET with a very reliable protect circuit is substituted for relays which handled solenoid
operation and big current while motor operation. Furthermore, motor speed control is being
employed to reduce excessive pumping and Kick-Back. 16 bit of microprocessor is used for the

better ABS performance and wheel speed calculation which requests around 5msec of one cycle
operating time.
ABSCM consists of several basic circuits below
a) Wheel Speed Sensor Input Amplification circuit
From each wheel speed sensors installed each wheel, alternating current waveforms in proportion
to the vehicle speed come in the circuit. The waveforms are amplified and converted into the
square waveforms, and are sent to the Microcontroller. According to ABS types, the number
ofwheel speed sensors changes and the number of amplification circuit also changes.
b) Microcontroller
From each wheel speed information, this calculates a Reference Speed, Slip Ratio,
Acceleration/Deceleration rates and performs solenoid valve & motor operation. This circuit detects
the wheel speed sensor waveforms generated by the teeth of sensor rotor at every moment.
Microcontroller calculates a reference speed by integrating a momentary wheel speed and then
compares the reference speed and a momentary wheel speed to estimate a slip ratio and an
acceleration/deceleration rates.
Solenoid valve activation circuit outputs pressure dump, hold, increasing signals to the lock-up
wheels solenoids according to the estimated control signals like a slip ratio, acceleration/deceler-
ration rates.
c) Solenoid Valve activation circuit
This circuit controls the solenoid valve current and turns it on or off on the basis of the pressure
dump, hold, increasing signal from the Microcontroller.
d) Voltage Regulator, Motor Relay & Failsafe Relay Driver circuit, Lamp Driver circuit,
Communication circuit
Monitors the supply voltage(5V, 12V) being used for ABSCM is stable within the threshold voltage
range. This detects a system failure and activates valve relay, motor relay. System faulty is
detected, ABS system is down because a valve/motor relay comes off and ABS warning lamp turns
on to inform the driver of system failure. While ABS failure, normal braking is available.

ABS ECU Block Diagram

- ABS ECU Block Diagram
Solenoid
VCC
IGNITION Voltage
Reg. 8 Valve Driver
Valve
BATT 1
Relay Processor 2
BATT 2 Processor 1 (8bit)
(16bit)
Interface Circuit EBD W/L

M A/D Monitor Circuit Lamp Driver Circuit ABS W/L
Motor
Relay Motor relay & FSR Driver Circuit Communicaion Circuit
Wheel signal conditioning Circuit Swtich Control/Clamp Circuit K-Line
Wheel Sensors FR Speed Out BLS
BTCS ECU Block Diagram

2) Safety Circuit
Ignition switch turns on, ABSCM performs a self-test until the vehicle speed reaches certain speed
and also monitors system while driving. When a system failure is detected, firstly stops the ABS
function and illuminates ABS warning lamp to inform the driver of system breakdown. Even in case
of an ABS breakdown, conventional brake is still available. After turn the IG off and turn it on, if a
system faulty is not detected, warning lamp turns off and system comes normal.
a) Initial Self-Testing after the IG on,(vehicle stops)

When the IG switch turns on and the voltage comes in ABSCM, followed procedures performs.
Microprocessor function check
Makes an Watchdog Error and check if the error is detected
Checks the ROM data
Checks the RAM data whether data reading, writing is normal
Checks the A/D(Analog /Digital) Converter operation
Checks the communication between two microprocessor
Valve Relay function check
Activates a valve relay and check the operation
Fail Memory function check
Checks the fail memory circuit of a microprocessorb) Initial Self-Testing while a vehicle
begins to move
A vehicle begins to move, ABSCM performs actuators function test.
Solenoid Valve function test
Checks the solenoid valve function and monitors its operation
Motor function test
Operates a motor and check its condition. According to the ABS makers, the self-testing
time of motor can be considerably different. But mostly, self-testing is performs at the
beginning of vehicle driving or at the end of ABS operation.
Wheel Speed Sensor signal check
Checks whether all wheel speed sensor signals
c) System test while driving

After completing the initial self-test, ABS system is check by two microprocessor and other circuits
surrounding. If a faulty is detected, microprocessor finally confirms it and the corresponding error

code is memorized in ABSCM.

Voltage test (12V, 5V)
Checks the supplied 12 voltage and 5 voltage inside ABSCM is normal. But the
momentary voltage drop caused by ABS operation or motor operation is considered while
monitoring 12 voltage. Valve Relay operation test
While ABS operation, valve relay is activated. ABSCM watchdogs a valve relay operation.
Calculation Result comparison between two microprocessor
Usually, there are two microprocessors inside ABSCM and they perform the same
operation at the same time. They compare their results each other and identify their
sameness. This comparison concept guarantees the system trust and can detect the
system failure at an early stage.
Microprocessor operation test
Monitors microprocessors normality.
ROM Data check
Performs a Check Sum of ROM data and confirms the programs normality.
d) Display Self Diagnosis
When a system faulty is detected by a safety circuit, ABS function stops illuminating the ABS
warning lamp. ABSCM displays trouble codes via a scan tool. With the scan tool, activates
solenoid valves and motor.
2.5. TYPICAL ABS CONTROL CYCLES
2.5.1. BRAKING CONTROL ON A HIGH-GRIP ROAD SURFACE (HIGH BRAKING FORCE

COEFFICIENT)
During initial braking, the brake pressure in the wheel brake cylinder and the each wheel
deceleration increase.
At the end of phase 1, the wheel deceleration exceeds the set threshold (-a). As a result, the
corresponding solenoid valve switches to the pressure hold position. The brake pressure
must not be reduced yet, because the threshold(-a) could be exceeded in the stable range of
the braking force coefficient/ brake slip curve. At the same time, the reference speed is reduced.
The value for the slip switching threshold 1 is derived from the reference speed.

The wheel speed falls below the 1 threshold at the end of phase 2. The solenoid valve then
switches to the pressure drop position, with the result that the brake pressure is reduced until
the wheel deceleration has exceeded the threshold (-a).
The speed falls below the threshold(-a) again at the end of phases 3 and a pressure hold
phase of a certain length follows. The wheel acceleration increases within this time to such an
extent that the threshold(+a) is exceeded. The pressure remains constant. At the end of phases
4, the acceleration exceeds the relatively high threshold(+A). The brake pressure then
increases as long as the threshold(+A) is exceeded.
In phase 6, the brake pressure is kept constant again because the threshold(+a) is exceeded.
At the end of this phase, the peripheral wheel acceleration falls below the threshold(+a). This is
an indication that the wheel has entered the stable range of the braking force coefficient/brake
slip curve and is slightly under-braked.
The brake pressure is now built up in stages(phase 7) until the wheel deceleration exceeds the
threshold(-a)(end of phase 7). This time, the brake pressure is decreased immediately without
generation of a 1 signal
vF Vehicle speed,
Vref Reference
speed,
vR wheel speed,
1 Slip switching
threshold,
+A, +a Threshold of
wheel acceleration,
-a Threshold of
wheel deceleration,
-pab Brake
pressure decrease.
2.5.2. BRAKING CONTROL ON A SLIPPERY ROAD (LOW BRAKING FORCE COEFFICIENT)

With this surface condition, slight pressure on the brake pedal is often sufficient to make a wheel-
up on a slippery road and the wheels require much more time to accelerate out of a phase of high
slip again.
The logic circuit in the ECU recognizes the prevailing road conditions and adapts the ABS
characteristics accordingly.
In phase 1 and 2, braking control occurs in the same way as for high braking force coefficients.
Phase 3 commences with a pressure holding phase of short duration. The wheel speed is then
very briefly compared with the slip switching threshold 1. Since the wheel speed is less than the
value of the slip switching threshold, the brake pressure is reduced for a short, fixed time. This is
followed by a further short pressure hold phase. A renewed comparison between the wheel speed
and slip switching threshold 1 is then made, and this leads to a pressure drop during a short,
fixed time period. The wheel accelerates again in the following pressure hold phase and its wheel
acceleration exceeds the threshold(+a).
This leads to further pressure hold until the acceleration is below the threshold(+a) again (end of
phase 4). This is followed in phase 5 by the step-type build-up in pressure familiar from the
previous section until a new control cycle is initiated by pressure reduction in phase 6. In the
previously described cycle, the controller logic recognized that a further two pressure decrease
steps were necessary to accelerate the wheel again after the reduction in pressure initiated by the
signal(-a). The wheel runs in the range of high slip for a relatively long time, and this is not optimal
for driving stability and steerability. In order to improve both of these factors, a comparison is made
continuously between the wheel speed and slip switching threshold 1 in this and also the
following control cycles.
Consequently, the brake pressure is constantly reduced in phase 6 until the wheel acceleration
exceeds the threshold(+a) in phase 7. Owing to the constant decrease in pressure, the wheel runs
with high slip for only a brief period, thus increasing vehicle stability and steerability compared with
the first cycle.

vF Vehicle speed,
Vref Reference
speed,
vR wheel speed,
1 Slip switching
threshold,
+a wheel
acceleration,
-a wheel
deceleration,
Slip
-pab Brake
pressure decrease
2.6. PHYSICAL PRINCIPLES

2.6.1. TIRE FORCE
Forces which act on a moving vehicle are gravity, air force(air resistance) and tire force (rolling
resistance).
A desired movement or change in movement can be achieved
only via the tire force. The tire force consists of the following
components:
- driving force FD caused by the drive, FN
- lateral force FS caused by the steering, and

- normal force FN as a result of the vehicle weight.
FD
FS
<Figure1>
The lateral force FS transfers the steering movement to the road and makes the vehicle turn. The
normal force FN is determined by the vehicle weight and its load, that is, it is the weight component
acting perpendicularly on the road. The degree to which the forces can actually come into effect
depends on the condition of the road and tires and on the weather condition, that is, on the friction
force between the tires and road surface.
2.6.2. RELATIONSHIP AMONG FORCES
The relationship between frictional force, side force, braking force and driving force can be
expressed using a friction circle. The friction circle assumes frictional force between the tire and
road surface to be identical in all directions. It can be used to visualize the relationship between
side forces, braking force, and driving force.
While cornering at a fixed speed, for example, all of the tires frictional force is the side force that is
turning the vehicle. When brake are applied during cornering, however, part of the frictional force of
the tire is used for braking force, which reduces the size of the side force. Conversely, turning the
steering wheel while applying the brakes reduces braking force, because part of the tire frictional
force normally used for braking becomes cornering force.
2.6.3. FRICTION CIRCLE

Braking force
Portion of frictional force

Fractional force
acting as braking force
generated at tire patch
Side force Side force
Driving force
2.6.4. RELATIONSHIP AMONG FORCES
x
Vehicle x (a: Side slip angle)
traveling
a
Cornering force [kgf]
direction Side force
Self aligning torque Cornering force

y
Cornering force(Fy)
Fx
Side force(Fy)
Cornering
Friction force(F) 0 10 30 50 70 90
resistance(Fx) y
Side slip angle () - Bias tire
2.6.5. FRICTION FORCE

The friction FR is proportional to the normal force FN:
FR = B x FN
The factor B is the braking force coefficient (or Frictional coefficient). The factor can be
influenced by the characteristics of the different tire/road material pairings. The braking force
coefficient is thus a measure of the transferable braking force. For vehicle tires, the braking force
coefficient reaches its maximum values on a dry and clean road surface and its lowest on ice.
<Example>
Road condition Braking force coefficient(B)
Dry concrete 0.8 ~ 1
Wet asphalt 0.2 ~ 0.65
Ice 0.05 ~ 0.1
The braking force coefficient depends greatly on the vehicle speed. When braking at high speeds,
and under certain road conditions, the wheels may lock if the braking force coefficient is so low that
the grip of the wheels to the road surface can no longer be available
2.6.6. SLIP
While vehicle driving or braking, complex physical forces occurs in the tires contact area with the
road. The tires rubber elements become distorted and are exposed to partial sliding movements,
even if the wheel has not yet locked. The measure of the sliding components of the rolling
movement is the slip :
= (VV - VW)/ VV
Slip Ratio
Slip Ratio = (VV - VW )/ VV 100 VV : Vehicle Speed VW : Wheel Speed
Maximum braking force Approximately 10~30% Slip

This means that some tire rotation is necessary to achieve maximum braking.
The optimum slip value decreases as tire-road friction decreases .

0% When a tire is rolling freely

100% When a tire locks up completely
Where Vv is the vehicle speed and VW is the circumferential speed of the wheel.
The formula shows that brake slip occurs as soon as the wheel starts to rotate more slowly than
the wheel speed which corresponds to the driving speed. Braking forces can be generated only in
this condition.
Figure 1 [Braking force coefficient as a function of brake slip for straight-ahead braking] applies to
straight-ahead braking where no lateral forces occur so that the whole friction available between
the tire and road surface can be used for braking. The braking force increases steeply from a brake
slip zero, and reaches its maximum between about 10% and 30% brake slip, depending on the
road and tire conditions. The rising part of the curves shows a stable area, while the falling part
represents the instable area. When driving straight ahead, ABS prevents a vehicle entering this
instable area during braking.
2.6.7. LATERAL FORCE (SIDE FORCE)
In addition to the braking force and driving force acting on the contact area in the direction that the
tire is rotating, there is also a Lateral force that acts laterally on the tire. Side force is the basic
force that occurs when the vehicle turns. The basic force during cornering by a vehicle is the force
of the part of the tire in contact with the road surface wanting to return its normal shape from its
currently deformed state. This force pushes the tire sideways against the road surfaces, and is
therefore called Side force. And the moment generated at the deformed tire is called Over
turning moment
Tire shape when vehicle Tire shape when

is traveling straight vehicle is cornering

Tire overturning moment
Side force
Normal force
2.6.8. UNDERSTEERING AND OVERSTEERING
Keeping the steering wheel turned at a fixed angle and traveling at a fixed speed causes the
vehicle to move in a circle with a fixed radius. Increasing the vehicles speed at this point causes
the vehicle to move either outside the original circle due to Understeering, or inside the original
circle due to Oversteering. The actual steering characteristic (Understeering or Oversteering)
produced by a particular vehicle depends on the interrelationship between the weight distribution
between its front and rear wheels, tire specifications, suspension characteristics, and drive system
(FF or AWD).
Point of acceleration
2.6.9. BRAKING FORCE COEFFICIENT AS A FUNCTION OF BRAKE SLIP FOR STRAIGHT-

AHEAD BRAKING
Oversteering
Understeering
1.Radial tires on dry concrete
Center point
2.Bias-ply tires on wet asphalt
3.Radial tires on snow:

(a lock-up wheel pushes a wedge of
snow in front of it which increases
the braking force.)
4.Radial tires on wet ice

(Ice to freezing point)

[Figure 1]
2.6.10. BRAKING FORCE AND LATERAL FORCE COEFFICIENT AS A FUNCTION OF BRAKE
SLIP
a: Stable range
b: Unstable range
A: No slip (Free rolling)
B: 100% slip (Blocked)
The lateral force coefficient is the

maximum value when a brake slip is
zero. With increasing brake slip, it falls
slowly reaching the lowest point when
the wheel is locked.
At the lowest point, vehicle no longer
has any cornering forces.
2.6.11. BRAKING FORCE AND LATERAL FORCE COEFFICIENT AS A FUNCTION OF BRAKE

SLIP AND SLIP ANGLE WITH ABS CONTROL RANGES

As the two curves for braking force
coefficient B and lateral force
coefficient S, the ABS control range
ABS must be extended for larger slip angle

control ranges
= 10 (that is high lateral force owing to
high lateral acceleration of the vehicle)
compared with the small slip angle =
2.
The ABS permits increasingly greater

slip values in accordance with the
degree by which the speed and thus
During curve braking, the braking forces increases so quickly that the overall braking distance is
lateral acceleration decrease during
only slightly longer than for straight-ahead braking under the same condition.
lateral braking.
2.7. SELECT LOW CONTROL FOR THE REAR WHEEL
Most vehicle with ABS system, whether it has a 4-channel system or a 3-channel system,
incorporates a Select Low Control logic for rear wheels while ABS operation. Thats because to
guarantee the vehicle stability which can be easily obtained by avoiding the rear wheel lock-up.
One of the ABS benefits is to get an optimal braking force at all kinds of road conditions and a
braking situation. For this, independent control of the front wheels is necessary. Because, firstly,
front wheels generate almost 70 % braking power while braking, therefore independent control can
provide a short stopping distance while ABS control. Secondly, uneven grip of each front wheel
doesnt make a serious vehicle stability problem while ABS operation comparing with the problem
from rear wheels.

When there is a differential in braking force between the left and right tires, the vehicle tends to
swerve in the direction of the stronger
braking force. When there is uneven
left-right braking force in the front
wheels, the vehicle can be kept in a
straight line relatively easily by turning
the steering wheel.
In the case of rear wheels, however, it is
much difficult to compensate for left-
right braking force differential by turning High frictional surface Low frictional surface
the steering wheel, so vehicle handling
become quite unstable.
To counteract this, ABSCM reduces the
brake pressure to the other rear wheel
as well as rear wheel beginning to lock.
This maintains the side force of the tires
are their current levels while equalizing
the left-right braking force to provide
Uneven braking force Equal braking force
better stability.
2.8. ABS GENERAL CONSTRUCTION

SYSTEM CONSTRUCTION
Proportioning valve
(Without EBD)
HCU
ABSCM
G-Sensor (with 4WD)
2.9. WHEEL SPEED SENSOR
3I
4n
5
si
6d
e
t
1 Electronic Cable 5 Pole Pin
1 Electronic Cable 4 Winding
h 2 Permanent Magnet 6 Winding
2 Permanent Magnet 5 Pole Pin
e 3 Housing 7 Air gap
3 Housing 6 Tone Wheel
L 4 Housing Block 8 Tone wheel
[SECTION1] [SECTION2]
u
g
g
a
g 36 Chonan Technical Service Training Center
e
1 Magnet
2 Winding
3 Tone Wheel
4 Rotates
5 High Speed
6 Low Speed
7 Air Gap
When the Tone Wheel rotates, the magnetic field changes and induces a voltage in the winding.
- Permanent magnetic produce a voltage
- Higher speeds produce a higher frequency
- Lower speeds produce a lower frequency
WAVE FORM 1 (Minimum P-P voltage) WAVE FORM 2 (At low speed)
150mV or more at 10km/h (MGH-10),
20km/h(Nisshinbo,TEVES)
120mV or more at 12km/h (Bosch 5.3)
WAVE FORM 3 (At high speed)

2.10. FEATURE OF G-SENSOR
ABS control for 4WD uses the signal of G-sensor to solve the problems that is early all wheel-lock
on Lm and that late response in case of m change of road surface. G-sensor signal is got every
7ms, and filtered. ABSCM sets m-flags (High, Medium, Low) to calculate detailed gradient of
reference velocity and control threshold compared with 2WD.
2.10.1. GENERAL SPECIFICATION

Rated voltage DC 12 V
Operating voltage DC 8 ~ 16 V
Operating temperature range -30C ~ +85C
Storage temperature range -40C ~ +100C
Current consumption 10 mA MAX.
2.10.2. G SENSOR OPERATION
The four wheels of an AWD(All Wheel Drive)/4WD vehicle are linked by the center differential, so
the engine brake acts on all the wheels. Because of this, in case that any of the tires of an AWD
vehicle begin to lock-up, the control torque of the tire that is beginning to lock-up is distributed to
the other tires, making the rotation speed of all the tires virtually identical. Since the signal being
sent to the ABSCM from the four ABS sensors at this time are almost similar, the reference vehicle
speed calculated by the ABSCM is less than actual vehicle speed. Using the calculated result as a
basis for ABS control would result in error that would increase the danger of wheel lock-up.
In order to overcome the problem described above, an AWD vehicle is equipped with a G sensor,
which is used to determine the friction between tires and the road surface. For example, if a driver
slams the brake pedal on the ice making all wheels lock-up, the vehicle begin to slide and the G
value(deceleration) will be low. Because all wheels lost their grip on the the ice and they cannot
make a frictional force which increase the G value. Therefore the ABSCM can recognize all wheel
lock-up tendency by referring to the low G value. In other case, even if all wheel speed is reduced
because of one wheel or two wheels lock-up, if the G sensor value remains high, ABSCM corrects
the reference vehicle speed that comes from only wheel speed information. So, ABS control can be
more accurate.
2.10.3. G SENSOR FUNCTION FOR 4WD VEHICLE

When driving in 4WD, all four wheels are mechanically locked, so all wheel speed decrease with
almost same rate in many case. This phenomenon is more notable when driving on low (friction)
road, so ABS control become unstable. To prevent this happening, G sensor is installed.With this
signal, ABSCM recognize that the vehicle is now stopping on a low road or high road,
thereby modifying the ABS operating cycle(algorism). That is,
Small(or Great) G braking G value Low (or High) Low (or High) road detected
ABSCM advances(or delays) to decrease hydraulic pressure Wheel lock is delayed(or
advanced) Stopping distance increases(or Decreases).
Control torque of tire that is locking up is

distributed to other tires, making rotation
speed of all tires virtually identical
Tire beginning to lock
2.10.4. INSTALLATION
Install the G-sensor with the arrow mark facing forward direction.

Arrow mark
Forward
[Top view]
2.10.5. SENSOR INSPECTION

1. Connect a T-connector to the G-sensor and check
the voltage
2. Turn IG ON and check the output voltage of G-
sensor on the plane
Standard value: 2.5 V3. Measure the output 123
voltage while leaning the sensor forward or 1: Vin (Sensor power)
backward. And make sure the output value varies 2: Vout (Sensor output)
normally.
3: GND (connection only to to ABSCM)
Regarding sensor output characteristic, refer to
the graph next slide
2.10.6. PERFORMANCE OUTPUT

Vout (V)
4.00
3.50
3.25
2.50
1.75
1.50
1.25
-14.7 -9.80 -7.35 0 +7.35 +9.80 +14.7 Acceleration (m/s2)

[-1.5] [-1] [-0.75] [0] [+0.75] [+1] [+1.5] Acceleration (G)
-90 -48.6 0 48.6 90 Angle ()
(-G) (+G)
Acceleration Deceleration
2.10.7. CHARACTERISTICS CURVE
Wheel speed
Vehicle speed
Dummy vehicle speed

When G sensor is not equipped
Dummy vehicle speed

When G sensor is not
equipped
2.11. SYSTEM LINE-UP

VEHICLE M AKER MODEL REM ARK
SONATA ~94 BENDIX ABS
SONATA ~98 LUCAS F2 ABS
EF SONATA TEVES MK20i ABS/EBD/BTCS/FTCS
XG TEVES MK20ie ABS/EBD/FTCS
ACCENT LUCAS F2 ABS
NEW ACCENT MANDO MGH-10 ABS/EBD
ELANTRA ~98 LUCAS F2 ABS
ELANTRA ~00 TEVES MK20i ABS/EBD
ELANTRA XD MANDO MGH-10 ABS/EBD/BTCS
TRAJET NISSHINBO NT20S2 ABS/EBD
SANTA FE MANDO MGH-10 ABS/EBD/BTCS
GK MANDO MGH-20 ABS/EBD/FTCS
FC MANDO MGH-20 ABS/EBD/BTCS
HP NISSHINBO NT20si ABS/EBD,4-3, G-sensor
EF F/L BOSCH BOSCH 5.3 ABS/EBD/ABD/ASR
ATOS ~00 NISSHINBO NT20 ABS
ATOS ~01 NISSHINBO NTY3 ABS/EBD
H1 NISSHINBO NT20 ABS
H100 BOSCH ABS

LUCAS
(F2, without EBD)
ACCENT, SONATA, (E)LANTRA

3. LUCAS (F2, WITHOUT EBD)
3.1. LUCAS ABS CONTENTS

- HCU & ABSCM

- CONSTITUTION
- SPECIFICATIONS
- LOCATION
- COMPONENTS
- LUCAS ABS OPERATION
- CONNECTORS
- SRI LAMP FLASH CODE
- TROUBLESHOOTING
- WIRING DIAGRAMS
3.2. LUCAS ABS HCU & ABSCM
HCU ABSCM
3.3. LUCAS ABS CONSTITUTION

1. ABS Control Module

2. Hydraulic Unit
3.Front Wheel Speed Sensor
4. Rear Wheel Speed Sensor
5. ABS Relay Box
6. Master Cylinder
7.ABS Service Reminder
Indicator
8. Data Link Connector
9. Proportioning Valve
3.4. SPECIFICATIONS
3.4.1. ABS Control Module

Operating Voltage Range 9.0 ~ 16.2V
Power Consumption 150 mA or below
Control Fuse 10A
Operating Temperature Range - 40 ~ 80
3.4.2. Service Reminder Indicator

Power Consumption 1.2W
SRI Fuse 10A
3.4.3. Hydraulic Unit

Operating Voltage Range 9.0 ~ 16.2V
Motor Pump Fuse 30A
Solenoid Fuse 20A
Operating Temperature Range - 40 ~ 120
Motor Pump Resistance 1.0 or below
Solenoid Valve Resistance 3.0 ~ 3.4

3.4.4. Relay
Failsafe Relay Coil Resistance 20 ~ 30
Motor Relay Coil Resistance 50 ~ 65
3.4.5. Wheel Speed Sensor

Model Air Gap Resistance Teeth
SONATA Front 0.2~1.1mm 1275~1495 47
(94~98 MY) Rear 0.2~1.0mm 1260~1540 47
(E)LANTRA Front 0.2~1.3mm 1275~1495 44
(~95 MY) Rear 0.2~1.0mm 1260~1540 44
Model Air Gap Resistance Teeth Model
(E)LANTRA Front 0.2~1.3mm 1000~1200 29
(96~98) Rear 0.2~1.3mm 1000~1200 29
Front 0.2~1.3mm 1000~1200 29

ACCENT
Rear 0.2~1.3mm 1000~1200 29

3.5. LOCATION
3.5.1. ABS HCU & CONTROL MODULE
Vehicle ABS HCU Location ABSCM Location
SONATA (94~98 MY) Under the Master Cylinder Inside the Lower Crash Pad
(E)LANTRA (~95 MY) Under the Master Cylinder Inside the Luggage Trim (Right Side)
(E)LANTRA (96~98) Behind the Right Head Lamp Inside the Luggage Trim (Right Side)
ACCENT Behind the Right Head Lamp Inside the Luggage Trim (Right Side)
ABSCM
Inside The Lower Crash Pad

SONATA (94~98 MY)
ABS HCU
ABSCM
Under the Master Cylinder
Inside the Luggage Trim
: SONATA (94~98 MY),
(Right Side)
(E)LANTRA (~95 MY)
: (E)LANTRA(~98 MY), Behind The Right Head Lamp
ACCENT : (E)LANTRA (96~98),
3 ACCENT
3.5.2. ABS HCU

Behind The Right Head Lamp : Under The Master Cylinder :

(E)LANTRA (96~98), ACCENT SONATA (94~98 MY),
(E)LANTRA (~95 MY)
3.5.3. ABSCM
Inside the Lower Crash Pad : Inside the Luggage Trim (Right Side) :
SONATA (94~98 MY), (E)LANTRA (~98 MY), ACCENT
3.5.4. ABS RELAY BOX

Motor Pump Relay (Black)
Failsafe Relay (White)
ABS Relay Box
SONATA(94~98 MY), (E)LANTRA (96~98MY) :

(E)LANTRA(~95 MY):Next to the HCU Behind RF Inner Fender Panel
Failsafe Relay
(White)
Motor Pump Relay

(Black)
ACCENT : On the top of the HCU
Motor Pump Relay

(Black)
Failsafe Relay
(White)

3.6. COMPONENTS
3.6.1. HYDRAULIC UNIT
3.6.2. ABS COMPONENTS

11 11
2 1. MASTER CYLINDER
2. BOOSTER
1 3. HYDRAULIC UNIT
4. FLOW VALVE(4EA)
10 10 5. SOLENOID VALVE(4EA)
6. EXPANDER CHAMBER(2EA)
9 8 9
7. PUMP(2EA)
7 7 8. MOTOR PUMP(1EA)
4 4 4 4
9. CHECK VALVE(4EA)
10.DAMPER CHAMBER
5 5 5 5 11.FRONT BRAKE
12.REAR BRAKE
6 6
13 13.PROPORTIONING VALVE
12 12
3.6.3. SOLENOID VALVE & FLOW VALVE
Flow valve Flow valve
From From
A master master
cylinder cylinder
Spool C
B Orifice hall B
To To
From
wheel motor
wheel
cylinder
cylinder
Solenoid valve (OFF) Solenoid valve (ON)

3.6.4. FLOW VLAVE
- Orifice controls hydraulic pressure

to the brake caliper.
- Flow Valve operates by Solenoid Valve.
- Four Flow Valves, one for each wheel
3.6.5. SOLENOID VALVE
- Located at the bottom of the Flow Valve

- Operated by the ABS CM
- Controls the position of Flow Valve
- Four Solenoid Valves in the modulator
3.6.6. EXPANDER CHAMBER
- High pressure storage tank during ABS operation

-Two Expander Chambers, One for each brake circuit
Expander Chamber

3.6.7. MOTOR PUMP
- Returns brake fluid from the accumulator

to the master cylinder
- Supplies additional hydraulic pressure
during ABS operation
- Two Pumps driven by one Motor
(One Pump for each brake circuit)
3.6.8. CHECK VALVE
- Installed on the inlet and outlet side of the Pump

- Prevents brake fluid from flowing backwards
- Four Check Valves (Two for one Pump)
3.6.9. DAMPER CHAMBER
- Minimizes pressure pulses to the master cylinder

- Prevents excessive brake pedal
pulsation during ABS operation
- Two Damper Chamber in the
modulator, one for each brake circuit

3.7. LUCAS ABS OPERATION
CONTROL LOGIC
1. Wheel speed of each wheel is always monitored.
2. Vehicle speed is calculated from the wheel speed inputs and inserted acceleration and
deceleration parameters.
3. Wheel acceleration and deceleration are computed from the wheel speed input.
4. A reference speed is calculated from the vehicle speed and acceleration parameters.
5. Dump mode is implemented when the wheel speed is less than the reference speed or the
wheel deceleration is greater than the deceleration limit. Increase mode begins when the wheel
speed or acceleration exceeds the reference speed or acceleration limit.
Vehicle speed
Deceleration limit reference
Wheel speed Speed limit reference
Brake Pressure Acceleration limit
Dump Dump
Increase

3.8. LUCAS ABS HYDRAULIC CIRCUIT
3.9. LUCAS ABS OPERATION
NORMAL BRAKING
Flow Valve
Hudraulic
Unit
PORT PORT Check
Valve
Damper
Port Chamber
Spool Check ABS
Port Orifice Valve Control
Module
Solenoid Valve
Expander
Chamber
Wheel Cylinder
Wheel Speed Sensor

In normal braking condition, ABS actuators such as motor pump or solenoid valves are de-
energized, master cylinder and wheel cylinder are directly connected via flow valve.
OPERATING PARTS ABSCM CONTROL SIGNAL DESCRIPTION
Solenoid valve OFF Port Close
Port Open
Flow valve - Port Open
Port Close
Motor pump OFF -
DUMP MODE
Flow Valve
Hudraulic
Unit
PORT PORT Check
Valve
Damper ABS
Port Chamber
Spool Check Control
Port Orifice Valve
Module

Solenoid Valve
Expander
Chamber
Wheel Cylinder
Wheel Speed Sensor
If a wheel lock-up begins to occur, ABSCM energizes the relevant solenoid valve open, this causes
pressure drop across orifice in the flow valve to allow spool to move against spring force. And the
movement of spool stops when the pressure across orifice exactly balance the load of spring.
Highly pressurized brake fluid of the lock-up wheel flows out through the solenoid valve and is
stored in the expander chamber.

As long as the solenoid valve is open, brake fluid flows a constantrate into the expander chamber
and is pumped out by a motor pump to the master cylinder.
Solenoid valve ON Port Open
Port Partial Open
Flow valve - Port Open
Port Close
Motor pump ON -
Pressure
Dump mode
Time
INCREASE MODE

Flow Valve
Hudraulic
Unit
PORT PORT Check
Valve
Damper ABS
Port Chamber
Spool Check Control
Orifice Valve
Port Module

Solenoid Valve
Expander
Chamber
Wheel Cylinder
Wheel Speed Sensor
The wheel speed of the released wheel increases increase mode begins.
Solenoid valve that was opened to dump the lock-up wheel cylinder is closed, brake fluid from the
master cylinder is delievered to the wheel cylinder.
During ABS operation, flow valve remains in its control position as long as the pressure difference
between the master cylinder and the wheel cylinder remains.
If no more pressure difference exists, the spool in the flow valve returns to its rest position.
Solenoid valve OFF Port Close
Port Partial Open
Flow valve - Port Close
Port Open
Motor pump ON -

Increase mode
Pressure
Time
3.10. CONNECTORS
ABS CM CONNECTOR

ABSCM SIDE
ABSCM HARNESS SIDE
PIN NO PLUG ASSIGNMENT I/O PIN NO PLUG ASSIGNMENT I/O

1 SENSOR RIGHT FRONT I 32 SENSOR LEFT FRONT I
3 SENSOR LEFT REAR GND I 34 SENSOR LEFT FRONT GND I
13 MIL FLASH CODE O 36 SENSOR RIGHT REAR I
15 BRAKE LIGHT SWITCH I 37 SENSOR RIGHT REAR GND I
17 ABS SRI O 42 MOROR MONITOR LINE I
19 MOTOR RELAY DRIVE O 43 FAILSAFE RELAY MONITOR I
25 SOLENOID REAR FIGHT O 44 DLC INPUT/OUTPUT I/0
26 GROUND FOR SOLENOIDS I 50 IGNITION SIGNAL I
27 GROUND FOR SOLENOIDS I 51 CONTROLLER GND I
28 FAILSAFE RELAY DRIVE O 52 SOLENOID RIGHT FRONT O
29 SENSOR LEFT REAR I 53 SOLENOID LEFT REAR O
31 SENSOR RIGHT FRONT GND I 54 SOLENOID LEFT FRONT O
MIL : Malfunction Indicator Light I/O : INPUT/OUTPUT

MIL FLASH CODE is incorporated on the model below,
- SONATA 96~98 MY, (E)LANTRA 96~98 MY, ACCENT 96~ 99MY
SRI : Service Reminder Indicator DLC : Data Link Connector

1 2 3 4
5 6 7 8
1) HCU CONNECTOR (HARNESS SIDE)
PIN NO PLUG ASSIGNMENT PIN NO PLUG ASSIGNMENT
1 MOTOR MONITOR LINE 5 MOTOR RLY DRIVE LINE
2 SRI DRIVE LINE 6 F/SF RLY DRIVE LINE
3 F/SF RLY PWR SUPPLY 7 RELAY GND
4 F/SF RLY MONITOR LINE 8 MODULATOR PWR SUPPLY
1 2 3 4
5 6 7 8
2) ABS RELAY BOX CONNECTOR (HARNESS SIDE)
PIN NO PLUG ASSIGNMENT PIN NO PLUG ASSIGNMENT
1 RIGHT REAR SOLENOID GND 5 RIGHT REAR SOLENOID GND
2 LEFT REAR SOLENOID GND 6 LEFT REAR SOLENOID GND
3 RIGHT FRONT SOLENOID GND 7 RIGHT FRONT SOLENOID GND
4 LEFT FRONT SOLENOID GND 8 LEFT FRONT SOLENOID GND
3.11. SRI LAMP FLASH CODE
Among the LUCAS ABS equipped vehicles of HMC, the models since 1996 MY have a function to
read the DTC without a scan tool just counting the number of blinks of the ABS warning lamp.
MIL FLASH CODE incorporated on the model below,
SONATA 96~98 MY, (E)LANTRA 96~98 MY, ACCENT 96~ 99MY
SRI CODE CHECK
With the ignition switch turned ON, ground the L terminal of Data Link Connector (DLC).
Diagnostic trouble code NO. can be checked, reading the SRI lamp flash, if faults are detected.
DATA LINK CONNECTOR
16-PIN (Vehicle side connector : female)

ATM GROUND ENGINE ABS
2 3 4 5 6 7 8
1 4
9 10 11 12 13 14 15 16
B+
L - LINE
AIRBAG
12-PIN (Vehicle side connector : male)
ABSCM ECS
SRSCM
MFICM
5 4 3 2 1
1 11 1 9 8 7 6 TCM
2 0
GROUND AIR/CON.
FOR ADAPTER
L - LINE ETACS
1. Ground the L terminal (Pin NO. 15) of DLC with suitable wire.
2. Turn the ignition switch ON.

3. SRI lamp will be illuminated for 2 seconds and then for 3 seconds.
DTC flash code is followed by this check-in signal.
4. DTC is composed of two digits. First digit of DTC is determined by the number of 1.5-second-
long blinks, and second digit can be known by reading the number of 0.5-second-long blinks.
5. Once blinks of one DTC is completed, next active trouble code or history trouble code stored at
ABSCM follows 3 seconds later.
6. A series of DTC blinks is repeated until the ground condition of L terminal is removed or IG key
off.
7. To erase the DTCs memorized in the ABSCM without scan tool, the vehicle should run at the

minimum speed of 8km/h for 20 times
SRI LAMP BLINK PATTERN (System normal) Remarks
GND L-line
L-line
(pin NO.15)
ON should be
IG
OFF grounded.
ON
SRI
OFF
2sec 3sec
Check-in
SRI LAMP BLINK PATTERN (Fault codes remain)
ON
IG
OFF
1.5sec 0.5sec
ON
SRI
OFF
DTC 22 DTC 23
2sec 3sec 3sec
Diagnostic Trouble Code

- L-line (pin NO.15) should be grounded.
- DTC 22 blinks after check-in period. And DTC 23 blinks 3 seconds
after DTC 22 finishes.

3.12. INPUTS / OUTPUTS
INPUT OUTPUT
Wheel Speed Sensor Solenoid Valve Drive
Stop Lamp Switch Motor Pump Relay Drive
Ignition Switch
Failsafe Relay Drive
Motor pump Monitor

ABS SRI
Failsafe Relay monitor ABSCM
Data Link Connector (Out)

Data Link Connector
(In)
3.13. LUCAS ABS TROUBLESHOOTING
3.13.1. DIAGNOSTIC TROUBLE CODE

The ABS control module monitors the input/output signals of the ABS system. When it is noticed
that an irregularity has continued for a specified time or longer, the ABS control module judges that
an irregularity has occurred, memorizes the DTC, and outputs the signal to the data link connector
output terminal.
There are 40 DTCs for LUCAS ABS system. And DTCs can be read with the scan tool.
The stored touble codes will not be erased by disconnecting the battery or turning the ignition key
off. The trouble codes can be erased by scan tool.
The 40 DTCs are provided as follows, and if 2 or more malfunctions are indicated at the same time,
the lowest numbered code will be displayed first.
3.13.2. DTC CHART

DT C SCAN TOOL DISPLAY DESCRIPTION
19 TONE WHEEL Check for a defective tone wheel on a wheel
21 SOL. LF-SHRT B+ sort in the left front solenoid valve
22 SOL. LF-OPEN Open in the left front solenoid valve

23 SOL. RF-SHRT B+ sort in the right front solenoid valve

24 SOL. RF-OPEN Open in the right front solenoid valve
25 SOL. LR-SHRT B+ sort in the left rear solenoid valve
DT C SCAN TOOL DISPLAY DESCRIPTION
26 SOL. LR-OPEN Open in the left rear solenoid valve
27 SOL. RR-SHRT B+ sort in the right rear solenoid valve
28 SOL. RR-OPEN Open in the right rear solenoid valve
31 SNSR. LF-GAP Air gap of the tone wheel
32 SNSR. RF-GAP Air gap of the tone wheel
33 SNSR. LR-GAP Air gap of the tone wheel
34 SNSR. RR-GAP Air gap of the tone wheel
35 MOTOR PUMP Motor pump malfunction
36 MOTOR RLY-OPEN Open or short in the motor pump relay
37 MOTOR RLY-SHRT B+ short in the motor pump relay circuit
38 MOTOR BATT-SHRT B+ short in the motor pump
39 MOTOR GND-SHRT Short to GND at the motor pump
41 FAIL RLY-SHRT B+ short in the failsafe relay circuit
42 FAIL RLY-OPEN Open in the failsafe relay circuit
43 FAIL COIL Current from the failsafe relay is too high/low
44 ABS SRI-GND Short to GND in the SRI circuit
45 ABS SRI-DIODE Open at the diode in the ABS relay box
54 ABS SRI-BATT B+ short in the SRI circuit
55 ABS SRI-OPEN Open in the SRI circuit
56 BATT. VOLT-LOW Under 9V
57 BATT. VOLT-HIGH Over 16.2V
62 SNSR. LF-OPEN Open or short in the LF wheel speed sensor
63 SNSR. RF-OPEN Open or short in the RF wheel speed sensor
64 SNSR. LR-OPEN Open or short in the LR wheel speed sensor
65 SNSR. RR-OPEN Open or short in the RR wheel speed sensor
66 SNSR. LF-SHRT Short to GND in the LF wheel speed sensor
67 SNSR. RF- SHRT Short to GND in the RF wheel speed sensor
68 SNSR. LR- SHRT Short to GND in the LR wheel speed sensor
69 SNSR. RR- SHRT Short to GND in the RR wheel speed sensor
71 SNSR. LF SPEED JMP Missing teeth on the tone wheel or speed jump
72 SNSR. RF SPEED JMP Missing teeth on the tone wheel or speed jump
73 SNSR. LR SPEED JMP Missing teeth on the tone wheel or speed jump
74 SNSR. RR SPEED JMP Missing teeth on the tone wheel or speed jump

77 ABSCM FAIL ABSCM error
3.13.3. ABS WIRING HARNESS CHECK

: Disconnect ABSCM connector and measure harness side connector terminals with a multi-
meter to check the wiring harness conditions.
CHECK
INSPECTION STD VALUE CHECK POINT
ITEM
IG key OFF. ABS GND and
GROUND Check continuity between body < 0.5 Body GND
ground and terminals 26, 27 and 51. circuit
IG POWER
IG key ON. BATTERY Battery, Fuse,
SOURCE
Measure voltage between terminals 50 and 51. VOLTAGE Connectors
CIRCUIT
IG key ON.
BATTERY
STOP LAMP - Measure voltage between terminals 15 and 27 Battery, Brake
VOLTAGE
SWITCH with depressing the brake pedal. lamp switch,
CIRCUIT - Measure voltage of the terminals without connectors
0V
depressing the brake pedal.
IG key OFF
WHEEL
- Measure resistance between terminals 1 and 27, B+ short or
SPEED
29 and 27, 32 and 27, 36 and 27. short to GND
SENSOR 0V
- Measure voltages of the same terminals above.
IG key OFF
GND, Failsafe
FAILSAFE
- Measure resistance between terminals 43 and < 1.0 relay, Open or
27.
RELAY 20 ~ 28 short in failsafe
- Measure resistance between terminals 28 and
relay circuit
50.
Battery, Failsafe
FAILSAFE IG key ON, ground the terminal 28.
relay, Open or
RELAY - Measure voltage between terminals 43 and 27. BATTERY
sort in failsafe
POWER When the terminal 28 is grounded, ABS warning VOLTAGE
relay circuit,
SUPPLY lamp is ON.
Connectors
Fuse, ABS SRI,
Diode in the ABS
ABS SRI Check whether the ABS SRI comes on when IG
relay box, Open or
CIRCUIT key on.
short in circuit,
Connectors
CHECK INSPECTION STD VALUE CHECK POINT

ITEM
DIODE IN ABS relay box,
IG key ON. BATTERY
THE AS Diode open,
Measure voltage between terminals 17 and 27. VOLTAGE
RELAYBOX Open in circuit
IG key OFF
SOLENOID Connectors, ABS
- Measure resistance between terminals 25 and
VALVE 3.07~3.37 relay box, Open or
27, 52 and 27, 53 and 27, 54 and 27.
CIRCUIT short in circuit
- Measure voltages of the same terminals above
Connectors, ABS
relay box, Motor
MOTOR IG key OFF.
51 ~ 63 Connectors, Open
RELAY Measure resistance between terminals 19 and 43.
or short
circuit
GND, ABS relay
box, Motor,
IG key OFF.
MOTOR <1 Connectors,
Measure resistance between terminals 47 and 27.
Open or sort
circuit
Battery,
POWER Connectors, Motor
IG key OFF.
SUPPLY OF Motor ON relay, ABS relay
Ground terminals 28 and 19 at the same time.
MOTOR box, Open or short
in circuit
IG key OFF.
1. Ground the data link connector terminal 4.
2. Measure resistance between terminal 44(13) and body ground. Data link connector,
DATA LINK
(0.5 ) Open or short in
CIRCUIT
circuit
3. Isolate the DLC terminal 4.
4. Check continuity between terminals 44(13) and body ground (
)

3.13.4. DTC & TROUBLESHOOTING
SCAN TOOL DISPLAY: CANT COMMUNICATION
Follow the procedures below, and repair the relevant wiring harness if necessary.
1. ABSCM Power Supply check : (Battery voltage)
Disconnect ABSCM connector Key ON Measure voltage between terminal 50 and body
ground.
2. ABSCM Ground check : (Resistance < 0.5 )
Key OFF Measure resistance between terminals 26,27,51 of the harness side and body
ground.
3. Diagnosis line (terminal 44) open check : (Resistance < 0.5 )
Key OFF Measure resistance between terminal 44 and DLC terminal 4.
4. Diagnosis line (terminal 44) short to GND check : (Resistance )
Key OFF Measure resistance between terminal 44 and body ground.
5. Diagnosis line B+ short check : ( 0V)
Key OFF Measure voltage between terminal 44 and body ground.
In case that every thing is okay, then replace the ABSCM.
If a display says CANT COMMUNICATION, you have to check first whether ROM pack of the
scan tool is right for the vehicle and the contact condition of the Data Link Connector is good.
DTC 21, 23, 25, 27 : B+ short in the solenoid valve
1. Solenoid valve resistance check : (3.07 ~ 3.37)
Key OFF Disconnect HCU connector Measure resistance between terminals of HCU
side connector 1 and 5(DTC 27), 2 and 6 (DTC 25), 3 and 7(DTC 23), 4 and 8(DTC 21).
2. Wiring harness short check : (Resistance )
Key OFF Disconnect HCU connector and ABSCM connector Measure resistance

between terminals of HCU harness side connector 1 and 6, 7, 8 (DTC 27), 2 and 5, 7, 8 (DTC
25), 3 and 5, 6, 8 (DTC 23), 4 and 5, 6, 7 (DTC 21).
3. Short to Battery check : ( 0V)
Disconnect ABSCM connector Key ON Measure voltage between harness side

terminals 25, 53, 52, 54 and body ground.
4. Solenoid valve terminals of ABSCM short to B+ check : ( )
Key OFF Disconnect ABSCM connector Measure resistance between harness side
terminal 25 and 53, 52, 54, 15, 17, 19, 43, 50
53 and 25, 52, 54, 15, 17, 19, 43, 50
52 and 25, 53, 54, 15, 17, 19, 43, 50
54 and 25, 53, 52, 15, 17, 19, 43, 50 respectively.
DTC 22, 24, 26, 28 : Short to ground in the solenoid valve
1. Solenoid valve resistance check : (3.07 ~ 3.37)
Key OFF Disconnect HCU connector. Measure resistance between HCU side terminals
1 and 5(DTC 28), 2 and 6(DTC 26), 3 and 7(DTC 24), 4 and 8(DTC 22).
2. HCU harness (ABS relay box side) short to ground check : (B+ voltage)
Disconnect HCU connector and ABSCM connector. Key ON Ground ABSCM harness
side connector terminal 28. Measure voltage between HCU harness side terminals 5,6,7,8
and body ground.
3. HCU harness (ABSCM side) short to ground check : (Battery voltage)
Disconnect HCU connector and ABSCM connector. Key ON Ground ABSCM harness
side connector terminal 28. Measure voltage between ABSCM harness side connector
terminals 25, 52, 53, 54 and body ground (or terminal 27).
DTC 35 : Motor pump failure

Motor pump check : (Motor running)
Key OFF Disconnect the motor pump connector. Apply

Battery voltage directly to the motor pump connector terminal 1,
grounding terminal 2.
* Do not apply power for more than 2 secs.
DTC 36 : Motor relay open
1. Motor pump relay continuity check : (50~60)
Key OFF Disconnect ABS relay box connector. Measure continuity between the relay
box side terminals 4 and 5.
5 4
2. Motor pump relay switch check : (check the relay click sound)
Key OFF Disconnect ABS relay box connector. Supply Battery voltage to the relay box
side terminal 4 and ground the terminal 5.
3. Motor pump relay drive check : (Motor running)
Disconnect ABSCM connector. Key ON Ground ABSCM harness side connector

terminals 28 and 19.
* Do not apply power for more than 2 seconds.
DTC 37 : Motor relay circuit B+ short

1. Motor relay drive line check : (0V)
Disconnect ABSCM connector. Key ON Measure voltage between ABSCM harness

side terminal 19 and body ground.
2. Motor monitor line check : (0V)

DTC 38 : Motor B+ short
1. Motor check : ( < 1.0)
Disconnect motor pump connector. Measure resistance between Motor pump side
connector terminals 1 and 2.
2. Motor pump connector continuity check : ( < 1.0)
Key OFF Disconnect ABS relay box connector. Measure resistance between relay box
side terminal 1 and body ground
3. Motor monitor line check : (0V)

4. Isolation resistance check : ()
Key OFF Disconnect ABS relay box connector. Measure resistance between relay box
side terminals 1 and 2,3,4,5,6,7,8 () Disconnect ABSCM connector Measure
resistance between ABSCM harness side connector terminals 42 and 19,43,28 ()

DTC 39 : Motor pump circuit short to ground
1. Isolation resistance check : ()
Key OFF Disconnect ABS relay box connector and motor pump connector. Measure
resistance between relay box side terminals 1 and body ground.
2. Motor pump relay check :
1
Measure resistance between terminals 1 and 4. : Continuity
Measure resistance between terminals 2 and 3. : Open 2 3
3. Motor pump relay box harness check : (50~60) 4
Key OFF Disconnect ABSCM connector. Measure resistance

between ABSCM harness side connector terminals 19 and 43.
4. Motor pump check : (Motor running)
Disconnect ABSCM connector. Key ON Ground ABSCM harness side connector

terminals 28 and 19.
* Do not apply power for more than 2 seconds.
DTC 41 : B+ short in the failsafe relay circuit

1. Failsafe relay line check : (0V)
Key OFF Disconnect ABS relay box connector. Take off failsfafe relay in the relay box
Measure voltage between relay box side connector terminal 4 and body ground
2. Failsafe relay monitor line check : (0V)
Key OFF Disconnect ABSCM connector. Measure voltage between ABSCM harness
side connector terminal 43 and body ground.
3. Failsafe relay continuity check : 1
Resistance between terminals 2 and 4 : Continuity 3
2 4
terminals 3 and 5 : Continuity
5
terminals 1 and 5 : Open
Apply battery voltage to terminals 2 and 4 : Check the click sound

DTC 42 : Failsafe relay open

1. Power supply check : (Battery voltage)
Key OFF Disconnect relay box power supply connector. Measure voltage between
power supply harness side teminal 1and body ground.
2. Failsafe relay monitor line check :
Key OFF Disconnect relay box connector. Take off failsfafe relay in the relay box
Connect the NO. 1 and 5 of failsafe relay holes with wire. Measure voltage between relay
box side connector terminal 4 and body ground,
DTC 43 : Fail coil
1. Failsafe relay drive line resistance check : (19.5~24.5)
Key OFF Disconnect relay box connector. Measure resistance between relay box side
connector terminals 3 and 6.
2. Failsafe relay coil resistance check : (19.5~24.5)
Key OFF Take off the failsafe relay Measure resistance of failsafe relay pin 2 and 4.
3. Power supply voltage check : (Battery voltage)
Disconnect ABSCM connector and relay box connector Measure voltage between relay box
harness side terminal 3 and body ground.
DTC 44 : Short to ground in the ABS SRI circuit
1. Wiring isolation resistance check ()
Key OFF Disconnect ABSCM connector and relay box connector. Disconnect
instrument cluster connector (ABS SRI connector) Measure resistance between ABSCM
harness side connector terminal 17 and body ground.
2. ABS relay box isolation resistance check ()
Key OFF Disconnect ABSCM connector. Take off the failsafe relay and motor pump
relay in the relay box. Disconnect instrument cluster connector (ABS SRI connector)

Measure resistance between ABSCM harness side connector terminal 17 and body ground.
3.14. LUCAS ABS WIRING DIAGRAM 1 (KEY OFF)
HOT IN ON HOT AT ALL TIMES

HOT IN ON OR START
ABS
SRI
ABS
RELAY BOX
HCU
ABS CONTROL MODULE
3.15. LUCAS ABS WIRING DIAGRAM 2 (KEY ON)

HOT IN ON HOT AT ALL TIMES HOT IN ON OR START
Prevent B+ voltage via

from flowing into
ABS SRI &ABSCM
during initial check. ABS
SRI
ABS
RELAY BOX
GND for
F/S Relay HCU
3 seconds
Monitor
ABS CONTROL MODULE
GND always
after IG ON
DIAGRAM EXPLANATION (FOR 3 SECONDS AFTER IG ON)

ABS SRI line is connected to the ABS SRI terminal 17 of ABSCM and at the same time, connected
to the ABS relay box. The line in the ABS relay box reaches motor relay drive terminal 19, during
ignition switch OFF, the line also comes to the body ground via failsafe relay.
When ignition switch is ON, ABSCM grounds failsafe relay terminal 28. Failsafe relay(normally
open) is energized supplying Battery voltage to the failsafe relay monitor terminal 43, motor pump
relay drive terminal 19 and HCU.
Meanwhile, ABS SRI comes on during 3 seconds after key ON. Because ABSCM grounds ABS
SRI terminal 17 for 3 seconds doing self-checking. Diode, in the ABS relay box, functions to
prevent Battery voltage from flowing into the ABS SRI and ABS SRI terminal 17 of ABSCM while
self-checking.
3.16. LUCAS ABS WIRING DIAGRAM 3 (ABS FAILURE)

HOT IN ON HOT AT ALL TIMES HOT IN ON OR START
ABS
SRI
ABS
RELAY BOX
HCU
GND
ABS CONTROL MODULE
GND OFF
DIAGRAM EXPLANATION (IN CASE OF ABS FAILURE)

If ABS system malfuctions, GND condition of the failsafe relay drive terminal 28 is removed by
ABSCM and ABS SRI circuit is grounded turning the ABS SRI on.
At the same time, ABSCM grounds the ABS SRI terminal 17.
So, ABS SRI comes on by terminals 28 and 17.

INTERGRATED
ABS/TCS


4. INTEGRATED ABS/TCS
4.1 HYDRAULIC CONTROL UNIT(HCU)
4.1.1 HCU CIRCUIT.
Master cylinder
Check valve
HPA(High Pressure Accumulator)
LPA
(Low Pressure Accumulator)
RL Wheel Cylinder FR Wheel Cylinder FL Wheel Cylinder RR Wheel Cylinder
4.1.2 CHECK VALVE

The check valve allows the flow of brake fluid in a single direction. When the brake pedal is
depressed, brake fluid flows through solenoid valves to the wheel cylinders. At this time the check
valve is closed. When the brake pedal is released, wheel cylinder brake fluid opens the check
valve, which cause the wheel cylinder brake fluid to return to the master cylinder through the check
valve and solenoid valves. Check valve operation allows wheel cylinder brake fluid to bypass the
narrow passage of the solenoid valves and return to the master cylinder more quickly.

4.2 HCU OPEATION
4.2.1 NORMAL BRAKING
As well known from the conventional brake

system, the pedal force applied by the
driver is assisted by a vacuum booster.
Actuation of pedal is built up in the brake
circuits.
Out of ABS range, no current flows from the
ABSCM to the inlet and outlet solenoid
valves. The braking pressure from the
master cylinder is delivered to each wheel
cylinder via the inlet solenoid valve.

4.2.2 PRESSURE HOLD
When a wheel lock-up begins, the

ABSCM sends electrical current to the
inlet solenoid valve. This allows the
valve to overcome the spring force
closing the inlet port and cutting off the
passage between the master cylinder
and the wheel cylinder.
This time outlet valve is not activated
remaining it closed. Therefore Brake
fluid pressure acting on the wheel
cylinder is hold at its current level.
4.2.3 PRESSURE DUMP

Wheel speed decreases further while

brake pressure is held at its current level,
the ABSCM sends electrical current to the
outlet solenoid valve as well as the inlet
solenoid valve. Outlet port remains open
and the passage between the wheel
cylinder and the low pressure
accumulator. Brake fluid inside the wheel
cylinder flows out to the low pressure
accumulator, reducing brake pressure in
the wheel cylinder. The fluid in the low
pressure accumulator dumps out to the
master cylinder by the plunger pump.
4.2.4 PRESSURE INCREASE
Wheel speed start to increase during the

brake fluid pressure hold or after the
pressure decrease, the ABSCM assumes
that there is no possibility of wheel lock-up,
and so it turns off current to the inlet
solenoid and outlet solenoid. This cause
both vales to be returned to their home
position by their springs, opening the inlet
port and closing the outlet port. Since the
inlet port is open and the outlet port is
closed, the brake fluid pressure of the
master cylinder reaches the wheel cylinder
just as with normal braking, so wheel
cylinder brake fluid pressure increases.

4.3
8) DTC LIST
Group of DTCs Fault path
C1103 Battery voltage out of range
C1200 FL wheel sensor : Open or short to ground
C1201 Range/Performance : Exciter or speed jump error
C1203 FR wheel sensor : Open or short to ground
C1206 RL wheel sensor : Open or short to ground
C1209 RR wheel sensor : Open or short to ground
C1604 Hardware
C2112 Main Relay, fuse
C2114 Disturbance (Including Valve failures)
C2402 Electrical (Pump motor)
C1245 Wheel speed frequency error
C1161 Brake light switch
C0931 Output stage overeat fault

5.1.1. BOSCH ABD 5.3 CIRCUIT DIAGRAM

5.2. ASR 5.3 (FTCS - NEW EF SONATA)
5.2.1. BOSCH ASR 5.3
1) General Introduction of TCS
The Traction Control System (TCS) incorporate with two independent control algorithms, drive
moment control (AMR) and brake moment control (BMR), that can be applied simultaneously to
improves traction and keeps the vehicle in line and it apply on all road surface with the whole
speed range. TCS is developing on the basis of ABS in order to ensure the wheels neither lock-up
during braking, nor should they spin when driving off.
2) CAN Interface
During TCS operation, TCS system need communicate with different system control unit such as
EMS (Engine Management System) and TCU (Transmission Control Unit) to share the important
message as list below in order to ensure TCS performance and comfort.
3) Control Algorithm
The TCS control algorithm has two independent control algorithms, drive moment control (AMR)
and brake moment control (BMR).
TCS evaluated the filtered wheel speed signal from ABS speed processing to recognizes when a
wheel is going to start slipping.
As soon as wheel(s) spin was detected, BMR will intervene automatically in the brake system to
increase traction and AMR intervenes in the engine function to reduce engine torque and keep
vehicle stable via connected to EMS ECU by CAN data bus.
4) Brake Moment Control (BMR)

The BMR increases the pressure actively in the brakes either to generate a brake differential effect
by means of pressure increase in one wheel on split- situation or on homogeneous , to reduce
quickly the wheel spin and stabilize the car by increase pressure in both rear wheels
simultaneously.
In order to compensate the clearance of the brake, BMR control starts with a filling pulse. The
following control algorithm is on the basis of comparison between slip threshold and control
deviation (RA), the slip difference of driven wheel. The slip threshold is calculated depends on the
vehicle speed, acceleration, driving condition such as driving straight or in the curve, split or
homogeneous road surface.
Pressure modulation will be applied by pressure increase or decrease pulse to satisfy the different

control condition that dependence of control deviations, wheel acceleration and driving condition.
5) Drive Moment Control (AMR)

The AMR controls the engine torque by means of spark retard and ignition cutoff.
The control concept and the calculation of slip threshold of AMR is similar to that of BMR. However,
the threshold values of AMR and BMR are different, but tuned to each other.
Whenever the wheel slip is higher than the slip threshold value then AMR calculated the optimal
engine torque reduce value and transmitted it via CAN bus to the EMS.
Then EMS will response to reduce engine torque accordingly by spark retard and/or ignition cutoff.
AMR will request EMS to increase torque as long as the wheel slip value is lower than slip
threshold.
6) TCS lamp concept
Ignition ABS TCS

On Operation Operation
ABS 3s ON for OFF OFF
Lamp lamp check
TCS 3s ON for OFF Blinking
M. Lamp Lamp check
EBD 3s ON for OFF OFF
Lamp lamp check
EBD ABS/TCS EBD

failure system failure operation
ABS ON ON OFF
Lamp
TCS ON ON OFF
M. Lamp
EBD ON ON/OFF OFF
Lamp (OFF; in case 1
Or 2 WSS Failure)

ABS warning ABD/EBD warning ECU power

lamp failure lamp failure brake
ABS ON OFF ON
Lamp
TCS OFF OFF OFF
M. Lamp
EBD OFF OFF ON
Lamp
EV or/and AV ASV or/and USV

valve failure valve failure
ABS ON ON
Lamp
TCS ON ON
Info.
EBD ON ON
Lamp
5.2.2. BOSCH ASR 5.3 CIRCUIT DIAGRAM

5.2.3. BOSCH ASR 5.3
Group of DTCs Fault path
C1103 Battery voltage out of range
C1200 FL wheel sensor : Open or short to ground
C1203 FR wheel sensor : Open or short to ground
C1206 RL wheel sensor : Open or short to ground
C1209 RR wheel sensor : Open or short to ground
C1604 Hardware
C2112 Main Relay, fuse
C2114 Disturbance (Including Valve failures)
C2402 Electrical (Pump motor)
C1245 Wheel speed frequency error
C1161 Brake light switch
C1605 CAN Hardware error
C1236 EMS indicates invalid engine speed
C1611 CAN timeout EMS
C1256 EMS indicates CAN engine torque intervention fault
C1241 EMS indicates CAN engine torque intervention plausibility fault


NISSHINBO ABS
(with EBD)


6. NISSHINBO ABS (with EBD)
6.1. NT20S2 (TRAJET)
6.1.1. GENERAL
Model NT20S2 made by Nisshinbo is incorporated for FO ABS unit for overseas market.
Considering that MANDO MGH-10 ABS unit is used for LC (Accent) that is now on market and for
SM/XD that will be on market soon.
Comparing it with MGH-10 series, electrical and software parts such as a failsafe function and DTC
list provided are same. Warning lamp circuit is an active warning module which is well known to us
by EF and XG.
However, the appearance of the hydraulic unit and the components inside it is a little bit different.
Switched orifice inlet valves and orifices are used to reduce operating noise and absorb pump
operating shock instead of elimination of high pressure accumulator (so we call damping chamber).
Nisshinbo NT20 is already familiar to us through ATOS and H-1 before. But the HCU construction
is changed and EBD function is added for FO.
6.1.2. SPECIFICATION
PARTS ITEM SPECIFICATION
TYPE SOL/SOL TYPE

SYSTEM
MODE AS+EBD
OPERATION VOLTAGE 10V ~ 16V
ABSCM OPERATING TEMP. -40 ~-110
TYPEOF RELAY Included the motor relay and valve relay
WARNING ABS OPERATING VOLTAGE 12V
LAMP EBD CURRENT CONSUMPTION 80
RESISTANCE 1385 110
WHEEL SPEED TONE WHEEL 47 T
SENSOR FRONT: 0.3 ~ 0.9

AIR GAP
REAR: 0.2 ~0.7

6.1.3. HCU (HYDRAULIC CONTROL UNIT)
There are 4 inlet solenoid valves that control the brake pressure from the master cylinder and 4
outlet solenoid valves that release the brake pressure of each wheel.
2 LPAs(Low Pressure Accumulator) are employed to reserve the released brake fluid from the lock-
up wheel.
2 motor pumps are activated by a motor dumping the released brake fluid from the lock-up wheel
to the master cylinder side.
Particularly HPA(High Pressure Accumulator, so called damper chamber) is eliminated for cost-
down and downsizing.
- 4 inlet solenoid valves
- 4 outlet solenoid valves
- 2 LPA (Low Pressure Accumulator)
- 2 motor pumps
- 1 motor
- HPA(High Pressure Accumulator) is eliminated
6.1.4. HYDRAULIC CIRCUIT
1. Vacuum booster
2. Mater cylinder
3. Central valve
4. Reservoir tank
5. Oil level sensor
6. LPA
7. Pump
8. Motor
9. Inlet solenoid valve (NO)
10. Outlet solenoid valve (NC)

6.1.5. FO ABS WHEEL SPEED SENSOR
1) Front Wheel Speed Sensor (Radial type)
18mm
2) Rear Wheel Speed Sensor (Radial type)
5mm
15mm
6.1.6. ACTIVE WARNING LAMP MODULE
16
6.1.7. DTC LIST

CO DE CODE DISPLAY & DESCRIPTION
C1101 Battery voltage over volt : > 16 volt
C1102 Battery voltage low volt : > 8.5 volt
C1200 FL wheel sensor : open or short to GND
C1201 FL wheel sensor : speed jump or damaged exciter
C1202 FL wheel sensor : air-gap error or wrong exciter
C1203 FR wheel sensor : open or short to GND
C1204 FR wheel sensor : speed jump or damaged exciter
C1205 FR wheel sensor : air-gap error or wrong exciter
C1206 RL wheel sensor : open or short to GND
C1207 RL wheel sensor : speed jump or damaged exciter
C1208 RL wheel sensor : air-gap error or wrong exciter
C1209 RR wheel sensor : open or short to GND
C1210 RR wheel sensor : speed jump or damaged exciter
C1211 RR wheel sensor : air-gap error or wrong exciter
C1604 ECU hardware : ECU failure or valve failure
C2112 Valve Relay : valve relay or fuse failure
Motor - Electrical : open or short to battery, motor relay,

C2402
fuse or motor failure
6.1.8. CONNECTOR PIN ASSIGNMENT
9 8 7 6 5 4 3 2 1
16 15 14 13 12 11 10
25 24 23 22 21 20 19 18 17

6.1.9. WIRING DIAGRAM

6.2. NT20Si (TERRACAN)
6.2.1. HP ABS GENERAL
- 4 sensor 3 channel type

- Front wheel controlled independently
- Rear wheel controlled as one channel
- EBD control
- G sensor has been adopted
- Integrated ECM and HU
- Built in relay in the ECM
- Idle up system has been adopted
- (vehicle powered diesel)
6.2.2. HP ABS
ITEM SPECIFICATION
TYPE SOL/SOL
SYSTEM
MODE ABS/EBD
RATED VOLTAGE 9.5V ~16V
ECU
OPERATING TEMP. -40 ~ 110
OPERATION VOLTAGE 12V
W/LAMP
CURRENT CONSUMPTION Max < 200
FRONT 1100 50%

RESISTANCE
WHEEL REAR 1100 50%
SPEED FRONT 1.0 ~ 1.6

SENSOR AIR GAP
REAR 0.4 ~ 0.8
TONE WHEEL TEETH FRONT: 54 REAR: 54
WEIGHT 2.5
H/UNIT
PUMP CAPACITY 4.0 /sec
N.O 3EA
SOLENOID VALVE
N.C 3EA
NOISE DAMPING CHAMBER 2EA
MOTOR 1EA

PUMP 2EA
EXPANDER 2EA
BLOCK DIAGRAM
INPUT OUTPUT
Brake Lamp Switch Idle-up Solenoid

(DSL VE pump)
Wheel Speed Sensor EBD Warning Lamp
ABS Warning Lamp
Vehicle Speed Sensor

ABSCM Diagnosis
G-sensor TOD
INSTALL LOCATION
HCU CONSTRUCTION
1 N.O valve (3EA) Normally open (OFF)

2 N.C valve (3EA) Normally close (OFF)
3 LPA (2EA) Oil reservoir

4 HPA (2EA) Absorb the pressure shock
6.2.3. G-SENSOR
ABS control for 4WD uses the signal of G-sensor to solve the problems that is early all wheel-lock
on L and that late response in case of change of road surface. G-sensor signal is got every 7ms,
and filtered. ABSCM sets -flags (High, Medium, Low) to calculate detailed gradient of reference
velocity and control threshold compared with 2WD.
GENERAL SPECIFICATION
Rated voltage DC 12V
Operating voltage DC 8 ~ 16V
Operating temperature range -30 ~ +85
Storage temperature range -40 ~ +100
Current consumption 10 MAX.
PERFORMANCE OUTPUT

Vout (V) 4.00

3.50
3.25
2.50
1.75
1.50
1.00
-14.7 -9.80 -7.35 0 +7.35 +9.80 +14.7 Acceleration

[-1.5] [-1] [-0.75] [0] [+0.75] [+1] [+1.5] Acceleration (G)
(m/s2)
- -48.6 0 48.6 90 Angle ()
90
(-G) (+G)
Acceleration Deceleration
[STATIC CHARACTERISTIC]
6.2.4. ABS WARNING LAMP CIRCUIT
IG1
ABS
WARNING
LAMP
NORMAL
ABSCM
CLOSE
16 RELAY
6.2.5. EBD WARNING LAMP CIRCUIT

IG1
EBD
WARNING
LAMP
NORMAL
CLOSE PARKING
BRAKE FLUID
ABSCM
RELAY BRAKE
LEVEL
3
SWITCH
SWITCH
6.2.6. WARNING LAMP RELAY
ABS
EBD
6.2.7. IDLE UP SOLENOID
No ABS control 4.0V (High), ABS control < 0.5V

IG1
ABSCM
22k for Gasoline

11

for Diesel
17
Idle up solenoid
IG1
recommendation:22k
acceptability:2.4k
6.2.8. TOD COMMUNICATION
No ABS control 4.0V (High), ABS control < 0.5V
ABS ECU TOD ECU
5V
4.7
10
6.2.9. PIN ASSIGNMENT
PIN NO PIN ASSIGNMENT PIN NO PIN ASSIGNMENT

1 SENSOR LEFT FRONT 13 G-SENSOR INPUT

2 SENSOR LEFT FRONT GND 15 G-SENSOR GROUND

3 EBDNWARNING LAMP OUTPUT 16 ABS WARNING LAMP OUTPUT
4 IGNITION (+) 17 IDLE-UP SOLENOID OUTPUT
5 SENSOR LEFT REAR 18 BRAKE LAMP SWITCH
6 SENSOR LEFT REAR GND 19 SENSOR RIGHT FRONT
7 DIAGNOSIS INTERFACE (K-LINE) 20 SENSOR RIGHT FRONT GND
8 GROUND 22 SENSOR RIGHT REAR GND
9 BATTEY - Valve power source 23 SENSOR RIGHT REAR
10 TOD ECU COMMUNICATION 24 GROUND
11 DUMMY IDLE-UP OUTPUT 25 BATTERY - Motor power source
6.2.10. DTC LIST
DTC LIST DETECTION
C1101 Over voltage: VBATT1 > 18V
LOW VOLTAGE: VBATT1 < 9V : ABS inhibit

C1102
VBATT1 < 7.5V : EBD inhibit
C1200 FRT LH: short or open
C1201 FRT LH: defect of air gap or bearing clearance
C1202 FRT LH: air gap, missing sensor signal
C1203 FRT RH: short or open
C1204 FRT RH: defect of air gap or bearing clearance
C1205 FRT RH: air gap, missing sensor signal
C1206 RR LH: short or open
C1207 RR LH: defect of air gap or bearing clearance
C1208 RR LH: air gap, missing sensor signal
C1209 RR RH: short or open

C1210 RR RH: defect of air gap or bearing clearance
C1211 RR RH: air gap, missing sensor signal
C1274 G-sensor: wrong signal
C1275 G-sensor: open or short circuit
C1506 Idle up failure
C1604 CPU failure
C1615 TOD line sort or miss connection
C2112 Valve relay short or open
C2402 Motor relay circuit failure
C1700 Byte coding error
6.3. NTY3 (ATOS)
6.3.1. ATOS ABS
Description
On ATOS and ATOS PRIME vehicles, the new brake system and new ABS(Anti-lock Brake System)
with EBD(Electronic Brake-force Distribution) have been used in production to improve brake
system ventilation and braking efficiency.

[Comparison with NT20-I and NT-Y3]
Effective Vehicles Information
Model : ATOS, ATOS PRIME
Effective vehicle production date : February 3, 2001~
Effective VIN :
- ATOS : KMHAC51GP1U269420~
- ATOS PRIME : KMHAH51GP1U171044~
Area : General

ESP
(Electronic Stability Program,
TEVES MK25)


7. ESP (Electronic Stability Program, TEVES MK25 for Centennial)
10.1 Hydraulic Brake Assist System
Purpose
The purpose of the HBAS(Hydraulic Brake Assist System) is to assist the driver in emergency
barking situations with active pressure build-up in the brake system. The ABS control should be
reached as quickly and safely as possible.
Construction
[Tandem booster + Mater cylinder [ESP hydraulic unit]

with the pressure sensors]
Design
The HBAS has the function to generate brake pressure by using the ESP unit without additional
parts. The hydraulic brake assist system is based on the components of the ESP MK25.
The following components are used by HBAS:
- inlet valve
- outlet valve
- Electric shuttle valve
- TCS valve
- 2 pressure sensors in the master cylinder
- brake-light switch
- vehicle speed
The function of the HABS is integrated in the software of the ESP control unit.

Operating condition
ESP control module monitors the brake pedal applied speed by monitoring the pressure increase
rate of the pressure sensors in the master cylinder.
While BAS operation, ESP control module operates the motor and increase brake pressure rapidly
to obtain the maximum brake force.
To operate BAS, following 3 conditions should be met simultaneously.
Braking pressure should exceed 20 bar, pressure increase rate is more than 1100 bars per second
and the vehicle speed exceeds 7 km/h.
- over 20 bar
- over 1100 bar/sec
- over 7 km/h
Control flow logic
Detect emergency
Emergency condition occurs
(M/C pressure sensor)
Increase brake pressure Execute an emergency

until the wheel slip occurs decision logic (ECU)
Execute an ABS control logic

Hydraulic operation
When the HBAS control logic recognizes that there is an emergency braking situation, the block
valve is opened and the TCS valve is closed. The ESP pump starts up and increases the braking
pressure in a split second to the locking pressure level above the level set by the driver. The ABS
then keeps the individual wheels from being overbraked.
Only 2 wheels are depicted in the illustration, but the HBAS works on all 4 wheels.

10.2 ESP general
ABS in add on design (Integrated type)
With these systems, a hydraulic ABS control unit is inserted into the hydraulic braking system
between tandem master cylinder and the wheel brakes. By adding wheel sensors with gear wheels
and an electronic ABS control unit, the system is converted into an electronic anti-lock braking
system.
The system consists of the following conventional components:
- Brake booster
- Tandem master cylinder
- Wheel brakes (disc or drum)
- Hydraulic ABS control unit
- Electronic ABS control unit
- Wheel sensors with tone wheels
[Anti-lock Brake System construction]

Traction Control System (BTCS/FTCS)
This system is an extension of the well-known ABS function to incorporate BTCS (Brake
Intervention Traction Control System) and FTCS (Full Traction Control System) which controls
engine torque.
ESP (Electronic Stability Program)
Combines the ABS and TCS components with additional sensors monitoring yaw, lateral
acceleration and the drivers intention (steer angle sensor).
* ESP: ABS + TCS + AYC (A

Active Yaw Control)

ESP is based on the MK25 ABS Hydraulic System of Continental Teves. ESP recognizes critical
driving conditions, such as panic reactions in dangerous situations, and stabilizes the vehicle by
wheel-individual braking and engine control intervention with no need for actuating the brake or the
gas pedal.
ESP adds a further function known as Active Yaw Control (AYC) to the ABS, TCS, EBD and EDC
functions. Whereas the ABS/TCS function controls wheel slip during braking and acceleration and,
thus, mainly intervenes in the longitudinal dynamics of the vehicle, active yaw control stabilizes the
vehicle about its vertical axis.
This is achieved by wheel-individual brake intervention and adaptation of the momentary engine
torque with no need for any action to be taken by the driver.
ESP essentially consists of three assemblies: the sensors, the electronic control unit and actuators.
Sensors measure the position of the steering wheel, the pressure in the master brake cylinder, the
yaw velocity (yaw rate) and the acceleration transverse to the vehicle (lateral acceleration).
This makes it possible to compare the drivers intention with the momentary vehicle behavior so
that in the event of interfering deviations with adverse affect on driving safety the electronic control
unit can initiate appropriate corrective action.
The electronic control unit incorporates the technological experience accumulated in connection
with the MK20 system, but has been substantially expanded in terms of capacity and monitoring
concept in order to permit the additional sensor signals and arithmetic operations to be processed
and converted into corresponding valve, pump and engine control commands. Tow 16-bit
processors and one 8-bit processor, which monitor each other, cooperate to handle these
requirements.
Of course, the stability control feature works under all driving and operating conditions. Under
certain driving conditions, the ABS/TCS function can be activated simultaneously with the ESP
function in response to a command by the driver.
In the event of a failure of the stability control function, the basic safety function, ABS, is still
maintained.

10.3 ESP control module
The ESP control module performs the following functions:
controlling the ESP, ABS, TCS, EBD functions
continuous monitoring of all electrical

components
diagnostic help during servicing in the workshop

In the integrated control unit, the coils of the
solenoid valves are integrated into the control unit
housing.
The necessary relays (master relay and electric motor relay) are mounted on the circuit board of
the electronic control unit as solid state relays.
Applications of the ESP control unit
The signal produced by the sensors are evaluated in the electronic control unit. From the
information received, the control unit must first compute the following variables:
*yaw rate, *longitudinal acceleration, *lateral acceleration, *pressure in hydraulic system,

*wheel speed, *reference speed, *deference speed, *slip
Reference speed
The reference speed is the mean, I.e. average speed of all wheel speeds determined by simple
approximation.
Simplified ABS control
If, during braking, one wheel speed deviates from the reference speed, the ABS control unit
attempts to correct that wheel sped by modulating the brake pressure until it again matches the
reference speed. When all four wheels tend to lock, all four wheels speeds suddenly deviate from
the previously determined reference speed. In that case, the control cycle is initiated again in order
to again correct the wheel speed by modulating the brake pressure.

10.4 Basic functions of ESP
What triggers an ESP intervention?

A criterion for ESP intervention exists when the yaw rate sensor senses an oversteering or
understeering tendency of at least 4/s (threshold depends on speed). If the plausibility analysis
shows the same situation, action is taken to stabilize the driving condition.
Brake force
Compensating
yawing moment
Brake force Compensating

yawing moment
[In the event of understeering] [In the event of oversteering]
If the car is understeered with the front wheels If a swerving tail end shows that the car is in
pushing outward, a compensating yawing danger of oversteering, the front wheel on
moment which returns the car body to the the outside of the bend is braked. The
desired curse is built up by braking the rear compensating yawing moment, which now
wheel on the inside of the bend. acts in the clockwise direction, turns the car
back into the desired direction.
In the event of oversteering
Braking intervention takes place at the wheels on the outside of the bend. Most of the braking force
is introduced via the front wheel, which is caused to slip up to 50% so that the centrifugal force
contributes to stabilizing the vehicle. In this case, the ABS logic is blotted out by ESP for the
wheels with ESP intervention.
If over-steering begins to start while turning, vehicle moves far inward. Then, over-steering control
activates. When the braking force is applied to outer wheels, yaw moment in opposite direction is
generated to compensate the over-steer. Therefore, vehicle moves as the driver intends.

In the event of understeering
Braking intervention takes place at the wheels on the inside of the bend. In this case, the greater
force is introduced via the rear wheel so that the lateral force is selectively reduced in exact does
to stabilize the vehicle. The ABS logic is again blotted out by ESP for the wheels with ESP
intervention.
When under-steering begins while the vehicle turning, vehicle slips outward regardless of drivers
intention. Then, under-steering control starts. The control module generates the braking force at
the inner wheel of the vehicle and yaw moment generates, in which vehicle tries to turn to inner
side of the road. Then, vehicle moves as the driver intends.

10.5 Hydraulic control unit
In the hydraulic control unit of the MK25 system,
pump
valve block
Are grouped together in one housing, forming one

compact unit with the electric motor.
The pump and valve concepts are largely identical with

the proven MK20 ABS production system.
The pump itself is a silenced two-circuit pump driven by an electric motor. The solenoid valves
which modulate the pressuring during ESP control are also integrated.
Peculiar things to MK25 ESP hydraulic are that shuttle valve is changed to solenoid type from
hydraulic type and TC valve is repositioned. This is because ESP system controls the brake
pressure of 4 wheels respectively while driving unlike the TCS which controls the brake pressure of
2 driving wheels in operation.
For a diagonal brake circuit split (K), four pairs of valves (4 inlet valves, 4 outlet valves) are
provided for modulating the pressure at the wheels plus two isolating valves and two electrically
operated shuttle valves.
The common housing furthermore accommodates a low-pressure accumulator and a silencing

chamber for each brake circuit.
Hydraulic circuit
Inlet solenoid valve (Normally open)
This valve connects or disconnects the hydraulic path between master cylinder and the wheel
cylinders. It remains open normally but it is closed when the dump and hold mode begins during
ABS operation.
Check valve is to help the brake fluid returning from the wheel cylinder to the master cylinder
when the brake pedal is released.
Outlet solenoid valve (Normally closed)
This valve is normally closed but it is opened to release the wheel cylinder pressure when a
dump mode begins.

Shuttle valve
The valve type is changed to the solenoid valve type for MK25 model from the hydraulic valve
type that is used in MK20ie model for XG TCS.
When the ESP is in operation, the brake fluid should be supplied to the motor pump from the
M/C via the shuttle valve to generate the brake pressure.
This solenoid valve is closed and blocks the passage when a brake pedal is applied.
Traction Control valve (TC valve)
In case of a normal condition, this valve remains open and the brake pressure from the M/C can
be applied to the front wheel via TC valve.
While TCS or ESP in operation, TC valve is closed and the generated pressure by motor
delivers to wheel cylinders without returning to the master cylinder.
TC valve includes a relief valve and a check valve. When excessive pressure is supplied from
the motor, relief valve is opened and the pressure is relieved.
[MK25 ESP hydraulic circuit] [MK25 TCS hydraulic circuit]

Hydraulic circuit difference between ESP and TCS
ESP system controls the brake pressure of 4 wheels respectively while driving unlike the TCS
which controls the brake pressure of 2 driving wheels in operation.
Hydraulic shuttle valve and electric shuttle valve(Solenoid valve)
Electric
shuttle valve
[MK25 ESP hydraulic circuit] [MK20i Optima TCS hydraulic circuit]
a. Differences between the hydraulic shuttle vale used for ABS/TCS and the electric
shuttle valve used for ESP:
Like the hydraulic shuttle valve of an Optima TCS system, the electric shuttle valve is located
between the suction side of the pump and the master cylinder.
With the braking system depressurized, the hydraulic shuttle valve is open and closes as
soon as a pressure between 1.5 and 2.5 bar is reached in the braking system. The hydraulic
shuttle valve opens automatically when the pressure drops below 1.5 bar.
The electric shuttle valve is closed at all times, regardless of the pressure applied. It can only
be opened by the electronic control unit.

b. Why the change from the hydraulic shuttle valve to the electric shuttle valve:
When an ESP intervention is required, the ESP pump delivers brake fluid under pressure to
that brake caliper which is to contribute to stabilizing the driving condition. To reduce the
reaction time, brake fluid which has been precharged to approximately 10 bar (active brake
booster) is made available on the suction side of the pump. This precharging pressure,
though comparatively low, would close a hydraulic shuttle valve so that the pump would not
be able to deliver brake fluid and build up pressure. An electric shuttle valve opened by the
electronic control unit is able to overcome this pressure.
Motor pump
Suction
Suction (right side of pump)

The pump piston moves to the left and the
suction valve opens and brake fluid is sucked in.
Pressure increase (left side of pump)

The left piston moves to the left and the pressure
valve opens and pressure is built up.
Dump
Air bleeding in the workshop location
When the ESP hydraulic unit is replaced in the workshop, no special action is required because
replacement parts are always delivered prefilled so that the pump circuit need not be bledBe aware
that ESP warning lamp may turn on due to the pressure difference between the pressure sensors
which are located in the master cylinder primary and secondary while air bleeding of the brake
system. So, delete the trouble code after air-bleeding.

10. 6 Hydraulic flow
In braking position
In this position, the inlet valve and the TCS

valve are open, the outlet valve and the
electrically operated shuttle valve remain
closed.
In ESP control (pressure increase)
The on/off booster builds up a pressure of

approximately 10 bar in order to enable the
ESP pump to suck brake fluid at low
temperatures. In this position, the inlet valve
is driven in a pulsed cycle. The TCS valve is
closed. The outlet valve remains closed. The
electrically operated shuttle valve is opened.
The hydraulic pressure is led to the wheel
brakes which are to be applied for a brief
period of time..

10.7 Location of ESP components
10.8 Inputs and outputs

10.9 Inputs
Active wheel speed sensor (Magnetoresistive sensor)
Design of the active wheel sensor
1. 4 resistors which can be changed

magnetically
2. evaluation electronics
3. voltage supply
V
4. booster/comparator
a. Function of the active sensor system
When moving, the sensor gear touches two of the resistors, disrupting the measuring bridge,
and we generate a sinusoidal signal. The evaluation electronics converts the sinusoidal signal
into a square wave signal. The signal can be processed directly by the ABS control unit.
Generated output current from the sensor is 7mA or 14mA. So in order to check the sensor
function, the output current needs to be check. If the current measurement is not available, the
output voltage waveform can be checked.
13.6V
12V
13.3V
[When the ignition key on] [While driving]
b. Checking routing for the active wheel sensor
The wheel sensors are constantly checked electrically by the control unit. In addition, the
sensor signal is checked while the vehicle is running. If there is a malfunction or a non-
plausible physically possible signal, the ABS is switched off and the ABS warning lamp is
switched on.

c. Specification
Type: MR(Magnetic Resistance) type

Supplying power: DC 12V
Output current: IL = 7mA, IH = 14mA
Air gap: cannot be measured and adjusted:
Front: 0.0945~1.245 mm, Rear: 0.045~0.9545 mm
Teeth of tone wheel: 49
Supporting magnet
d. Active sensor elements
The sensor element consists of the actual sensor Sensor element
element itself and a small supporting magnet.
f. Comparison between the passive wheel sensor and the active wheel sensor
Item Passive sensor Active sensor
Sensor Size Larger Smaller

(possibly smaller by 40~50%)
One Chip Impossible Good
Mass production Medium Good
Zero Speed Cannot be detected at low speed ( 3km/h Nearly 0 KPH

or less) (Intelligent Type)
Temp. -40 ~ +125 -40 ~ +150
Air-gap Sensitive (Vout 1/(gap)2) Dull (frequency change)

Sensitivity Max.: 1.3mm Max.: 3.0mm
Anti-noise Poor Good

Sensor cluster (Yaw rate sensor + Lateral acceleration sensor)
The lateral acceleration sensor and the yaw rate

sensor are important components of the ESP.
The cluster links these sensors to an on-board

computer unit and to a CAN interface, incased in a
sturdy housing, that is mounted on the chassis. Its
modular concept allows the integration of further
sensor functions.
a. Function of yaw rate sensor
- Application:
Detect the yawing motion of the vehicle, triggering an

ESP control intervention if the yaw velocity reaches round
about 4/s (= full circle in 90s)
- Installation position:
Tuning forks vertical
Required accuracy of position: max. 3 tolerance to

maintain full comfort
Failure to maintain the specified installation position will 11.3 MHz

result in asymmetrical control
- Design and function
The yaw rate sensor relies on the action of microscopic

tuning forks. The plane in which these forks vibrate shifts
when the car turns about its vertical axis. This shift is
evaluated electronically.
- Failsafe
A faulty yaw rate sensor produces an output signal of 0V.
- Specification 11 MHz
Supply voltage : 4.75 ~ 5.25V
Zero position : 2.5V
Operation : 27mV (/s)

b. Function of lateral acceleration sensor
- Application
Sense the lateral acceleration of the vehicle
- Design
In the interior of the sensor, a small mass element is

attached to a movable lever arm which is deflected
by lateral acceleration.
- Function
Between two electrically charged stationary plates
having the same polarity, an electrically charged
silicon element having the opposite polarity is
attached to the end of a cantilever arm.
Between these three plates, two electric fields are
generated by the capacitances C1 and C2.
The capacitances C1 and C2 change in response
to lateral acceleration. This change can be used
to calculate the direction and amount of lateral
acceleration acting on the vehicle.
The same sensor can also be used as longitudinal acceleration sensor if it is installed in
the direction of travel.
For 0g lateral acceleration, the sensor produces an output signal with a voltage of 2.5V.
- Other
The signal of the lateral acceleration sensor alone cannot trigger an ESP intervention. The
sensor is mainly used for estimating the coefficient of friction.
The installation location of the lateral acceleration sensor is more critical than that of the
yaw rate sensor(lever arm).
The installation location may not be changed after repairs.

c. Hi-scan data
[Current data] [CAN communication signal]
[Yaw rate while turning left] [Yaw rate while turning right]
[Lateral G acceleration to the left] [Lateral G acceleration to the right]

[When the sensor is open] [DTC when the sensor is open]
Steering angle sensor
Application
- Location: Inside steering wheel
- Calculate the steering amount and direction
- 3 Input Signals (ST 1, ST 2, ST N)
- ST N detects the neutral position of steering wheel
Specification
STN - Sensor type : Photo interrupt type

- Sensor output type : Open Collector Type
- Output pulse quantity :45pulse (Pulse cycle 8)
- Duty ratio : 5010%
- Phase difference of outputs : 2.0 0.6
- Supply voltage :IGN1(8~16V)
- Output voltage :1.3VOL 2.0V,

3.3VOH 4.0V
- Maximum rotational velocity : 1,500/s

Hi-can data
ST1 ST1
ST2 STN
[Steering sensor output, ST1/ST2] [Steering sensor output, ST1/STN
[When the sensor is open] [Current data when the sensor is open]

Pressure sensor
Application
Sense the drivers braking intentions

(braking while an ESP intervention is in
progress)
Control the precharging pressure
Design
The sensor consists of two ceramic disks, one of which

is stationary and the other movable. The distance
between these disks changes when pressure is applied.
Failsafe
Guaranteed by redundant installation
Installation
The sensors are mounted on the TMC (primary and

secondary circuits)
Function
The pressure sensors operate on the principle

of changing capacitance.
s
The distance (s) between the disks and, thus,
the capacitance changes when pressure is
applied to the movable disk by a braking
intervention.
The characteristic of the sensor is linearized.
The fluid displacement of the sensor is

negligible.
s1 Max. measurable pressure: 170 bar

Specification
- Supply voltage : 4.75 ~ 5.25V
- Zero position : 0.5V
- Operation : 23mV/bar

O utp ut](V) U p p er fault area

5.0
4.75
Sensor 1
Sensor 2
0.5
zero p o int
0.25
0.0
lo w er fault area t
[Pressure sensor characteristics] [Pressure sensor output signal]
ESP switch
The ESP switch deactivates the ESP and TCS functions.
The ESP switch is located in the center console of the vehicle. The system is generally active
after each new start and is only deactivated by actuating the ESP switch.
This facilitates
- rocking to free the vehicle in deep snow or loose surface material

- driving with snow chains
- operation of the vehicle on a brake test bench
The ABS function is fully maintained.
The system is reactivated by actuating the ESP a second time.
With the ESP switch, the ESP system can only be deactivated when the vehicle is stationary or
traveling at low speed. The system cannot be deactivated while an ESP intervention is in progress.

10.10 Outputs
Warning lamp control
a) EBD warning lamp control
The EBD warning lamp is on :

- During the initialization phase (3seconds)
- In the event of inhibition of EBD functions
- Depending on the warning lamp module, when the controller is switched off as long as
voltage is applied at the ignition terminal (IG1)
b) ABS warning lamp control

The ABS warning lamp is on :
- In the event of inhibition of ABS functions (include ECE-ABS mode)
- Depending on the warning lamp module, when the controller is switched off as long as
voltage is applied at the ignition terminal (IG1)
- During diagnostics
c) TCS/ESP OFF warning lamp control
The TCS/ESP warning lamp is on :

- In the event of inhibition of TCS/ESP functions
- During diagnostics.
d) TCS/ESP function lamp control

The TCS/ESP function lamp is on :
The TCS/ESP function lamp is blinking :

- During TCS/ESP control
- At the ESP off mode depending on ESP off switch, ESP control is available and ESP
function lamp is blinking only when brake is turned on by driver.

The ESP warning lamp lights up briefly when the ignition is turned on and is extinguished as soon
as the peripherals have been checked.
During an ESP/TCS control cycle, the ESP function lamp flashes to show the driver that the
system is active and that the vehicle is at the limit of its physical capabilities.
Detection of the fault in the ESP system causes the ESP warning lamp to light up and remain on.
The ESP system is then inactive, the ABS function is fully maintained.
10.11 Failsafe
Block diagram
[Electronic controller for ABS, TCS and ESP]
Safety concept of the ESP control unit

In an emergency, it is vital that all ESP components function with absolute reliability. For this
reason, various safety options must be available which guarantee the function of the system. The
most important of these safety options are:
self-test of the electronic control unit

peripheral test of the connected assemblies
Safety and monitoring system
Turning on the ignition activates a self-test of the electronic control unit. After staring, all electric
connections are monitored continuously.
During the trip, the solenoid valves are checked at regular intervals by means of passive test
pulses. In addition, all sensor signals are monitored continuously. The separation of brake circuits
enables the ABS function to be maintained if one brake circuit should fail. This means that the
driving stability of the vehicle is maintained during critical braking maneuvers.
For workshop diagnosis, all faults detected are stored in a nonvolatile memory in the ESP control
unit for retrieval in the workshop location.
System monitoring
The following items are controlled by the ECU:
12 valves
Booster (solenoid valve)
ABS pump
ABS/ESP warning lamps
The following items are monitored by the ECU:
electronic control unit (include pump and valves)

wheel speed sensors
yaw rate sensor
lateral acceleration sensor
longitudinal acceleration sensor (all-wheel drive vehicle only)
pressure sensor
onboard voltage
CAN bus communication
The steering wheel angle sensor monitors itself and signals its state to the electronic control unit
via the CAN bus.

DTC list
DTC Trouble location

C1604 ECU Hardware
C1700 Variant no coding
C1200 Wheel speed sensor front left electrical
C1201 Wheel speed sensor front left extrapolate
C1202 Wheel speed sensor front left other
C1203 Wheel speed sensor front right electrical
C1204 Wheel speed sensor front right extrapolate
C1205 Wheel speed sensor front right other
C1206 Wheel speed sensor rear left electrical
C1207 Wheel speed sensor rear left extrapolate
C1208 Wheel speed sensor rear left other
C1209 Wheel speed sensor rear right electrical
C1210 Wheel speed sensor rear right extrapolate
C1211 Wheel speed sensor rear right other
C2112
DTC Valve relay Trouble location
C1235 Pressure sensor (primary) electrical
C1236 Pressure sensor (secondary) electrical
C1237 Pressure sensor other
C1259 Steering wheel sensor electrical
C1260 Steering wheel sensor signal/other
C1282 Yawrate & lateral G sensor electrical
C1283 Yawrate & lateral G sensor signal/other
C1101 Battery Over voltage
C1102 Battery Under voltage
C1513 Brake lamp switch
C2402 Motor
C1616 CAN Bus off
C1611 CAN timeout EMS
C1612 CAN timeout TCU
C1503 TCS/ESP Switch
C2227 Excessive temperature of brake disk

Abs/Tcs/Esp Training Guide

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ABS/TCS/ESP TRAINING GUIDE

1 Chonan Technical Service Training Center

2 Chonan Technical Service Training Center

1.1 PASCALS LAW -----------------------------------------------------------------------------------------

1.2 FORCE -----------------------------------------------------------------------------------------------------

1.3 PRESSURE -----------------------------------------------------------------------------------------------

1.4 PRESSURE ON A CONFINED FLUID -------------------------------------------------------------

1.5 FORCE MULTIPLICATION ----------------------------------------------------------------------------

1.6 PISTON TRAVEL-----------------------------------------------------------------------------------------

1.7 HYDRAULIC SYSTEM ---------------------------------------------------------------------------------

1.8 THE FLUID RESERVOIR ------------------------------------------------------------------------------

1.9 THE PUMP ------------------------------------------------------------------------------------------------

1.10 VALVE MECHANISM ---------------------------------------------------------------------------------

1.11 AN ACTUATING MECHANISM ---------------------------------------------------------------------

2. ABS GENERAL ------------------------------------------------------------------------------------------

2.2 ADVANTAGES OF ABS -------------------------------------------------------------------------------

2.3 ABS TYPES -----------------------------------------------------------------------------------------------

2.4 ABSCM -----------------------------------------------------------------------------------------------------

2.5 TYPICAL ABS CONTROL CYCLES ---------------------------------------------------------------

2.6 PHYSICAL PRINCIPLES ------------------------------------------------------------------------------

2.7 SELECT LOW CONTROL FOR THE REAR WHEEL ------------------------------------------

2.8 ABS GENERAL CONSTRUCTION -----------------------------------------------------------------

2.9 WHEEL SPEED SENSOR -----------------------------------------------------------------------------

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2.10 FEATURE OF G-SENSOR ---------------------------------------------------------------------------

2.11 G SENSOR -----------------------------------------------------------------------------------------------

2.12 SYSTEM LINE-UP -------------------------------------------------------------------------------------

3. LUCAS (F2, WITHOUT EBD) ---------------------------------------------------------------------

3.2 LUCAS ABS HCU & ABSCM ------------------------------------------------------------------------

3.3 LUCAS ABS CONSTITUTION -----------------------------------------------------------------------

3.4 SPECIFICATIONS ---------------------------------------------------------------------------------------

3.5 LOCATION ------------------------------------------------------------------------------------------------

3.6 COMPONENTS ------------------------------------------------------------------------------------------

3.7 LUCAS ABS OPERATION ----------------------------------------------------------------------------

3.8 LUCAS ABS HYDRAULIC CIRCUIT ---------------------------------------------------------------

3.9 LUCAS ABS OPERATION ----------------------------------------------------------------------------

3.10 CONNECTORS -----------------------------------------------------------------------------------------

3.11 SRI LAMP FLASH CODE ----------------------------------------------------------------------------

3.12 INPUTS / OUTPUTS ----------------------------------------------------------------------------------

3.13 LUCAS ABS TROUBLESHOOTING -------------------------------------------------------------

3.14 LUCAS ABS WIRING DIAGRAM 1 (KEY OFF) -----------------------------------------------

3.15 LUCAS ABS WIRING DIAGRAM 2 (KEY ON) ------------------------------------------------

3.16 LUCAS ABS WIRING DIAGRAM 2 ---------------------------------------------------------------

3.17 LUCAS ABS WIRING DIAGRAM 3 (ABS FAILURE) ----------------------------------------

3.18 LUCAS ABS WIRING DIAGRAM 3 ---------------------------------------------------------------

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4. INTEGRATED ABS/TCS ----------------------------------------------------------------------------

4.2 HCU OPEATION -----------------------------------------------------------------------------------------

4.3 EBD OPERATION ---------------------------------------------------------------------------------------

4.4 ACTIVE WARNING LAMP MODULE --------------------------------------------------------------

5. MGH-10 (Mando, with EBD) ----------------------------------------------------------------------

5.2 PRACTICE SHEET --------------------------------------------------------------------------------------

5.3 ABS (SANTA FE) ----------------------------------------------------------------------------------------

5.4 BTCS (SANTA FE) --------------------------------------------------------------------------------------

6. MGH-20 (Mando, with EBD) ----------------------------------------------------------------------

6.2 BTCS Matrix(FC) ----------------------------------------------------------------------------------------

6.3 FTCS (Hyundai coupe: GK) -------------------------------------------------------------------------

7. MK-20 (TEVES) ------------------------------------------------------------------------------------------

7.2 FTCS (EF SONATA, XG) ------------------------------------------------------------------------------

8. BOSCH 5.3 (with EBD) -----------------------------------------------------------------------------

8.2 ABD 5.3 (BTCS - NEW EF SONATA) -------------------------------------------------------------

8.3 ASR 5.3 (FTCS - NEW EF SONATA) -------------------------------------------------------------

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