This vehicle is equipped with one of the following antilock braking systems.
The vehicle is equipped with the following braking enhancement systems.
The following components are involved in the operation of the above systems.
The EBCM performs one initialization test each ignition cycle. The initialization of the EBCM occurs when the following conditions are met:
The initialization sequence briefly cycles each solenoid and the pump motor to verify proper operation of the components. The EBCM sets one or more DTCs in accordance with any malfunction that is detected.
The EBCM defines a drive cycle as the completion of the initialization sequence.
When wheel slip is detected during a brake application, the ABS enters antilock mode. During antilock braking, hydraulic pressure in the individual wheel circuits is controlled to prevent any wheel from slipping. A separate hydraulic line and specific solenoid valves are provided for each wheel. The ABS can decrease, hold, or increase hydraulic pressure to each wheel brake. The ABS cannot, however, increase hydraulic pressure above the amount which is transmitted by the master cylinder during braking.
During antilock braking, a series of rapid pulsations is felt in the brake pedal. These pulsations are caused by the rapid changes in position of the individual solenoid valves as the EBCM responds to wheel speed sensor inputs and attempts to prevent wheel slip. These pedal pulsations are present only during antilock braking and stop when normal braking is resumed or when the vehicle comes to a stop. A ticking or popping noise may also be heard as the solenoid valves cycle rapidly. During antilock braking on dry pavement, intermittent chirping noises may be heard as the tires approach slipping. These noises and pedal pulsations are considered normal during antilock operation.
Vehicles equipped with ABS may be stopped by applying normal force to the brake pedal. Brake pedal operation during normal braking is no different than that of previous non-ABS systems. Maintaining a constant force on the brake pedal provides the shortest stopping distance while maintaining vehicle stability.
The EBCM closes the isolation valve and keeps the dump valve closed in order to isolate the slipping wheel when wheel slip occurs. This holds the pressure steady on the brake so that the hydraulic pressure does not increase or decrease.
If a pressure hold does not correct the wheel slip condition, a pressure decrease occurs. The EBCM decreases the pressure to individual wheels during deceleration when wheel slip occurs. The isolation valve is closed and the dump valve is opened. The excess fluid is stored in the accumulator until the pump can return the fluid to the master cylinder or fluid reservoir.
After the wheel slip is corrected, a pressure increase occurs. The EBCM increases the pressure to individual wheels during deceleration in order to reduce the speed of the wheel. The isolation valve is opened and the dump valve is closed. The increased pressure is delivered from the master cylinder.
The dynamic rear proportioning (DRP) is a control system that replaces the hydraulic proportioning function of the mechanical proportioning valve in the base brake system. The DRP control system is part of the operation software in the EBCM. The DRP uses active control with existing ABS in order to regulate the vehicle's rear brake pressure.
The red brake warning indicator is illuminated when the dynamic rear proportioning function is disabled.
When drive wheel slip is noted while the brake is not applied, the EBCM will enter traction control mode.
The EBCM uses a 5-volt pulse-width modulated (PWM) signal to request the PCM to reduce the amount of torque to the drive wheels. The PCM reduces torque to the drive wheels by retarding spark timing and by commanding the throttle actuator control. The PCM uses a 5-volt PWM signal in order to report to the EBCM the amount of torque delivered to the drive wheels.
The instrument panel cluster (IPC) illuminates the brake warning indicator when the following occurs:
The IPC illuminates the ABS indicator when the following occurs:
The traction active message is displayed on the instrument panel cluster (IPC) during a traction control event.
The EBCM illuminates the traction off indicator if any of the following conditions are present.
The EBCM inhibits the traction control system when a TCS-disabling malfunction occurs, or when the automatic engagement feature is programmed to disable the TCS when the ignition is turned ON. Refer to Programming the Traction Control Automatic Engagement Feature.
The automatic engagement feature may be programmed so that the traction control system activates or does not activate automatically at the start of each ignition cycle. In order to change the status of the automatic engagement feature, perform the following procedure:
Important: Failure to follow the correct procedure may cause DTC C0283 to set in EBCM memory.
This vehicle is equipped with an EBC 325EV ABS/DRP module.
This module provides the following vehicle performance enhancement systems.
When wheel slip is detected during a brake application, an antilock brake system (ABS) event occurs. During antilock braking, hydraulic pressure in the individual wheel circuits is controlled to prevent any wheel from slipping. A separate hydraulic line and specific solenoid valves are provided for each wheel. The ABS can decrease, hold, or increase hydraulic pressure to each wheel. The ABS does not, however, increase hydraulic pressure above the amount which is transmitted by the master cylinder during braking.
During antilock braking, a series of rapid pulsations is felt in the brake pedal. These pulsations are caused by the rapid changes in position of the individual solenoid valves as the electronic brake control module (EBCM) responds to wheel speed sensor inputs and attempts to prevent wheel slip. These pedal pulsations are present only during antilock braking and stop when normal braking is resumed or when the vehicle comes to a stop. A ticking or popping noise may also be heard as the solenoid valves cycle rapidly. During antilock braking on dry pavement, intermittent chirping noises may be heard as the tires approach slipping. These noises and pedal pulsations are considered normal during antilock operation.
Vehicles equipped with ABS may be stopped by applying normal force to the brake pedal. Brake pedal operation during normal braking is no different than that of previous non-ABS systems. Maintaining a constant force on the brake pedal provides the shortest stopping distance while maintaining vehicle stability. The typical ABS activation sequence is as follows.
The dynamic rear proportioning (DRP) is a control system that enhances the hydraulic proportioning function of the mechanical proportioning valve in the base brake system. The DRP control system is part of the operation software in the electronic brake control module (EBCM). The DRP uses active control with existing antilock brake system (ABS) in order to regulate the vehicle rear brake pressure.
The electronic brake control module (EBCM) is able to detect many malfunctions whenever the ignition is ON. However, certain failures cannot be detected unless active diagnostic tests are performed on the components. Shorted solenoid coil or motor windings, for example, cannot be detected until the components are commanded ON by the EBCM. Therefore, a power-up self-test is required at the beginning of each ignition cycle to verify correct operation of components before the various control systems can be enabled. The EBCM performs the power-up self-test when the ignition is first turned ON. The system relay, solenoids and the antilock brake system (ABS) pump motor are commanded ON and OFF to verify proper operation and the EBCM verifies the ability to return the system to base braking in the event of a failure. The power-up self-test may be heard by the driver, depending on how soon the engine is cranked and started after turning ON the ignition.
The electronic brake control module (EBCM) illuminates the antilock brake system (ABS) indicator when a malfunction which disables ABS is detected. Usually, the ABS indicator is turned OFF during the following ignition cycle unless the fault is detected during that ignition cycle. However, the setting of a wheel speed sensor related DTC may cause the ABS indicator to remain illuminated during the following ignition cycle until the vehicle is operated at a speed greater than 13 km/h (8 mph) or, occasionally, 64 km/h (40 mph), depending on which DTC sets. This allows the EBCM to verify that no malfunction exists, before turning OFF the ABS indicator. It is important to verify that ECE 13 is not the cause of an ABS indicator which is illuminated when no DTCs are set, before attempting to diagnose other possible causes.
The following indicators are used to inform the driver of several different factors.
The instrument panel cluster (IPC) illuminates the brake warning indicator when the following occurs.
The IPC illuminates the ABS indicator when the following occurs.
