Hydraulic ADD-ON

ABS system

System description

8150004303

1st edition

Ó Copyright WABCO 2003

Vehicle Control Systems

An American Standard Company

The right of amendment is reserved

Version 002/07.03
 Table of contents HABS

Page
1. Introduction 4
2. General notes 4
2.1 Hydraulic brake system 4
3. System description 5
3.1 Abbreviations 5
3.2 System structure 5
3.3 Basic functions and tasks of the anti-lock brake system 5
3.4 An anti-lock brake system control loop 6
3.5 What the driver needs to know 7
4. Mode of function 8
4.1 Why modified individual control (MIC)? 8
4.2 How the anti-lock brake system operates 9
4.3 Purpose of electronic brake force distribution (EBD) 9
4.4 Purpose of electronic traction control (ETC) 10
4.5 Anti-lock brake system warning light 10
4.6 Electronic traction control light 10
4.7 Mode of operation without electronic traction control 11
4.7.1 Pressure buildup 11
4.7.2 Pressure holding 12
4.7.3 Depressurisation 13
4.8 Mode of operation during electronic traction control 14
4.8.1 Pressure buildup / pressure holding / depressurisation 14
4.8.2 Control with electronic traction control 15
5. Components 16
6. Diagnosis 20
7. Brake diagram / offer drawings 24
8. Workshop instructions 36
8.1 Brake system fault table 37
8.2 Changing brake fluid 38
8.3 Fitting a new modulator 39
8.4 Fitting a new speed sensor 39
8.5 Fitting a new ECU 40
9. Concept 41
9.1 Tasks of the brake 41
9.2 Physical principle 42
9.3 Formulae 42
9.4 Legal provisions 43
9.5 Classification of vehicles according to EC Directive 98/12/EC 43
9.6 Physical principles of braking 44
9.7 Time sequence of the braking procedure 45
9.8 Driving with the ADD-ON anti-lock brake system 46
9.9 Points to bear in mind 46
9.10 Impulse wheel specification 46

3
1. HABS Introduction / General notes

1. Introduction
This publication dealing with the WA- contains additional technical details nies who install the system in their
BCO hydraulic ADD-ON anti-lock and safety instructions. Furthermore, vehicle, in order to assist them in
brake system 4S/4M 12 V (HABS), this publication is intended to help terms of vehicle design.
WABCO system part number 400 the workshop engineer to maintain, More information about the system
050 ... 0, is intended for workshop repair and diagnose faults in the sys- can be obtained from our Service
engineers, drivers and companies in- tem. Hotline, telephone number 0180 223
stalling the system in their vehicles. 2337, or on the Internet at www.wab-
In this publication, WABCO is also of- co-auto.com.
In addition to operating information, it fering some information for compa-

2. General operating and safety instructions

2.1 Hydraulic brake system significantly within a short period of Furthermore, bear in mind that brake
time. fluid also attacks the vehicle's paint-
Brakes are a primary safety compo- work.
nent, incorrect work on brakes may Changing the brake fluid
result in them failing to operate. Only Brake fluid is hygroscopic, which Due to the disposal problem, the
trained personnel are allowed to per- means it absorbs water. Excessive need for special tools and the techni-
form any maintenance and repair water content in the brake fluid mark- cal expertise required, you should
work on the brake system. Take care edly reduces its boiling point. This only have your brake fluid changed
to maintain absolute cleanliness can result in brake failure if the wheel by authorised specialist personnel.
when working on the brake system. brakes are very hot.
Disconnect the negative battery ter- Wear eye protection when changing
minal before starting any work on the As a result, the brake fluid must be the brake fluid. If brake fluid comes
electrical system. changed in accordance with the vehi- into contact with any parts of your
cle manufacturer's instructions. body during or after the necessary
The driver of the vehicle is responsi- work, immediately wash it off with
ble for performing the following work: soap and water.

+ Checking the brake fluid level Seek immediate medical attention if

any is swallowed or you get any in
+ Checking the effectiveness of the your eye.
brake system

Checking the fluid level

Warning!
The fluid level must always be be-
tween the MAX and MIN marks.

A slight reduction in the fluid level Brake fluid is poisonous!

takes place in the course of normal Consequently, always keep it
driving and is caused by the auto- sealed in its original container and
matic adjustment of the brake pads in particular store it out of the
(wear). reach of children.
However, there may be a leak in the
brake system if the fluid level drops

4
 System description HABS
3.
3. System description
This chapter describes the basic MIC such cases, the normal function of
functions of the anti-lock brake sys- Modified individual control the service brake is assured.
tem and its tasks, as well as the gen- (ABS control algorithm)
eral structure of the system with its An ISO 9141 diagnostic interface
mechanical and electrical features. 4S/4M forms part of the ECU. This permits
4 wheels fitted with sensors and 4 messages stored during operation to
wheels with brake pressure control. be downloaded from the ECU's
memory chip.
3.1 Abbreviations 12V
Vehicle electrical system voltage 3.3 Basic functions and
To aid understanding, it is necessary V = 12 volts tasks of the anti-lock
to present a few basic definitions be- brake system
fore explaining the functions of the
system. 3.2 System structure The principal task of the ABS system
is to guarantee that the vehicle can
ADD-ON system The vehicle's brake system consists still be steered and holds its course
An add-on system can be installed of a hydraulic brake master cylinder during braking.
into an existing, conventional dual- with a brake booster as the actuation
circuit service brake system device and four hydraulic wheel
Anti-lock brake systems (ABS) - gen-
brakes on the front and rear axles.
erally also referred to as anti-lock
HABS systems (ALS) - must prevent the ve-
The WABCO ADD-ON ABS system
Hydraulic anti-lock brake system hicle's wheels from locking as a re-
consists of:
sult of excessively powerful
ABS actuation of the service brake, mainly
1. A four-channel brake pressure
Anti-lock brake system on slippery road surfaces.
modulator. The brake pressure at
each wheel is controlled by an
ECU If the critical locking point of the
outlet and an inlet valve. If the
Electronic control unit wheels is reached during braking,
brake pressure drops during ABS
the brake pads are pulsed (released
braking, a return pump pumps the
EBD and reapplied) within fractions of a
brake fluid back into the brake
Electronic brake force distribution second. This permits the wheels to
master cylinder (closed system),
continue to turn and means that the
ETC 2. four speed sensors with impulse vehicle can still be steered, even dur-
wheels which constantly monitor ing full braking.
Electronic traction control
(traction help) the speed of each wheel,
Despite the advanced development
3. and a central electronic control status of commercial vehicle brakes,
BWL
unit (ECU). potential accident situations often
Brake warning light
occur when braking on slippery road
The ECU processes the four speed surfaces. During full or even partial
Four-channel modulator
signals from the wheels and causes braking on a slippery road, it may no
The brake pressure on each individ- the solenoid valves to be actuated. longer be possible to transmit all of
ual wheel is controlled by one outlet The appropriate solenoid valves are the brake force onto the road due to
and one inlet valve each, i.e. there pulsed according to the require- the low coefficients of friction be-
are four outlet and four inlet valves in ments, in order to maintain, reduce tween the tyres and the carriageway.
the modulator. or increase the brake pressure. The braking force is excessive and
the wheels lock up.
Drive shaft Furthermore, the ECU monitors its
This is the axle which carries the own functions and checks the electri- When the wheels are locked up, they
torque from the engine to your cal components of the system. The cease to offer any purchase on the
wheels. It may also be a steering ax- ECU automatically switches over to road and they transmit almost no cor-
le, depending on the type of vehicle. safe mode if a component fails. In nering forces (steering and tracking

5
3. HABS System description

forces). This often has dangerous • Reduces tyre wear. Operation:

consequences. The stationary sensor continuously
picks up the rotary motion of the
– The vehicle cannot be steered Limits of ABS:
wheel by means of the impulse
Although ABS is an effective safety wheel. The electrical pulses generat-
– The vehicle swerves despite device, it cannot overcome the limits ed in the sensor are sent to the elec-
countersteering and starts to skid of driving dynamics. Even a vehicle tronic control unit which uses them to
fitted with ABS will become uncon- calculate the speed of the wheel.
– The braking distance is trollable if driven too fast around a
significantly increased. bend. At the same time, the electronic con-
As a result, cornering forces on trol unit utilises an internal mode to
Despite the above, you should not calculate a reference speed which
braked wheels should be maintained expect that ABS will reduce the brak-
even during full braking, so as to approximates to the indirectly meas-
ing distance under all circumstances. ured vehicle speed.
guarantee that the vehicle or vehicle The braking distance may even be
combination remains stable and can slightly longer when driving on gravel
still be steered as far as physically Using all this information, the elec-
or new snow on a slippery base (grit/ tronic control unit continuously calcu-
possible. At the same time, the fric- snow wedge) when in any case you
tion contact between tyres and the lates the wheel acceleration or
should only ever drive slowly and deceleration values as well as the
carriageway should be fully opti- with the utmost care.
mised, therefore reducing the brak- amount of brake slip.
ing distance and making the vehicle As a result, ABS is not to be seen as
decelerate more rapidly. The modulator is activated whenever
a ”get out of jail free“ card for bad certain slip values are exceeded.
driving or failure to maintain the cor- This causes the pressure in the
rect safety distance. brake to be restricted, maintained or
Requirements on ABS:
even lowered. As a result, the wheel
• ABS must work even at very slow
is kept within the optimum slip range.
speed.

• ABS must adapt to the coefficient 3.4 An ABS control loop

of friction of the carriageway
without delay.

• It must still be possible to steer 1 3 5

the vehicle when cornering.

• ABS must also detect aqua-

planing and react accordingly.

• Engine braking must not influ-

ence anti-lock brake control.

• If a fault is detected which

impairs the ABS function, the
underlying brake system must
continue to operate correctly.

• A check lamp must clearly signal

the ABS failure. 2 4 6 8
Fig. 1

5 = Brake calliper
Advantages of ABS: 1 = Impulse wheel
• Guarantees stable braking char- 6 = HABS modulator
2 = Sensor
acteristics on all road surfaces.
7 = Master cylinder
• Means the vehicle can still be 3 = Brake cylinder
steered and, as a rule, shortens 8 = Electronic control unit
the braking distance. 4 = Brake disc

6
 System description HABS
3.
Graphic representation of the ABS • The ABS warning light comes on
control cycle
• The vehicle swerves during
acceleration (if ETC is fitted)
km/h

Modulator electrical signals

• The wheels lock up during
braking
80
Reference speed • The ETC light comes on and
60 remains lit
40 • The EBD light comes on and
remains lit
20
Wheel speed
always contact an authorised spe-
0
cialist workshop. Because parts of
the overall ABS system are not func-
100 bar

tioning, one or more wheels could

lock up when the brakes are applied.
Brake pressure Take greater care.
However, the brakes will still function
0 0.2 0.4 0.6 0.8 1 1.2 1.4 1.6 1.8 2 2.2 2.4 although without ABS.
Time in s
Fig. 2
In case of pulsation (vibration) of
the brake pedal
• ABS control is in progress, a
Example: The recording relates to over the solenoid valve settings
slight noise can be heard as the
the control of a wheel. The initial (modulator), thereby keeping the
control system operates
speed of the vehicle is 80 km/h. brake pressure constant until the
wheel is once again in the stable slip • The vehicle has reached an
The horizontal axis (X-axis) shows range. absolute limit zone. Adjust your
the control cycles over time. driving style and speed to match
The bottom third of the vertical axis If more brake force can now be trans- the road conditions.
(Y-axis) shows the brake pressure mitted, the brake pressure on the
while the reference and wheel brake is increased further by pulsing • To achieve an optimum braking
speeds are shown in the middle third. (i.e. alternating between maintaining effect, continue to press down the
The pulses of the solenoid valve are pressure and increasing pressure). A brake pedal as before even when
shown in the top third. new control cycle starts if the wheel ABS control is in progress and in
speed once again drops markedly in spite of the pulsation felt at the
The control procedure: relation to the reference speed of the brake pedal. ”Pumping“ the brake
ECU. pedal may reduce the braking
The driver presses the brake pedal.
effect of ABS and therefore
The brake pressure increases. The
The procedure repeats itself for as increase the braking distance.
speed of the wheel in question sud-
denly drops more quickly than the long as the brake pedal continues to
reference speed of the ECU. Al- be pressed down too much for the
The brake pedal
though the wheel is still within the condition of the road in question, or
until the vehicle comes to a halt. The • As soon as a brake circuit fails,
stable braking range (i.e. between 10 the driver will notice that it is nec-
% and 30 % slip), the electronic con- maximum control frequency (valve
pulses) which can be achieved in this essary to press the brake pedal
trol unit already starts the control pro- down much further. If this hap-
cedure. case is 3 to 5 cycles per second.
pens, the pedal should be
pressed through its idle stroke
A corresponding trigger signal is sent rapidly.
to the integrated ABS solenoid valve 3.5 What the driver needs
installed in the modulator, which rap- to know • Make sure nothing impairs the
idly reduces the pressure in the free movement of the pedal. Do
brake cylinder of this wheel. The Notes: not place any additional floor
wheel begins to accelerate again. In case of faults in the brake sys- mats or the like under the pedal
tem since they might restrict braking
The electronic control unit changes in the case just described.

7
4. HABS Mode of function

Driving on unconsolidated ground that the vehicle remains stable control if the vehicle starts sliding
and can still be steered. from stationary on a steep gra-
• Actuate the brakes carefully dient, you must quickly release
when driving on surfaces with a the brake and apply it again so
Driving on gradients
soft, deep covering such as in that the ECU gets the information
deep powder snow, sand or • Driving on steep gradients with a that the vehicle is moving.
gravel. The braking distance may low coefficient of friction and
be longer under certain circum- braking the vehicle to a halt may
stances. Under such conditions, result in a situation where the
the braking distance may be vehicle starts to slide with its
Road safety does not just depend
shorter if the wheels lock up as in wheels locked up. This is
on a comprehensive range of
a system without anti-lock brakes because the ECU only gets infor-
safety features, but also requires
(due to the wedge of material mation about the motion of the
a responsible driving style.
which forms). However, ABS vehicle if one or more wheels are
offers the advantage of ensuring turning. In order to initiate ABS

4. Mode of function
This chapter takes a detailed look at adjust the brake pressure at the 4.1 Why modified
the mode of function of WABCO wheel brake. The brake pressure is individual control
ADD-ON ABS. The individual func- set so the wheel continues to turn
(MIC)?
tions involved are MIC, EBD and while still transmitting the greatest
ETC. possible brake force.
Vehicles with a short wheelbase are
As a rule, every wheel is individually
difficult to control during full braking
Mode of function of the ADD-ON controlled depending on the adhe-
on carriageways with different coeffi-
ABS system sion between its particular tyre and
cients of friction on each side and
The WABCO ADD-ON system en- the carriageway. In case a carriage-
when cornering if they have straight-
sures the vehicle remains stable and way has varying coefficients of fric-
forward individual control (IC). Since
can still be steered during braking, tion, modified individual control (MIR)
the braking forces which result are
and minimises the braking distance is performed in order to reduce the
different on each side, this produces
under most road conditions. yawing moment on the front axle. In
a yaw moment and these factors
this way, an optimum compromise is
make the vehicle hard to control.
The ECU continuously registers the reached between stability/steering
speed of all wheels using the speed ability and deceleration.
Fig. 4 shows by way of example the
sensors. The ABS algorithm deter- principle of a control loop with the
mines whether any wheel is starting By way of example, a front axle is ex-
most important control parameters,
to lock up and this causes the ECU to amined which is braked with its left
the wheel deceleration threshold -b,
activate the corresponding solenoid wheel on dry asphalt and its right
the wheel acceleration threshold +b
valves in the modulator in order to wheel on ice (see Fig. 3).
and the slip thresholds l 1 and l 2.

The wheel undergoes continuous in-

creasing deceleration or braking as
FR ECU RR the brake pressure increases. At
ice
point 1, the braking of the wheel is
driving direction greater than a value which cannot be
dry physically exceeded by the vehicle
FL RL
asphalt braking. The reference speed corre-
sponded to the wheel speed up to
this point, but afterwards it deviates
and reduces at a slight deceleration
compared to a theoretically specified
Fig. 3 Vehicle on different
road surfaces high level of vehicle deceleration

8
 Mode of function HABS
4.
the brake pressure is kept cle are applied, ABS makes optimum
wheel speed constant for a defined use of the surface friction for braking.
reference speed
vehicle speed time T1. It ensures that the wheels continue to
λ1 turn so the vehicle remains manoeu-
Normally, the wheel ac- vrable. This is guaranteed by the
speeds

λ2
celeration exceeds the anti-lock brake system control com-
acceleration threshold +b ponents. These components evalu-
within this defined time ate the rotation speed of the wheel
(point 4). The brake pres- and adjust the braking procedure to
sure is kept constant for match the road conditions. Depend-
tyre circumference

t
as long as this threshold ing on the requirements, the brake
acceleration

+b
continues to be exceed- pressure is reduced, increased or
t ed. If the +b signal is not kept constant using solenoid valves.
-b
reached within the time This is so the wheels continue to turn
T1 (for example on a low- and optimum braking is assured. The
inlet valve T1
friction surface), the values are controlled by the ECU in
outlet valve
t brake pressure is further accordance with the ABS algorithm.
reduced by means of the
t
slip signal l 1. The higher Every wheel has two solenoid
wheel brake cylinder

slip threshold l 2 is not at- valves, and inlet valve and an outlet
tained during this control valve. If the inlet valve is closed, the
pressure in

T2
phase. pressure in the wheel brake cylinder
and in the line is maintained. The
1 2 3 4 5 6 7 89 The value drops below pressure is reduced if the outlet valve
t the threshold value +b at is opened whilst the inlet valve is
Fig. 4 point 5; the wheel is now closed. The pressure is increased if
in the stable range of the the inlet valve is opened whilst the
m-l slip characteristic. outlet valve is closed (providing the
The threshold value for wheel decel- brake pedal remains fully de-
eration -b is exceeded at point 2. The The brake pressure is applied with a pressed).
wheel characteristics are now in the steep gradient for the time T2 in or-
unstable range. The wheel has now der to overcome the brake hystere- During ABS control, the solenoid
reached its maximum braking force. sis. Time T2 is defined for the first valves are pulsed, which allows the
control cycle and then recalculated brake pressure of the hydraulic fluid
Any further increase in the braking for every subsequent control cycle. to be set in finely spaced stages.
torque does not further increase the Following the first steep-gradient ap-
braking of the vehicle but exclusively plication phase, the pressure is then
contributes to increasing the wheel increased by "pulsing" (alternating
deceleration. between pressure holding and pres-
sure application). 4.3 Purpose of electronic
For this reason, the brake pressure is brake force distribution
rapidly reduced. The braking of the This logical principle as shown in this (EBD)
wheel is reduced. This delay time is example is by no means a set proc-
largely determined by the hysteresis ess. Instead, it adapts to the dynamic The EBD module is intended to guar-
of the wheel brake and by the profile behaviour of the wheel in response antee the necessary locking se-
of the m-l slip characteristic in the to varying coefficients of friction, i.e. quence (front axle before rear axle)
unstable range. it uses an intelligent system control. like a pressure reduction valve; it re-
All threshold values are based on places the pressure reduction valve
Only once the wheel brake hystere- several different parameters such as on the rear axle.
sis has been overcome (continuation the vehicle's speed, the braking of
of an effect after cessation of its the vehicle, etc. The optimised brake force distribu-
cause) does continuing the pressure tion during partial braking manoeu-
reduction actually lead to a reduction vres (long before ABS control
in the braking of the wheel. 4.2 How the anti-lock brake intervention is required) increases
system operates utilisation of adhesion on the rear
The wheel deceleration drops below axle with less force being required at
the threshold value -b at point 3, and When the wheel brakes of the vehi- the pedal.

9
4. HABS Mode of function

How EBD operates rithm in the ECU calculates the a road speed of 7 km/h for the first
When the vehicle's brakes are ap- speed difference between the time. This provides an optical indica-
plied, EBD guarantees the specified wheels on one axle. As a result, it tor that the system self-test has been
locking sequence is achieved (front can determine when a wheel is slip- performed successfully. If the 1 s
axle before rear axle), so that the ve- ping excessively. The electronic con- light off phase does not take place,
hicle will remain stable and can be trol unit actuates the return pump this means a fault has been detected
steered during partial braking ma- and the ABS solenoid valves of the first and stored in the non-volatile
noeuvres. This is guaranteed by the modulator in order to direct hydraulic memory. If a fault is currently
ABS control components which eval- power to the brake. The brake pres- present, the light remains continu-
uate the wheel speed and set the sure is then adapted by the corre- ously lit even when the vehicle is
brake pressure at the rear axle. sponding ABS solenoid valves of the driving.
modulator. The pressure at the spin-
ning wheel is increased until the
Every wheel needs a solenoid valve
speed of both wheels is once again
in order to function correctly. If the in-
synchronised. 4.6 ETC light
let valve is closed, the pressure in
This means a torque is transmitted to
the brake cylinder and in the line is
the wheel which is not spinning. ETC The ETC function is available be-
maintained. The pressure is in-
is switched off as soon as the elec- tween 0 and 50 km/h, as soon as the
creased if the inlet valve is opened
tronic control unit detects a fault in ignition is switched on and the ECU
whilst the outlet valve is closed (pro-
the vehicle wiring harness or in the has completed its self-test. A yellow
viding the brake pedal remains actu-
system components. display light indicates when the ETC
ated).
function is operating.

If a fault occurs, both the ETC display

4.5 Anti-lock brake system light and the ABS warning light come
4.4 Purpose of electronic
warning light on.
traction control (ETC)
Ignition
Zündung on
an

The purpose of the ABS warning light

In a speed range from zero to 50 km/ is to display a malfunction of the
h, electronic traction control ETC electronic or electrical ABS compo-
guarantees the maximum possible nents or of the entire system. A self-
3s

traction and constant vehicle stability test of the ECU and the connected
with minimum steering intervention. electrical circuits is performed when
If braking takes effect on a wheel the ignition is switched on. Fig. 6 ETC and brake warning light
which is spinning, the corresponding function
torque is transferred via the axle dif- Ignition
Zünd ungon
an
Speed
Ge scof alligkeit
hwind wheelsaller
Räd er grö ß e r 7 km /h
greater than 7 km/h
ferential to the wheel with the higher
coefficient of friction. The limits of
1s 11 ssec
traction control are represented by
the maximum engine or braking
torque and the available adhesion
between the tyres and the carriage- Fig. 5 ABS warning light function
way. (following initial start)

How the ETC system functions

The ETC system uses largely the
same components as the ABS, i.e. Function of the ABS warning light
wheel speed sensors, an ECU and a The light comes on when the ignition
modulator with integrated ABS sole- is switched on. It then goes out for
noid valves for each wheel. Using the about 2 s and comes back on until all
ABS wheel speed signals, the algo- wheels with sensors have exceeded

10
 Mode of function HABS
4.
4.7 Mode of operation • Expander chamber (3) 4.7.1 Pressure buildup:
without electronic If the driver now actuates the brake,
• Pump system with pressure and a pressure is built up (displacement
traction control suction valves (4) of volume) which is channelled di-
rectly to the brakes by the medium of
At this point, drawings are used to • Electric motor (6) the brake fluid flowing through the
describe the three phases of pres- open inlet valves. The vehicle is de-
sure buildup, pressure holding and • Four brakes (7)
celerated (no ABS control). When
depressurisation. First of all, the pro- the brake pedal is released, the pres-
cedures are explained with the help • Brake pedal with brake booster
sure at the brakes is reduced
of a modulator without ETC. master cylinder (5)
through the inlet valves which remain
Fig. 7 shows: open. The brake fluid flows through
in rest position. the system via the master cylinder
• Four inlet valves (solenoid con- and back into the tank.
trol valves) (1)

• Four outlet valves (solenoid con-

trol valves) (2)

4
4
3

1 3

1
1
2
1
2
2

7 7 7 7
Fig. 7 Front axle Rear axle

11
4. HABS Mode of function

4.7.2 Pressure holding:

If the ECU now detects via the speed moment. The driver continues to
sensors that one or more wheels (in press down on the brake.
the example in Fig. 8, the rear left
wheel) are starting to lock up during
a deceleration procedure, the corre-
sponding inlet valves are activated
and closed in order to prevent any
further pressure buildup (the wheel
remains in the stable range). The
outlet valves remain closed for the

Fig. 8 Front axle Rear axle

12
 Mode of function HABS
4.
4.7.3 Depressurisation:
As the wheel deceleration continues If the driver continues to press down
to increase with the pressure held the brake pedal, the outlet valve is
constant, the outlet valve is activated closed and the pressure at the wheel
and opened (in this figure, it is the in question is built up again by puls-
wheel at the rear left). This means ing of the inlet valve. This entire pro-
the brake fluid flows through the cedure from pressure buildup to
valves into the expander chamber depressurisation starts all over again
and is pumped by the pump system
if anti-lock brake system control is
though the suction and pressure
still necessary.
valve back into the circuit against the
force applied by the driver at the ped-
al.

Fig. 9 Front axle Rear axle

13
4. HABS Mode of function

4.8 Mode of operation (4), the suction and pressure valves tem without ETC. This pressure is
during electronic (5), the dampers (6), the system channelled directly to the brakes us-
valves (7), the expander chambers ing the medium of the brake fluid
traction control
(8), the inlet valves (9) and the outlet flowing through the ETC valve and
valves (10) in their initial positions. the vehicle is decelerated. During
Secondly, the procedures are ex- ABS control, the principle of the sys-
plained with the help of a modulator tem without ETC takes effect. When
4.8.1 Pressure buildup / pressure
with ETC. the brake pedal is released, the pres-
holding / depressurisation
Fig. 10 shows the brake pedal with sure at the brakes is reduced through
master cylinder and brake booster If the driver presses down the brake, the inlet valves which remain open.
(1), the ETC valve with switch (2), the a pressure is built up (displacement
filling piston (3), the pump system of volume) as in the case of the sys-

1
2

3
6 3
2

5 5

4
5

7 7 6

8 8

9 9
10
10 9
10
10

Fig. 10 Front axle Rear axle

14
 Mode of function HABS
4.
4.8.2 Control with electronic the master cylinder by the suction the case, the motor of the pump sys-
traction control valve of the pump system. This brake tem is switched off by the ECU. The
Information is supplied to the ECU fluid is pressurised in the pump sys- pressure is dissipated through the or-
from the bar sensors. ETC control tem using an orifice in the filler pis- ifice, through leakage and through
takes effect if the ECU detects from ton. the opened outlet valves. If the driver
this information that there are differ- presses the brake during ETC con-
ent wheel speeds in the system From there, the pressure is directed trol, ETC is immediately switched off
when moving off. In this drawing, the through the only open inlet valve to and the closed inlet valves are
rear right wheel is subject to ETC the spinning wheel and causes this opened.
control. This involves the motor of to be braked. Pulsing of the inlet
the pump system starting and the valve similar to the situation during
three inlet valves of the wheels which ABS control causes this procedure to
are not spinning are closed. Brake be carried out until all wheels once
fluid is drawn from the tank through again share the same speed. If this is

Suction pressure

System pressure

Fig. 11 Front axle Rear axle

15
5. HABS Components

5. Components

In this chapter, the drawing below is focuses on the aspects of inspection,

used to explain the individual compo- installation position and cabling.
nents of the WABCO ADD-ON ABS
system. Furthermore, the description

2 2

2 2

Fig. 12 Cabling and piping diagram

1. ECU
2. Speed sensor
3. ADD-ON ABS (4M) modulator

ECU 446 044 ... 0 Task: subdivided

groups:
into four functional
The electronic control unit (ECU)
446 109 ... 0 uses the wheel sensor signals to cal-
culate the road speed and the wheel – Input circuit
speeds as well as the wheel deceler-
ation and acceleration values. If re- – Master circuit
quired, it activates solenoid valves in
the modulator in order to prevent the – Safety circuit
vehicle's wheels from locking.
– Valve control

The 4-channel electronic control In the input circuit, the signals gener-
units have a dual-circuit structure. ated by the speed sensors are fil-
Each circuit monitors two diagonally tered and converted into digital
opposed vehicle wheels and can be information.

16
 Components HABS
5.
The master circuit consists of a mi- The electronic control unit is installed inspection of the electronic control
crocomputer. By means of a complex in the vehicle in a location where it is unit itself is only possible on a special
program, the control signals are cal- protected from splashing water. test rig in the manufacturing plant.
culated and used in logic functions.
In addition, actuator signals are out- Inspection: Note:
put for controlling the valves in the The electronic control unit and the Always switch off the ignition before
modulator. connected solenoid valves, sensors removing and installing the electronic
and the cabling are checked by the control unit, i.e. to disconnect or con-
The ECU signals to the driver with a integrated safety circuit and any nect the ECU plug!
warning light if there are any mes- faults are displayed. Any additional
sages and, if necessary, switches off
the control of one wheel, both diago-
nally opposed wheels or, in certain
circumstances, the entire ABS sys- 13 14 15 Pump Relay
K1
tem. The brake system remains fully Endurance
OV 10 11 12 Brake Relay
RR
functional in this case, it is merely IV K2

7 8 9
that the anti-lock protection and the RL
OV
IV

ETC function are partially or fully un- FR

OV 4 5 6 Shuttle Valve Switch
IV
serviceable. OV 1 2 3
FL
IV
Ref.-GND

Messages are permanently saved in

the electronic control unit for diag- 16 17 18 ABS Warning Lamp
(UBat)
nostic purposes. It is possible to read
(UBat) ETC Info Lamp 13 14

out and delete the message memory

10 11 12
using the diagnostic connection (ac-
cording to ISO standard). 7 8 9 Brake Warning Lamp
(UBat)
Recirculation Pump Monitoring
4 5 6
Diagnostics "K"
The valve control units contain power 30
25A
1 2 3

transistors (output stages) which are 5A

15
activated by the signals coming from
the master circuit and which switch Sensor RL IG 7 8 9

the current for operating the control Sensor FR

IGM
IG 4 5 6 IGM Sensor RR
valves. IGM
Sensor FL IG 1 2 3 IG
IGM

The non-steered axle(s) is/are con-

trolled individually (IC). Modified indi-
vidual control (MIC) is used for the 31 Ground K1, K2 = Relay for Car Application

steered axle.
15 Ignition

Installation: 30 UBat

Fig. 14 Cabling diagram for maximum

System configuration

Fig. 13 Installation of the ECU in the

Multicar in the area of the central tunnel

17
5. HABS Components

Speed sensor 441 032 ... 0 and impulse wheel:

clamping bush 899 760 510 4 (CuBe) We recommend: WABCO sensor
or 899 759 815 4 (CrNi) and mount- grease
ing grease in a hole in the axle stub
or in a special sensor holder. It is 1 kg can Order no. 830 502 063 4
held in a sliding arrangement. On the
front and rear axles, the speed sen- 8 g tube Order no. 830 502 068 4
sor is pushed into the clamping bush
by hand up to the impulse wheel.
The wobble of the impulse wheel
Task: pushes the speed sensor axially out-
wards in the sensor hole after one or Maintenance:
Using a proximity method, the sta- two turns of the hub by hand. It is
tionary sensor detects the movement moved out to the maximum extent of
of an impulse wheel which rotates to- the impulse wheel wobble.
gether with the vehicle's wheel. Im-
pulse wheels for light and medium
commercial vehicles have 80 teeth or
fewer.

The output voltage of newer WABCO

sensors has been increased for the Fig. 16 Installation position of the
same wheel speed by modifying the components (sectional view)
internal design of the sensor. As a re-
sult, ABS operation can still be as- As well as regularly checking the
sured even given increased air gaps wheel bearing play, you should push
and even at very slow wheel speeds. the sensor back in by hand as far as
These sensors are identified by an the stop when working on the wheel
Fig. 15 Installation position of the speed
”S+“ on the sensor head. sensor brake.

Operation: Note In order to adjust the speed sen-

The bar sensor operates inductively There is no need to set a minimum sor (if the air gap is too large) never
and mainly consists of a permanent air gap for the sensor since it sets its use force or an unsuitable tool such
magnet with a round pole pin and a position automatically during the first as pointed or sharp objects. Doing so
coil. The rotation of the impulse couple of wheel rotations as a result may otherwise lead to damage to the
wheel connected to the wheel hub of the wheel bearing play and the im- sensor cap!
produces a change in the magnetic pulse wheel wobble.
flux picked up by the sensor coil, When replacing a speed sensor
thereby generating an alternating Technical data we recommend replacing the clamp-
voltage. The frequency of this volt- ing bush as well.
Contact resistance
age is proportional to the wheel
1150 +100/-50 ohms
speed.
Temperature range Inspection:
Design types: -40 °C ... +150 °C The resistance of the sensor coil, the
The speed sensor has been espe- correct setting of the air gap and the
cially developed to cope with the Lubricant assignment of the sensor to the cor-
more exacting requirements of a In applications which are exposed to responding wheel can be checked
commercial vehicle. Good tempera- greater contamination, we recom- using the diagnostic controller and
ture stability and resistance to vibra- mend using a clamping bush and the corresponding program card for
tion ensure that it operates reliably sensor with a thermally stable grease the system which is fitted.
even under extreme conditions. which is also resistant to splashing
water. This is in order to guard
Sensor installation against corrosion of the hole in the
The speed sensor is mounted using axle stub and the penetration of dirt.

18
 Components HABS
5.
ADD-ON ABS (4M) modulator 478 407 ... 0

Task
The modulator allows the brake pres-
sure applied by the driver via the
brake booster / master cylinder to
pass through to the wheel brake cyl-
inders. In addition, it is responsible
for safeguarding the two brake sys-
tems in relation to one another in the
event of a failure of one of these
brake circuits, and to ensure brake
pressure control (4 wheel channels)
for ABS brake control with 2/2-way
solenoid control valves.

Modulator installation
The modulator is installed in the vehi-
cle's engine compartment below the
master cylinder. All hydraulic lines to
the master cylinder are to be routed Figs. 17 and 18 Modulator installed in the vehicle's engine compartment
upwards, while those to the wheel
brake cylinders are to be routed
downwards. The type, routing, length Modulator
and dimensions of the line must be
selected in consultation with
WABCO.

WARNING NOTE

Replace the entire ABS modulator

unit if it malfunctions!

Do not expose the modulator to

shock loads or excessive vibration
prior to its installation. Also, do not al-
low any compressed air to enter the
hydraulic connection.

Fig. 19 Functional diagram

of a modulator without ETC

19
6. HABS Diagnosis

6. Diagnosis
The term ”diagnosis“ refers to the fol- • Access to stored data – Commands sent by the controller
lowing sub-functions: to the ECU which trigger certain
procedures there.
• Startup at the manufacturing Diagnosis with the Diagnostic
plant or during a modulator Controller
change A special program is needed in order
The Diagnostic Controller is a com- to communicate with an ECU. The
• Startup at the end-user's puter which can exchange data with
program is stored on the correspond-
premises, for example in the control units (also a computer). Data
includes the following: ing program card.
workshop

• Fault storage, fault display – Stored fault messages in the The program card must match the
• Periodical checks ECU. ECU!

The Diagnostic Controller set

(446 300 331 0) consists of
the following parts:

1. Diagnostic Controller 446 300 320 0 2

2. Carrier bag 446 300 022 2

Accessories: 1
4
3. Program card 446 300 . . . 0
6
4. Connection cable 446 300 329 2

5. Multimeter cable black 894 604 301 2 3

(not illustrated)

Multimeter cable red 894 604 302 0 Fig. 20 Diagnostic Controller set
(not illustrated)
For notes and information about which electronic control
6. Keyboard 446 300 328 0 units can be checked, visit www.wabco-auto.com on the
Internet or call the hotline number 0180 223 2337.

20
 Diagnosis HABS
6.
Connecting the Diagnostic Con- vehicle's battery or another external Respond to the questions, instruc-
troller to the vehicle diagnostic voltage source. tions and information displayed by
socket: the Diagnostic Controller.
Attach one end of the connection ca- Before plugging in the diagnostic
ble to the Diagnostic Controller (Fig. card, ensure that the contact surfac- To be on the safe side, check the
21) and the other end to the diagnos- es of the diagnostic card are clean. identification data in the first menu
tic socket in the vehicle's switch cab- Otherwise malfunctions may occur item of the Diagnostic Controller in
inet (Fig. 22). order to avoid subsequent communi-
Refer to the booklet provided with the cation messages. In this case, the
Diagnostic Controller or the diagnos- ABS warning light and optionally the
tic card for detailed operating instruc- ETC light or the brake warning light
tions. come on.

Menu structure diagram taking the example of

program card 446 300 784 0
Menu structure of hydraulic ABS D (4S/4M)

1 Diagnosis
1 Diagnostic memory
Fig. 21 Diagnostic Controller with 2 Control
connection cable
1 Lights
Diagnostic socket 1 ABS warning light
2 Brake warning light *
3 ETC info light *
2 Pump
3 Modulators
1 Front right
2 Front left
3 Rear right
4 Rear left
4 Endurance brake cutoff relay *
3 Measurement values
Fig. 22 Multicar switch cabinet 1 Voltages
2 Speeds
Diagnostic Controller connection 3 Internal brake switch *
Ensure there is clear access to the 4 ABD off switch *
diagnostic socket 4 ECU data
1 WABCO data
Remove the protective cap 2 Parameters
3 Chassis number **
Use the connection cable (446 300
329 2) to connect the Diagnostic 2 Startup
Controller (446 300 320 0) to the di- 3 Multimeter
agnostic socket 1 Direct voltage
2 Alternating voltage
Release the handbrake, shift to neu-
tral and switch on the ignition. Se- 3 Resistance
cure the vehicle to prevent it from 4 Options
rolling away!
1 Online help
There is no need to provide a power 2 Version * Only if fitted in the vehicle
source for the Diagnostic Controller 3 Supported ECUs ** Only available after entering the PIN
providing the ECU is powered by the number
5 Special functions

21
6. HABS Diagnosis

Use the keyboard to select the corre- Electronic system

sponding menu in order to download ECU inputs and outputs
diagnostic messages from the mem-
ory.
Inputs Connection
Warning note Wheel speed sensor front left X 1 pin 1, X1 pin 2
Check the brake fluid level if both the Wheel speed sensor front right X 1 pin 4, X1 pin 5
ABS light and the brake warning light
Wheel speed sensor rear left X 1 pin 7, X1 pin 8
come on. Take care even if the fluid
level is adequate, since the locking Wheel speed sensor rear right X 1 pin 3, X1 pin 6
sequence is not guaranteed. Battery voltage supply X 2 pin 1
Ignition voltage supply X 2 pin 2
The warning light should come on for
3 seconds when the ignition is Reference earth X 3 pin 3
switched on with the vehicle at a Switch for shutoff valve X 3 pin 6
standstill. Otherwise the bulbs of the
Pump monitoring X 2 pin 8
warning light or its cabling is/are de-
fective. Replace the bulbs immedi- Electronics earth X 2 pin 12
ately in this case! Outputs Connection
Brake warning light X 2 pin 9
Note on the brake warning light
ABS warning light X 2 pin 18
When the ignition is switched on with Outlet valve front left X 3 pin 1
the vehicle at a standstill, the ABS
Inlet valve front left X 3 pin 2
warning light should come on as de-
scribed, as well as the ETC and Outlet valve front right X 3 pin 4
brake warning lights. Otherwise the Inlet valve front right X 3 pin 5
bulbs of the warning light or the ca-
Outlet valve rear left X 3 pin 7
bling is/are defective. Replace the
bulbs immediately in this case! Inlet valve rear left X 3 pin 8
Repairs in the area of the wheel sen- Outlet valve rear right X 3 pin 10
sors may result in increasing the air
Inlet valve rear right X 3 pin 11
gap on individual sensors. To prevent
releasing a vehicle for use in this sit- ETC info light X 3 pin 13
uation, it is a requirement to delete Pump relay X 3 pin 15
the memory and to set the condition
Fault number Connection
”Sensor fault in last ignition cycle“.
During the next inspection cycle of K-line X 2 pin 5
the ignition, the ABS light remains on
until the vehicle exceeds 7 km/h. X1 9-pin plug

• The size of all interacting tyres is X2 18-pin plug

allowed to deviate from the nom-
inal value set in the parameters X3 15-pin plug
by ±8 %.
Individual tyres are allowed to
deviate from the nominal value by
max. ±1.5 %.

• Modifications to the vehicle with

the objective of increasing the
overall speed or acceleration or
modifications to the brake system
may impair the function of the
ADD-ON ABS system.

22
 Diagnosis HABS
6.
List of ECU messages
This list can provide information about
the type of fault and the method of
rectification

Fault Repair manual

Check the cabling and the cable plugs.

Electronic control unit Fit a new ABS electronic control unit if the fault reoccurs after the fault
memory has been deleted

Check the modulator cables. There is a continuous or temporary discontinuity

ABS modulator / short circuit to battery voltage or earth in the inlet valve (IV) or outlet valve
(OV) or a shared cable

ABS modulator Check the modulator cables. There is a continuous or temporary discontinuity
earth connection / short circuit to positive in the earth connection of the modulator.

Amplitude of the sensor signal too low. Check the bearing play and axial run-
Sensor air gap out of the impulse wheel, press the sensor against the impulse wheel. Check
for a loose contact in the sensor cabling and plugs.

Sensor short circuit / Check the sensor cabling. An open circuit, short circuit to battery voltage or
open circuit earth or between the IG/IGM sensor cables is detected.

Pump monitoring defective or Check the pump operation and the pump cabling.

pump cannot be switched on Check the pump operation and the pump cabling.

Pump sticking Check the pump operation and the pump cabling.

Pump relay fault (sticking) Check the pump relay.

Internal fault Fit a new ABS electronic control unit if the fault reoccurs.

23
7. HABS Brake diagram 400 050 006 0

24
400 050 012 0 Brake diagram HABS
7.

25
7. HABS Brake diagram 400 050 016 0

26
400 050 017 0 Brake diagram HABS
7.

27
7. HABS Circuit diagram 841 801 560 0

28
841 801 562 0 Circuit diagram HABS
7.

29
7. HABS Circuit diagram 841 801 564 0

30
841 801 567 0 Circuit diagram HABS
7.

31
7. HABS ”Modulator 478 407 022 0“

32
”Bar sensor 441 032 490 0“ HABS
7.

33
7. HABS ”Socket 899 760 510 4“

34
”ECU 446 044 079 0“ HABS
7.

35
8. HABS Workshop instructions

8. Workshop instructions
This chapter describes tips and tricks
for use by authorised workshop per-
ADD-ON ABS system. Brakes are a
primary safety component, incorrect
Important
sonnel. work on brakes may result in them
failing to operate. Only trained per-
sonnel are allowed to perform any + Contamination of the brake fluid
maintenance and repair work on the may result in failure of the brake
brake system. system!
Take care to maintain absolute
Make sure brake fluid does not come cleanliness when working on the
Information about into contact with the vehicle's paint- brake system!

system maintenance work since it may result in separation

of the paint. + Follow the vehicle
manufacturer's instructions
concerning checking and topping
Daily checks up brake fluid!

Check the fill level in the brake fluid

tank.

Check the warning and info lights

function correctly when the ignition is
switched on.
Danger!
Check the effectiveness of the brake
system before setting off.
Take care when handling brake
Note fluid.
See the vehicle manufacturer's
maintenance schedule for the serv-
Environmental!
ice intervals of the hydraulic brake Danger of poisoning
system. + Always keep brake fluid sealed in Collect draining or spilled
its original container and, in brake fluid in a suitable
particular, keep it safely out of container and dispose of it in
the reach of children. an environmentally friendly
+ The brake fluid should be manner!
changed every 15,000 miles
(25,000 km) or every 18 months.
SAFETY NOTE Always select the shorter of the
two intervals. Only use approved
brake fluid (see the Maintenance
This modern, complex system offers Manual).
an increased level of reliability and
improves both active road safety and
the braking performance of the vehi-
cle.

As a result, we strongly advise

against conducting repairs on the

36
 Workshop instructions HABS
8.
8.1 Brake system fault This table does not show all faults
table which may occur. However, the faults
shown are representative of those
A troubleshooting table has been reported by our customers. We are
prepared to facilitate the task of trou- grateful for any further information
bleshooting. from users of the HABS system.

Fault Cause Remedy

Long brake pedal Air in the brake system Bleed the brake
travel, springy pedal Not enough brake fluid Top up brake fluid
feel Vapour bubble formation - old brake fluid Change brake fluid

Line leaking Check and seal line

Braking effect Pads worn Fit new pads
decreasing
Brake master cylinder defective Fit new brake master cylinder

Wheels lock during

braking although ABS ABS warning light defective or Fit new bulb
system fault Connect Diagnostic Controller
warning light is out

Vehicle swerves
although ETC display ETC light defective or Fit new bulb
system fault Connect Diagnostic Controller
is out

ETC display Failure of a component

continuously lit No correct ECU assignment Connect Diagnostic Controller

ABS display lit Malfunction of components Connect Diagnostic Controller

Pump runs
continuously System fault Connect Diagnostic Controller

Pads hardened / oily Fit new pads

Brake acts Brake piston does not move freely
on one side Repair / replace brake piston
Clean guides and callipers
Brake calliper tubes dirty

Brake piston does not move freely

Brake gets hot when Repair / replace brake piston
driving Clean guides and callipers
Brake calliper tubes dirty

Normal function
Brake pulsing ABS control active Check brake disc and repair /
Face run-out of brake disc
replace if necessary

Possibly due to high atmospheric humidity No remedy required

Unsuitable brake pad
Brake squeaks Use genuine brake pads
Brake calliper tubes dirty Clean guides and callipers
Brake piston does not move freely Repair / replace brake piston

37
8. HABS Workshop instructions

8.2 Changing brake fluid ly sufficient to bleed the brake calli- 5. Repeat the pumping procedure
per in question. until an appropriate pressure can
It is necessary to maintain the once again be felt at the brake
most stringent cleanliness and pedal. Now depress the pedal
precision when working on the Important fully and hold it there.
brake system. Observe the brake fluid level in the
expansion tank during the bleeding 6. The system or the one brake line
Tools required: procedure and top up the fluid if nec- has been bled if only light
essary. coloured brake fluid (old brake
• See manufacturer Make sure the level does not drop fluid is darker in colour) without
below the MIN mark, otherwise air air bubbles can be seen any
• We recommend an excess pres- will be drawn into the system. longer.
sure or vacuum filling and
bleeding system. 7. Following correct completion of
Only ever top up with new brake flu-
the bleeding procedure, pull off
Brake fluid absorbs moisture from id.
the bleed hose, wipe away sur-
the air through pores in brake hoses plus brake fluid, check the valve
and through the vent hole in the ex- As a rule, bleed the longest brake
tightening torque is correct (see
pansion tank. line first. Refer to the information
manufacturer's specifications),
As a result, the brake fluid should be from the vehicle manufacturer for the
check the valve is leak-tight and
changed every 18 months or every precise sequence for bleeding. The
replace the dust cap on the valve.
25,000 km (15,000 miles). most important factors in this case
are the lengths and assignments of 8. Bleed the other brake cylinders in
+ Never try to suck up brake fluid the brake lines. the same way.
using a hose and your mouth.
Only fill brake fluid into 1. Remove the dust cap from the 9. After bleeding, park the vehicle
containers intended for it. bleed valve. Clean the valve, on a level surface and top up the
connect a clean drain house and brake fluid in the expansion tank
+ Do not allow brake fluid to come insert the other end of the hose to the MAX line.
into contact with mineral oil. into a half-full bottle. Make sure
Even small traces of mineral oil the end of the hose is below the
render the brake fluid useless. level of fluid in the bottle,
otherwise air can get back into Safety check
Air may get into the brake system the system. + Have you tightened all brake
during any repair to the brake system lines and their screw fittings?
which involves opening the system. 2. Get an assistant to pump the
In this case, you must bleed the brake pedal until it is possible to + Have you secured the brake
brake system. feel resistance at the pedal. If lines in the holders provided for
If the brake pedal feels spongy, this there is adequate pressure them?
is also a symptom that there is air in available now, fully depress the
the lines. brake pedal and hold it there. + Have you topped up enough
In this case, repair any possible brake fluid (manufacturer's
leaks or bleed the system. If you have a filling and bleeding specifications)?
device available, now connect it
to the expansion tank. Refer to + Perform a leak test with the
If you do not have a bleeding device
the instructions provided by the engine running, involving
available, you must bleed the brake
manufacturer of the device for pressing the brake pedal down
system by pumping the brake pedal
detailed information. with a force of at least 200 N (20
(i.e. at least two people are required
kg) and holding it for 10 seconds.
for this job).
3. Open the bleed valve on the
brake calliper until brake fluid + Then check the brake system for
Bleed each wheel brake separately if leaks.
emerges in a controllable flow.
you have to bleed the entire system.
Ensure the end of the hose
This is always the case if you have
always remains below the level of
reason to believe that there is air in
the brake fluid.
every single brake cylinder.
4. Close the bleeder valve as soon
If only one brake calliper has been as the fluid pressure drops.
replaced or overhauled, it is general-

38
 Workshop instructions HABS
8.
+ Place a container under the + Have you put the hydraulic lines
hydraulic lines before and electrical cables back in the
unscrewing them, in order to holders provided for them and
collect any brake fluid which have you fitted them correctly?
leaks out.
+ Have you wiped up surplus brake
Note + Wipe away surplus brake fluid fluid?
See the vehicle manufacturer's from other engine components.
maintenance schedule for the serv- + Have you topped up enough
ice intervals of the hydraulic brake + Keep blotting material to hand in brake fluid (note the
system. case of any brake fluid spills. manufacturer's specifications)?

+ Mark the ends of the pipe to + Perform a leak test with the
+ Do not use mineral oil-based
identify their connections on the engine running, involving
brake fluid
modulator. pressing the brake pedal down
+ Only top up with genuine brake with a force of at least 200 N (20
+ Release and unscrew the kg) and holding it for 10 seconds.
fluid
hydraulic lines.
+ Note the vehicle manufacturer's + Then check the brake system for
+ Working carefully to avoid leaks.
instructions if the brake fluid level
kinking the pipes, bend the lines
is too low
away from the modulator. If + Check the function of the brake
(check lamps light up)
necessary, release the pipe clips system!
+ Check the brake fluid level every and dismantle the pipe as far as
day and top it up if necessary! possible.
The need to top up brake fluid
+ Use suitable caps to close off the 8.4 Fitting a new speed
relatively frequently is an
ends of the lines in order to sensor
indication that there is a leak in
prevent dirt getting into them.
the brake system.
Removal:
+ Unfasten and unscrew the
+ Change the brake fluid at least + Release the parking brake, shift
modulator retaining screws.
every 25,000 km (15,000 miles) to neutral, switch off the ignition
or every 18 months (note the Installation: and secure the vehicle to prevent
vehicle manufacturer's it from rolling away.
+ Fit the modulator and tighten the
instructions).
retaining screws.
+ Disconnect the earth cable from
+ Fit the pipelines onto the the battery and remove it.
modulator observing the
+ Set the steering to the required
identification markings.
position.
8.3 Fitting a new modulator + Fit the pipe attachments.
+ Unscrew the wheel studs with
Removal: + Wipe away any surplus brake the vehicle still on the ground.
Note - The service brake is unserv- fluid.
+ Raise the vehicle and remove
iceable during removal of the
+ Reconnect the electrical the wheel.
modulator.
connections to the modulator.
+ Remove the speed sensor cable
+ Release the parking brake, shift from its holders.
to neutral, switch off the ignition + Reattach the earth cable to the
battery.
and secure the vehicle to prevent + Disconnect the speed sensor
it from rolling away. plug.
+ Bleed the brake system as
+ Disconnect the earth cable from described in the section on
+ Pull the sensor and clamping
the battery and remove it. changing the brake fluid.
bush from their hole.

+ Disconnect electrical cables to Safety check

the modulator and remove them. + Have you tightened all pipelines
and their screw fittings?

39
8. HABS Workshop instructions

Installation: Safety check Installation:

+ Clean the hole for the sensor + Have you fitted the sensor cable + Insert the ECU
in all the holders?
+ Apply WABCO sensor grease + Screw in and tighten the
order no. 830 502 063 4 or 830 + Have you fitted the sensor plug retaining screws
502 068 4 to the hole and the connection?
clamping bush + Reattach the electrical cables to
+ Have you fitted and tightened all the ECU
+ Install the new clamping bush wheel studs?
+ Fit the electrical cables into their
+ By hand, push the sensor into + Have you removed the jack? holders
the clamping bush as far as the
stop on the impulse wheel (do + Check the function of the brake + Refit all other parts which were
not use a hammer) system! removed

+ Reconnect the plug + Attach the earth cable to the

battery
+ Fit the sensor cable back in its 8.5 Fitting a new ECU
holder. Take care that the cable
is not looped around the brake Removal:
calliper and make sure there are Safety check
+ Release the parking brake, shift
no unsecured lengths of cable to neutral, switch off the ignition + Have you fitted the electrical
and secure the vehicle to prevent cables into their holders?
+ Clean the rim centring pin and
it from rolling away
apply a light coat of bearing + Have you fitted the plug
grease if necessary + Disconnect the earth cable from connection onto the ECU?
the battery and remove it
+ Fit the removed wheel back on + Check the function of the brake
+ Open access to the ECU system!
+ Turn the wheel through one
rotation by hand. The wobble of + Remove electrical cables from
the impulse wheel pushes the their holders if necessary
sensor out of the hole by the
equivalent amount + Disconnect the electrical cables
from the ECU and remove them
+ Lower the vehicle back down
+ Release and unscrew the
+ Set the setting to straight ahead retaining screws.
+ Tighten the wheel studs + Remove the ECU
+ Attach the earth cable to the
battery

40
 Concept HABS
9.
9. Concept
This chapter presents information for • It should keep the vehicle speed • It should prevent the vehicle from
companies installing the system in at 30 km/h on long downhill gradi- rolling away from a standstill,
their vehicles. ents (7 % downhill gradient, 6 km even on a gradient (parking
in length) (endurance brake, third brake). The parking brake must
9.1 Tasks of the brake brake). serve as an auxiliary brake in the
event of failure of the service
The service brake of a vehicle must brake.
Structure and function of the
perform the following tasks:
hydraulic brake system
• It should reduce the speed of the Fig. 23 shows the structure of the
vehicle, if necessary bringing it to main parts of a hydraulic brake sys-
a halt. The actuation force should tem with ABS. Brake fluid is used in
be low and the response time the hydraulic brake system in order
short. to transmit forces.

wheel

sensor cable

ABS warning light

master cylinder

hydraulic
unit hydraulic line

ABS
modulator

sensor

Fig. 23 Structure of a hydraulic ABS system

41
9. HABS Concept

9.2 Physical principle 9.3 Formulae

The mode of operation of the hydrau- The laws of hydraulic force transmission apply
lic brake system is based on Pascal's in this case.
principle (Blaise Pascal, the French
mathematician and philosopher, V = Displaced volume in cm3
1623 to 1662).
A1 = Area of the master piston in cm2

s1 = Travel of the master piston in cm

F1

A2 = Area of the slave piston in cm2

s2

s2 = Travel of the slave piston in cm

s1
A1

Fluid pressure p A2

V = A1 ´ s1 = A2 ´ s2
F2

F: Piston force s: Piston travel

A: Piston area
Fig. 24 Hydraulic force transmission
P = Pressure in N/ cm2

F1 = Force acting on the master piston in N

F2 = Force acting on the slave piston in N

When a force is applied to an enclosed flu-
id, the resulting fluid pressure is equal
throughout the fluid.
F F
P = -----1- = -----2-
A1 A2

42
 Concept HABS
9.
9.4 Legal provisions Excerpts from § 41b 9.5 Classification of
vehicles according to
Automatic anti-lock system EC Directive 98/12/EC

§ §
Class M: Motor vehicles designed
(1) An automatic anti-lock system is for passenger transport with at least
that part of a service brake which au- 4 wheels or with 3 wheels and a total
tomatically controls the slip in the di- weight in excess of 1 t:
rection of rotation of the wheel on
one or more wheels of the vehicle - Class M1 Vehicles designed for
The requirements, the nominal con- during braking. passenger transport which have a
dition, the types and monitoring inter- maximum of 8 seats in addition to the
vals of the brake system are defined (2) The following vehicles with a driver's seat;
in the motor vehicle construction maximum design speed in excess of
and use regulations (StVZO in Ger- 60 km/h must be equipped with an - Class M2 Vehicles designed for
many). anti-lock system: passenger transport which have
more than 8 seats in addition to the
1. Heavy goods vehicles and semi- driver's seat and the total weight of
trailers with a total weight of more which is not in excess of 5 t;
Excerpts from StVZO § 41 than 3.5 t,
- Class M3 Vehicles designed for
2. Trailers with a gross vehicle weight passenger transport which have
Regulations for the service of more than 3.5 t; this only applies to
and parking brake more than 8 seats in addition to the
semitrailers if the gross vehicle driver's seat and the total weight of
weight reduced by the vertical load which is in excess of 5 t;
Motor vehicles must have 2 inde- borne by the semitrailer tractor is in
pendent brake systems or one brake excess of 3.5 t,
system with two independent operat-
ing devices, each of which can take 3. Buses, Class N: Motor vehicles designed for
effect if the other fails. It must be
goods transport with at least 4
easy to adjust the brakes or they 4. Tractor vehicles with a gross vehi- wheels or with 3 wheels and a total
must have an automatic adjustment cle weight of more than weight in excess of 1 t:
device. 3.5 t,
- Class N1 Vehicles designed for
goods transport with a total weight
not in excess of 3.5 t;
The brake (service brake) on Other vehicles with chassis design
motor vehicles - except for mo- features that are equivalent to the ve- - Class N2 Vehicles designed for
torcycles - must achieve an av- hicles named in numbers 1 to 4 must goods transport with a total weight in
erage deceleration of at least also be equipped with an anti-lock excess of 3.5 t but not in excess of
2.5 m/s²; however, an average system. 12 t;
deceleration of 1.5 m/s² is suf-
ficient for motor vehicles with a
- Class N3 Vehicles designed for
maximum design speed not in
goods transport with a total weight in
excess of 25 km/h.
excess of 12 t;

In motor vehicles - except for motor-

Class O: Trailers (including semi-
cycles - the operating device of the
trailers);
other brake must be lockable. The
parking brake must attain an average
- Class O1 Trailers with a total weight
deceleration of at least 1.5 m/s².
not in excess of 0.75 t;

- Class O2 Trailers with a total weight

in excess of 0.75 t but not in excess
of 3.5 t;

43
9. HABS Concept

- Class O3 Trailers with a total weight The brake force coefficient m B:

in excess of 3.5 t but not in excess of v1 – v2 The brake force coefficient (adhe-
10 t; a = ---------------
- sion) between the wheel and the car-
t
riageway determines what braking
- Class O4 Trailers with a total weight forces can be transmitted. It depends
in excess of 10 t. on the brake slip between the tyres
a = Braking deceleration in m/s² and the road and is also influenced
v1 and v2 = Road speed in m/s by, amongst other factors:

9.6 Physical principles of t = Braking time in s – The condition of the road and the
braking The vehicle attains the best deceler- tyres
ation values when the tyres remain in
A vehicle has the kinetic energy E at – The wheel or axle load
contact with the carriageway due to
a particular speed. The energy de- static friction. – The speed of the vehicle
pends on the mass of the vehicle mF
and the road speed v:

1 2
E = --- ´ m F ´ v wheel cylinder
2 brake drum
brake shoe

wheel load
E = Kinetic energy in Nm peripheral force on the brake drum

brake drum radius

mF = Vehicle mass in kg
brake force on the wheel
dynamic tyre rolling radius
v = Road speed in m/s

Doubling the mass with the road – The temperature

Fig. 25 Forces on the wheel and on the
speed constant results in twice the
brake
kinetic energy. Doubling the road – The tyre inclination or the amount
speed with the mass constant results of cornering force utilised.
The wheels lock if the contact force
in four times the kinetic energy.
between the brake shoe and the
brake drum / brake pad and brake
disc increases so much that the stat-
The cornering force
ic friction between the wheel and the
The braking procedure con- coefficient m S:
carriageway is no longer sufficient to
verts the kinetic energy into ther- Maintaining lateral stability is a major
maintain the braking procedure. Dy-
mal energy (friction heat). prerequisite for ensuring that the ve-
namic friction then occurs between
the carriageway and the tyres. The hicle can still be steered. The corner-
following disadvantages result when ing force coefficient reduces much
the wheels are locked: more rapidly than the brake force co-
The friction heat results from press- efficient does.
ing the brake shoes against the rotat-
• Steering of the vehicle is no
ing brake drums or pressing the
longer assured, the vehicle tends
brake pads against the rotating brake
to swerve (skid),
discs. The brake slip l:
• less braking deceleration and The brake slip is the ratio between
The braking deceleration a is the dif- the speed of the vehicle and the
ference between the original road • greater tyre wear.
wheel speed expressed as a per-
speed v1 and the road speed v2 after centage. The slip is defined by the
braking, divided by the braking time t. following equation:

44
 Concept HABS
9.
9.7 Time sequence of the the influence of alcohol, etc. can
VF – V R braking procedure make it significantly longer. The play
l = ----------------
- ´ 100% in the brake system is overcome dur-
VF
The total braking time ttot is the sum ing the response time tA (e.g. air gap
of the time slices as shown in Fig. 27 between the brake shoe and brake
The response time tR is the time be- drum / brake pad and brake disc).
Where: tween when the danger is detected The buildup time tsw is the time which
VF = Vehicle speed and when the brake pedal is passes until the brake force reaches
pressed. its maximum amount. The braking
VR = Wheel circumferential time t is made up of the response
speed It varies depending on the speed of time ta, the buildup time tsw and the
the driver's reactions. Special affects delay time tv (the time it takes for the
Explanation of slip curves such as tiredness, brakes to take effect).
(m B and m S):
The length of the braking travel is de-
pendent on the actuation force and,
to a large extent, on the following pa-
rameters:
dry concrete
• Vehicle speed
cornering force coefficient

• Composition of the carriageway

and condition of the tyres
brake force coefficient

wet concrete
• Coefficient of friction between the
Stable range

brake shoe and brake drum /

brake pad and brake disc.

brake slip

Fig. 26 Slip curves

Fig. 26 shows the relationship be-

tween the brake force coefficient mB, A: danger is detected
B: driver starts braking
the cornering force coefficient mS and C: Braking system starts
the brake slip for different road condi- D: the brake force reaches
its maximum amount
tions. E: Vehicle speed = 0 km/h
Providing maximum adhesion has
not yet been achieved, it is possible
braking deceleration
distance

to continue increasing the braking

force in the ”stable“ range by increas-
ing slip. In this case, there are also
sufficiently large cornering forces
available to keep the vehicle steera-
ble and therefore stable. If the unsta-
ble area of the m-l curve is reached
(approx. 30% to 100%) due to exces-
sive braking forces, the wheel is time t in s
overbraked and locks (100 % slip).
The vehicle is then almost complete- Fig. 27 Time sequence of the braking
ly unsteerable. To prevent this from procedure
happening, the ABS system keeps
the adhesion between 10% and 30%
slip.

45
9. HABS Concept

9.8 Driving with the ADD- 9.9 Points to bear in mind 9.10 Impulse wheel
ON anti-lock brake specification
system • A four-channel ADD-ON ABS
system controls the individual
After the ignition is switched on, the wheels in accordance with the
ADD-ON system checks its function amount of adhesion under each
automatically for the first time. This tyre. As a result, it makes it pos-
can be felt as a slight movement of sible to keep control of the
the brake pedal indicating that the vehicle even when the coeffi-
valves and the modulator pump are cients of friction are varying rap-
being checked. In every braking situ- idly and are markedly different
ation during which the deceleration from wheel to wheel.
of one or more wheels is relatively WABCO itself does not offer impulse
• The ADD-ON ABS system even wheels in its product range. As a re-
rapid in comparison to the vehicle operates at very slow speed
speed, ABS checks whether the sult, some information concerning
(the slowest measurable speed such wheels is presented here.
wheel is starting to lock and controls is 1.8 km/h). As a result, the
the brake pressure in order to keep vehicle normally comes to a halt
the wheel turning during the braking Function
in the last control cycle.
procedure. The impulse wheel attached to the
• The ADD-ON ABS system pre- rotating wheel induces an alternating
The braking procedure is controlled vents excessive tyre wear. This voltage in the stationary speed sen-
by electronically activated valves applies in particular to bald spots sor. The electronic control unit calcu-
when ABS is working. The function- which would otherwise be pro- lates the wheel speed based on the
ing of the valves and the modulator duced due to emergency braking frequency of this voltage. Refer to
pump can be felt as a movement or on surfaces with a high coeffi- WABCO Product Specification 895
pulsing at the brake pedal. At the cient of friction. 905 000 4 for dimensions and toler-
same time, the driver hears the noise ances.
of the modulator operating. If the • The vehicle can still be steered
pedal frequently vibrates whenever and remains stable during Material
the brake pedal is pressed, this indi- braking on all surfaces where WABCO recommends that impulse
cates a hazardous road surface or braking without ABS would lead wheels should be made from ferro-
that an inappropriately high level of to blocking of the wheels and a magnetic materials.
force is being applied at the brake loss of control over the vehicle. Sample materials:
pedal. Also, further downwards ABS functions on all surfaces Free-cutting
movement of the pedal is felt to be providing there is sufficient fric- steels: 9S20K 9SMn28
hard from the point when ABS takes tion to allow the wheels to con- Annealing steels: C35K C45K
over control. However, the force ap- tinue turning in coasting or Sinterised
plied to the brake pedal can be al- freewheel mode. material: Sint DO2
tered to influence the braking • The safety circuit of the ECU con- Stainless steels: X6Cr17
procedure whilst ABS control is oper- stantly monitors that the elec- X6CrMo17
ating. tronic and electrical functions are These designations are based on the
intact. old DIN standard.
The force applied to the brake pedal
with the foot should be maintained as The system is partially or completely Surface protection
during non-ABS braking, since the shut off, depending on the nature of Surface protection in terms of resist-
friction of the road surface may the fault. ance to corrosion and high tempera-
change and ABS can react to this ac- tures must be adapted to the
cordingly. The EBD function also op- conditions where the products are
erates during partial braking if the used (e.g. front or rear axle, disc or
rear axle is tending to lock before the drum brake, open or closed brake).
front axle. The EBD function is not Furthermore, it must offer adequate
audible, however the driver feels a resistance to abrasion in order to
slight pulsation at the brake pedal. prevent damage to the surface when
the impulse wheel spins against the
sensor.

46
 Concept HABS
9.
General number of teeth 120 teeth also be heated to facilitate installa-
The number of teeth relates to im- For special goods vehicles such as tion. Suitable equipment or tools
pulse wheels which rotate at the mobile trains, open-cast mining must be used to ensure that there is
speed of the wheel. Contact WABCO dump trucks, etc. with very large no risk of damaging the tooth edges.
to define the number of teeth in case wheels. This also applies to maintenance
of tyre circumferences which are out- work, e.g. when removing the hub.
side the specified ranges.

Assembly
The impulse wheel adapter should
60 teeth be configured so that work can be
For cars, light goods vehicles and performed on the hub bearing/seals
trailers and other vehicle maintenance work
can be conducted near to the wheel
brake without having to remove the
impulse wheel. There is no need to
80 teeth arrange the impulse wheel inside the
For low-loader axles, light goods ve- sealed area of the wheel hub, but this
hicles and trailers is permitted. The impulse wheel
should normally be connected to the
hub using a press fit H8/s7. The im-
pulse wheel or the hub should be
100 teeth equipped with a suitably chamfered
For buses, medium and heavy goods edge in order to allow the wheel to be
vehicle and trailers pressed on. The impulse wheel can

47