COMPETENCY BASED LEARNING MATERIAL

Sector:
AUTOMOTIVE
Qualification:
Automotive Servicing NC II
Unit of Competency:
Service Brake System
Module Title:
IDENTIFYING AND EXPLAINING HYDRAULIC BRAKE
SYSTEM OPERATIONS AND FUNCTIONS
Technical Education and Skills Development Authority
East Service Road, South Superhighway, Taguig, Metro Manila
 NATIONAL CERTIFICATE LEVEL 2
QUALIFICATION LEVEL

COMPETENCY-BASED LEARNING MATERIALS

No. Unit of Competency Module Title Code
1. Service Starting System Repairing Starting System ALT723307
2. Service Charging System Repairing Charging System ALT723308
3. Service Engine Mechanical Servicing Cooling System ALT723309a
System Servicing Lubricating System ALT723309b
Servicing Gasoline Fuel System ALT723309c
Servicing Air Induction System ALT723309d
Servicing Diesel Fuel Injector ALT723309d
4. Service Clutch System Servicing and Repairing Clutch ALT723310
System
5. Service Differential and Front Axle Servicing Differential and Front ALT723311
Axle
6. Service Manual Steering System Servicing Manual Steering ALT723312
System
7. Overhaul Manual Transmission Pulling-out, Disassembling and ALT723313a
Checking Manual Transmission
Assembling and Testing Manual ALT723313b
Transmission
8. Service Brake System Identifying and Explaining ALT723314a
Hydraulic Brake System
Operations and Functions
Servicing Brakes ALT723314b
Overhauling Brake Systems ALT723314c
9. Service Suspension System Servicing Suspension System ALT723315a
Identifying and Explaining
Suspension System Operating
Principles, Components and
Functions
(Conventional and Air
Suspension)
Servicing and Repairing ALT723315b
Suspension System
About this Competency Based Learning Material

Welcome to the learning guide for the Module Identifying and Explaining Hydraulic
Brake System Operations and Functions. This learning material contains training
materials and activities for you to complete.

The unit of competency “Service Brake System" contains the knowledge, skills and
attitudes required for Automotive Servicing. It is one of the specialized modules at
National Certificate level II (NC II).

You are required to go through a series of learning activities in order to complete

each learning outcomes of the module. In each learning outcome there are Information
Sheets and Resource Sheets (Reference Materials for further reading to help you better
understand the required activities. Follow these activities on your own and answer the self-
check at the end of each learning outcome. You may remove a blank answer sheet at the
end of each module (or get one from your facilitator/trainer) to write your answers for each
self-check. If you have questions, don’t hesitate to ask your facilitator for assistance.

Recognition of Prior Learning (RPL)

You may already have some or most of the knowledge and skills covered in this
learning material because you have:
 been working for some time
 already completed training in this area.

If you can demonstrate to your trainer that you are competent in a particular outcome,
you don't have to do the same training again.

Talk to your trainer about having them formally recognized. If you have a qualification
or Certificate of Competence from previous training, show it to your trainer. If the skills you
acquired are still current and relevant to the unit/s of competency they may become part of
the evidence you can present for RPL. If you are not sure about the currency of your skills,
discuss this with your trainer.

After completing this module ask your trainer to assess your competency. Result of
your assessment will be recorded in your progress chart. All the learning activities are
designed for you to complete at your own pace.

Inside this learning material you will find the activities for you to complete and at the
back are the relevant information sheets for each learning outcome. Each learning outcome
may have more than one learning activities.

At the back of this learning material is a Learner Diary. Use this diary to record
important dates, jobs undertaken and other workplace events that will assist you in providing
further details to your trainer or an assessor. A Record of Achievement is also provided for
your trainer to complete once you complete the module/training.
QUALIFICATION : AUTOMOTIVE SERVICING NC II

UNIT OF COMPETENCY : Service Brake System

MODULE : Identifying and Explaining Hydraulic Brake System

Operations and Functions

INTRODUCTION:

The modern automotive brake system has been refined for over 100 years and has
become extremely dependable and efficient.

The typical brake system consists of disk brakes in front and either disk or drum
brakes in the rear connected by a system of tubes and hoses that link the brake at each
wheel to the master cylinder.  Other systems that are connected with the brake system
include the parking brakes, power brake booster and the anti-lock system.

This module will guide you in learning the operating principles involved in hydraulic
brake systems, its corresponding components and functions. You will also be provided
sufficient materials in order to interpret schematic diagrams and circuitry.

LEARNING OUTCOMES:

At the end of this module you will be able to:

1. Identify the types of hydraulic brake (hydraulic ABS) and its corresponding
components and function.
2. Explain the operating principle of ABS equipped brake.
3. Interpret schematic diagrams and circuitry.

ASSESSMENT CRITERIA:

1. Function of brakes explained

2. Component of hydraulic brake identified.
3. Principle of operation of hydraulic brake explained.
4. Types of brakes explained and classified.
5. Operating principle of BOSCH ABS explained
6. Operating principle of TEVES ABS explained
7. Checking ECU is explained.
8. Checking sensors and actuator is explained and illustrated.
9. Japanese ABS schematic diagram interpreted.
10. European ABS schematic diagram interpreted.
11. American ABS circuit diagram interpreted.

Code No. Identifying and Explaining Hydraulic Date Developed Date Revised Page #
ALT723314 Brake System Operations and Functions Nov. 28, 2003 April 28, 2005 1
QUALIFICATION : AUTOMOTIVE SERVICING NC II

UNIT OF COMPETENCY : Service Brake System

MODULE : Identifying and Explaining Hydraulic Brake System

Operations and Functions

LEARNING OUTCOME #1 : Identify the types of hydraulic brake (hydraulic ABS) and its
corresponding components and function

ASSESSMENT CRITERIA:

1. Function of brakes explained

2. Components of hydraulic brake identified.
3. Principle of operation of hydraulic brake explained.
4. Types of brakes explained and classified.

RESOURCES:

Code No. Identifying and Explaining Hydraulic Date Developed Date Revised Page #
ALT723314 Brake System Operations and Functions Nov. 28, 2003 April 28, 2005 2
LEARNING EXPERIENCES / ACTIVITIES

LO# 1 – Identify the types of hydraulic brake (hydraulic ABS) and its corresponding
components and function
LEARNING ACTIVITIES SPECIAL INSTRUCTIONS

- Function of brakes explained. - Technical training Bulletin (Anti-Lock

Brake System)

- Components of hydraulic brakes and function - Bosch Handbook

explained
- Today’s Technician

- Identify types of Hydraulic Brakes - FABS (international material)

Code No. Identifying and Explaining Hydraulic Date Developed Date Revised Page #
ALT723314 Brake System Operations and Functions Nov. 28, 2003 April 28, 2005 3
 INFORMATION SHEET LO#1-1
Function of Brakes

Diagram of typical automotive brake system

A brake is a device for slowing or stopping the motion of a machine, and to keep it from
starting to move. The kinetic energy lost by the moving part is usually translated to heat by
friction.

When you step on the brake pedal, you are

actually pushing against a plunger in the master
cylinder which forces hydraulic oil (brake fluid)
through a series of tubes and hoses to the
braking unit at each wheel. Since hydraulic fluid
(or any fluid for that matter) cannot be
compressed, pushing fluid through a pipe is just
like pushing a steel bar through a pipe.  Unlike a
steel bar, however, fluid can be directed through
many twists and turns on its way to its destination,
arriving with the exact same motion and pressure
that it started with. 

It is very important that the fluid is pure liquid

and that there are no air bubbles in it.  Air can
compress, which causes a sponginess to the
pedal and severely reduced braking efficiency.  If
air is suspected, then the system must be bled to
remove the air. There are "bleeder screws" at
each wheel cylinder and caliper for this purpose.
Bleeding : is a process of removing air present
in the fluid lines or hydraulic lines

Code No. Identifying and Explaining Hydraulic Date Developed Date Revised Page #
ALT723314 Brake System Operations and Functions Nov. 28, 2003 April 28, 2005 4
On a disk brake, the fluid from the master cylinder
is forced into a caliper where it presses against a
piston. The piston, in-turn, squeezes two brake
pads against the disk (rotor) which is attached to
the wheel, forcing it to slow down or stop.
This process is similar to a bicycle brake where
two rubber pads rub against the wheel rim
creating friction.

With drum brakes, fluid is forced into the wheel

cylinder which pushes the brake shoes out so that
the friction linings are pressed against the drum
which is attached to the wheel, causing the wheel
to stop.
In either case, the friction surfaces of the pads on
a disk brake system, or the shoes on a drum
brake convert the forward motion of the vehicle
into heat. Heat is what causes the friction
surfaces (linings) of the pads and shoes to
eventually wear out and require replacement.

Code No. Identifying and Explaining Hydraulic Date Developed Date Revised Page #
ALT723314 Brake System Operations and Functions Nov. 28, 2003 April 28, 2005 5
 INFORMATION SHEET LO#1-2
Components of Hydraulic Brakes

Let's take a closer look at each of the components in a brake system and see where other
problems can occur...

1. Master Cylinder
The master cylinder is located in the engine
compartment on the firewall, directly in front of the
driver's seat.  A typical master cylinder is actually
two completely separate master cylinders in one
housing, each handling two wheels. This way if
one side fails, you will still be able to stop the car.
The brake warning light on the dash will light if either side fails, alerting you to the problem.
Master cylinders have become very reliable and rarely malfunction; however, the most common
problem that they experience is an internal leak. This will cause the brake pedal to slowly sink
to the floor when your foot applies steady pressure. Letting go of the pedal and immediately
stepping on it again brings the pedal back to normal height.
2. Brake Fluid
Brake fluid is a special oil that has specific properties. It is designed to withstand cold
temperatures without thickening as well as very high temperatures without boiling. (If the brake
fluid should boil, it will cause you to have a spongy pedal and the car will be hard to stop.)
Brake fluid must meet standards that are set by the Department of Transportation (DOT). The
current standard is DOT-3 which has a boiling point of 460º F.  But check your owners’ manual
to see what your vehicle manufacturer recommends.
The brake fluid reservoir is on top of the master cylinder. Most cars today have a transparent
reservoir so that you can see the level without opening the cover. The brake fluid level will drop
slightly as the brake pads wear. This is a normal condition and no cause for concern.  If the
level drops noticeably over a short period of time or goes down to about two thirds full, have
your brakes checked as soon as possible. Keep the reservoir covered except for the amount of
time you need to fill it and never leave a can of brake fluid uncovered. Brake fluid must maintain
a very high boiling point .Exposure to air will cause the fluid to absorb moisture which will lower
that boiling point.
Caution: NEVER PUT ANYTHING BUT APPROVED BRAKE FLUID IN YOUR BRAKES.
ANYTHING ELSE CAN CAUSE SUDDEN BRAKE FAILURE! Any other type of oil or other
fluid will react with the brake fluid and very quickly destroy the rubber seals in the brake
system causing brake failure.

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ALT723314 Brake System Operations and Functions Nov. 28, 2003 April 28, 2005 6
3. Brake Lines
The brake fluid travels from the master
cylinder to the wheels through a series of steel
tubes and reinforced rubber hoses. Rubber
hoses are only used in places that require
flexibility, such as at the front wheels, which
move up and down as well as steer. The rest
of the system uses non-corrosive seamless
steel tubing with special fittings at all
attachment points. If a steel line requires a
repair, the best procedure is to replace the
complete line.

If this is not practical, a line can be repaired using special splice fittings that are made
for brake system repair. You must never use brass "compression" fittings or copper
tubing to repair a brake system. They are dangerous and illegal.
Other Components in the Hydraulic System
 Proportioning valve or Equalizer Valve
These valves are mounted between the master cylinder and the rear wheels. They are
designed to adjust the pressure between the front and rear brakes depending on how
hard you are stopping. The shorter you stop, the more of the vehicle's weight is
transferred to the front wheels, in some cases, causing the rear to lift and the front to
dive. These valves are designed to direct more pressure to the front and less pressure to
the rear the harder you stop.  This minimizes the chance of premature lockup at the rear
wheels.
 Pressure Differential Valve
This valve is usually mounted just below the master cylinder and is responsible for
turning the brake warning light on when it detects a malfunction.  It measures the
pressure from the two sections of the master cylinder and compares them. Since it is
mounted ahead of the proportioning or equalizer valve, the two pressures it detects
should be equal. If it detects a difference, it means that there is probably a brake fluid
leak somewhere in the system.

 Combination Valve
The Combination valve is simply a
proportioning valve and a pressure
differential valve that is combined into one
unit.

Code No. Identifying and Explaining Hydraulic Date Developed Date Revised Page #
ALT723314 Brake System Operations and Functions Nov. 28, 2003 April 28, 2005 7
4. Disk Brakes
The disk brake is the best brake we have found so far. Disk brakes are used to stop everything
from cars to locomotives and jumbo jets.  Disk brakes wear longer, are less affected by water,
are self adjusting, self cleaning, less prone to grabbing or pulling and stop better than any other
system around. The main components of a disk brake are the Brake Pads, Rotor, Caliper and
Caliper Support. 
 Brake Pads
There are two brake pads on each caliper. They are
constructed of a metal "shoe" with the lining riveted or
bonded to it.   The pads are mounted in the caliper, one
on each side of the rotor.  Brake linings used to be made
primarily of asbestos because of its heat absorbing
properties and quiet operation; however, due to health
risks, asbestos has been outlawed, so new materials are
now being used.  Brake pads wear out with use and must
be replaced periodically.

There are many types and qualities of pads available. The differences have to do with
brake life (how long the new pads will last) and noise (how quiet they are when you step
on the brake). Harder linings tend to last longer and stop better under heavy use but they
may produce an irritating squeal when they are applied. Technicians that work on brakes
usually have a favorite pad that gives a good compromise that their customers can live
with.
Brake pads should be checked for wear periodically. If the lining wears down to the metal
brake shoe, then you will have a "Metal-to-Metal" condition where the shoe rubs directly
against the rotor causing severe damage and loss of braking efficiency. Some brake
pads come with a "brake warning sensor" that will emit a squealing noise when the pads
are worn to a point where they should be changed.  This noise will usually be heard
when your foot is off the brake and disappear when you step on the brake.  If you hear
this noise, have your brakes checked as soon as possible.
 Rotor
The disk rotor is made of iron with highly
machined surfaces where the brake pads
contact it.  Just as the brake pads wear out
over time, the rotor also undergoes some
wear, usually in the form of ridges and
groves where the brake pad rubs against
it.  This wear pattern exactly matches the
wear pattern of the pads as they seat
themselves to the rotor.  When the pads
are replaced, the rotor must be machined
smooth to allow the new pads to have an
even contact surface to work with. 
Only a small amount of material can be machined off of a rotor before it becomes unusable and
must be replaced.  A minimum thickness measurement is stamped on every rotor and the
technician doing the brake job will measure the rotor before and after machining it to make sure it
doesn't go below the legal minimum.  If a rotor is cut below the minimum, it will not be able to
handle the high heat that brakes normally generate.  This will cause the brakes to "fade," greatly
reducing their effectiveness to a point where you may not be able to stop! 

Code No. Identifying and Explaining Hydraulic Date Developed Date Revised Page #
ALT723314 Brake System Operations and Functions Nov. 28, 2003 April 28, 2005 8
  Caliper & Support
There are two main types of calipers:
Floating calipers and fixed calipers. There
are other configurations but these are the
most popular.  Calipers must be rebuilt or
replaced if they show signs of leaking brake
fluid.

Single Piston Floating Calipers are the most popular and also least costly to
manufacture and service. A floating caliper "floats" or moves in a track in its support so
that it can center itself over the rotor. As you apply brake pressure, the hydraulic fluid
pushes in two directions. It forces the piston against the inner pad which in turn pushes
against the rotor. It also pushes the caliper in the opposite direction against the outer
pad, pressing it against the other side of the rotor. Floating calipers are also available on
some vehicles with two pistons mounted on the same side. Two piston floating calipers
are found on more expensive cars and can provide an improved braking "feel".

Four Piston Fixed Calipers are mounted rigidly to the support and are not allowed to move.
Instead, there are two pistons on each side that press the pads against the rotor.  Four piston
calipers have a better feel and are more efficient, but are more expensive to produce and cost
more to service.  This type of caliper is usually found on more expensive luxury and high
performance cars.
 5. Drum Brakes
So if disk brakes are so great, how come we
still have cars with drum brakes?  The reason
is cost. While all vehicles produced for many
years have disk brakes on the front, drum
brakes are cheaper to produce for the rear
wheels.   The main reason is the parking brake
system.  On drum brakes, adding a parking
brake is the simple addition of a lever, while on
disk brakes, we need a complete mechanism,
in some cases, a complete mechanical drum
brake assembly inside the disk brake rotor! 
Parking brakes must be a separate system
that does not use hydraulics. It must be totally
mechanical, but more on parking brakes later.

Drum brakes consist of a backing plate, brake shoes, brake drum, wheel cylinder, return
springs and an automatic or self-adjusting system. When you apply the brakes, brake
fluid is forced, under pressure, into the wheel cylinder which, in turn, pushes the brake
shoes into contact with the machined surface on the inside of the drum.  When the
pressure is released, return springs pull the shoes back to their rest position.   As the
brake linings wear, the shoes must travel a greater distance to reach the drum.  When
the distance reaches a certain point, a self-adjusting mechanism automatically reacts by
adjusting the rest position of the shoes so that they are closer to the drum.

Code No. Identifying and Explaining Hydraulic Date Developed Date Revised Page #
ALT723314 Brake System Operations and Functions Nov. 28, 2003 April 28, 2005 9
  Brake Shoes
Like the disk pads, brake
shoes consist of a steel shoe
with the friction material or
lining riveted or bonded to it. 
Also like disk pads, the linings
eventually wear out and must
be replaced.  If the linings are
allowed to wear through to the
bare metal shoe, they will
cause severe damage to the
brake drum.
 Backing Plate
The backing plate is what holds everything together.  It attaches to the axle and forms a
solid surface for the wheel cylinder, brake shoes and assorted hardware.  It rarely
causes any problems.
 Brake Drum
Brake drums are made of iron and have a machined surface on the inside where the shoes make
contact.  Just as with disk rotors, brake drums will show signs of wear as the brake linings seat
themselves against the machined surface of the drum.  When new shoes are installed, the brake
drum should be machined smooth. Brake drums have a maximum diameter specification that is
stamped on the outside of the drum. When a drum is machined, it must never exceed that
measurement.   If the surface cannot be machined within that limit, the drum must be replaced.
 Wheel Cylinder
The wheel cylinder
consists of a cylinder that
has two pistons, one on
each side. Each piston has
a rubber seal and a shaft
that connects the piston
with a brake shoe. When
brake pressure is applied,
the pistons are forced out
pushing the shoes into
contact with the drum. 
Wheel cylinders must be
rebuilt or replaced if they
show signs of leaking.
 Return Springs
Return springs pull the brake shoes back to their rest position after the pressure is
released from the wheel cylinder.  If the springs are weak and do not return the shoes all
the way, it will cause premature lining wear because the linings will remain in contact
with the drum.  A good technician will examine the springs during a brake job and
recommend their replacement if they show signs of fatigue.  On certain vehicles, the
technician may recommend replacing them even if they look good as inexpensive
insurance.

Code No. Identifying and Explaining Hydraulic Date Developed Date Revised Page #
ALT723314 Brake System Operations and Functions Nov. 28, 2003 April 28, 2005 10
  Self Adjusting System
The parts of a self adjusting system should be clean and move freely to insure that the
brakes maintain their adjustment over the life of the linings.  If the self adjusters stop
working, you will notice that you will have to step down further and further on the brake
pedal before you feel the brakes begin to engage.  Disk brakes are self adjusting by
nature and do not require any type of mechanism.  When a technician performs a brake
job, aside from checking the return springs, he will also clean and lubricate the self
adjusting parts where necessary.
6. Parking Brakes
The parking brake (a.k.a. emergency
brake) system controls the rear brakes
through a series of steel cables that are
connected to either a hand lever or a foot
pedal.  The idea is that the system is fully
mechanical and completely bypasses the
hydraulic system so that the vehicle can be
brought to a stop even if there is a total
brake failure.
On drum brakes, the cable pulls on a lever
mounted in the rear brake and is directly
connected to the brake shoes. This has the
effect of bypassing the wheel cylinder and Parking brake layout.
controlling the brakes directly.

Disk brakes on the rear wheels add additional complication for parking brake systems.  There
are two main designs for adding a mechanical parking brake to rear disk brakes. The first type
uses the existing rear wheel caliper and adds a lever attached to a mechanical corkscrew
device inside the caliper piston.  When the parking brake cable pulls on the lever, this
corkscrew device pushes the piston against the pads, thereby bypassing the hydraulic system,
to stop the vehicle.  This type of system is primarily used with single piston floating calipers, if
the caliper is of the four piston fixed type, then that type of system can't be used.  The other
system uses a complete mechanical drum brake unit mounted inside the rear rotor. The brake
shoes on this system are connected to a lever that is pulled by the parking brake cable to
activate the brakes. The brake "drum" is actually the inside part of the rear brake rotor.
On cars with automatic transmissions, the parking brake is rarely used.   This can cause a
couple of problems.  The biggest problem is that the brake cables tend to get corroded and
eventually seize up causing the parking brake to become inoperative.  By using the parking
brake from time to time, the cables stay clean and functional. Another problem comes from the
fact that the self adjusting mechanism on certain brake systems uses the parking brake
actuation to adjust the brakes.  If the parking brake is never used, then the brakes never get
adjusted.

Code No. Identifying and Explaining Hydraulic Date Developed Date Revised Page #
ALT723314 Brake System Operations and Functions Nov. 28, 2003 April 28, 2005 11
7. Power Brake Booster
The power brake booster is mounted on the
firewall directly behind the master cylinder
and, along with the master cylinder, is directly
connected with the brake pedal.  Its purpose is
to amplify the available foot pressure applied
to the brake pedal so that the amount of foot
pressure required to stop even the largest
vehicle is minimal.  Power for the booster
comes from engine vacuum. The automobile
engine produces vacuum as a by-product of
normal operation and is freely available for use
in powering accessories such as the power
brake booster.  Vacuum enters the booster
through a check valve on the booster.

The check valve is connected to the engine with a rubber hose and acts as a one-way valve
that allows vacuum to enter the booster but does not let it escape. The booster is an empty
shell that is divided into two chambers by a rubber diaphragm. There is a valve in the
diaphragm that remains open while your foot is off the brake pedal so that vacuum is allowed to
fill both chambers.  When you step on the brake pedal, the valve in the diaphragm closes,
separating the two chambers and another valve opens to allow air in the chamber on the brake
pedal side.  This is what provides the power assist.   Power boosters are very reliable and
cause few problems of their own, however, other things can contribute to a loss of power assist.
In order to have power assist, the engine must be running. If the engine stalls or shuts off while
you are driving, you will have a small reserve of power assist for two or three pedal applications
but, after that, the brakes will be extremely hard to apply and you must put as much pressure as
you can to bring the vehicle to a stop.
8. Anti-Lock Brakes (ABS)
The most efficient braking pressure takes place just before each wheel locks up. When you
slam on the brakes in a panic stop and the wheels lock up, causing a screeching sound and
leaving strips of rubber on the pavement, you do not stop the vehicle nearly as short as it is
capable of stopping.  Also, while the wheels are locked up, you loose all steering control so
that, if you have an opportunity to steer around the obstacle, you will not be able to do so. 
Another problem occurs during an extended skid is that you will burn a patch of rubber off the
tire which causes a "flat spot" on the tread that will  produce an annoying thumping sound as
you drive.
Anti-lock brake systems solve this lockup problem by rapidly pumping the brakes whenever the
system detects a wheel that is locked up. In most cases, only the wheel that is locked will be
pumped, while full braking pressure stays available to the other wheels. This effect allows you
to stop in the shortest amount of time while maintaining full steering control. The system uses a
computer to monitor the speed of each wheel. When it detects that one or more wheels have
stopped or are turning much slower than the remaining wheels, the computer sends a signal to
momentarily remove and reapply or pulse the pressure to the affected wheels to allow them to
continue turning.
The system consists of an electronic control unit, a hydraulic actuator, and wheel speed
sensors at each wheel.  If the control unit detects a malfunction in the system, it will illuminate
an ABS warning light on the dash to let you know that there is a problem.   If there is a problem,
the anti-lock system will not function but the brakes will otherwise function normally. 

Code No. Identifying and Explaining Hydraulic Date Developed Date Revised Page #
ALT723314 Brake System Operations and Functions Nov. 28, 2003 April 28, 2005 12
QUALIFICATION : AUTOMOTIVE SERVICING NC II

UNIT OF COMPETENCY : Service Brake System

MODULE : Identifying and Explaining Hydraulic Brake System

Operations and Functions

LEARNING OUTCOME #2 : Explain the operating principle of ABS equipped brake

ASSESSMENT CRITERIA:

1. Operating principle of BOSCH ABS explained

2. Operating principle of TEVES ABS explained
3. Checking ECU is explained.
4. Checking sensors and actuator is explained and illustrated.

RESOURCES:

Code No. Identifying and Explaining Hydraulic Date Developed Date Revised Page #
ALT723314 Brake System Operations and Functions Nov. 28, 2003 April 28, 2005 13
LEARNING EXPERIENCES

LO# 2 – Explain the operating principle of ABS equipped brake

LEARNING ACTIVITIES SPECIAL INSTRUCTIONS

- Operation of ABS Brakes - Technical training Bulletin (Anti-Lock

Brake System)

- ABS Manufacturer Specification - Bosch Handbook

- Today’s Technician

- FABS (international material)

Code No. Identifying and Explaining Hydraulic Date Developed Date Revised Page #
ALT723314 Brake System Operations and Functions Nov. 28, 2003 April 28, 2005 14
 INFORMATION SHEET LO#2
OPERATION OF ANTI-LOCK BRAKE SYSTEM
ANTI-LOCK BRAKE SYSTEM (ABS)

During hard braking conditions, it is possible for the wheels of a vehicle to lock, resulting in
reduced steering as well as braking. On the vehicles equipped with the Anti-Lock Braking
System, however, an electronic sensor constantly monitors wheel rotation.

If one or more of the wheels begins to lock, the system opens and closes solenoid valves,
cycling up to 10 times per second.

This releases and re-applies the brakes rapidly and repeatedly, to control brake pressure to
maintain directional stability and steerability during braking.

This makes it possible for the vehicles equipped with the Anti-lock Brake System to avoid
skidding under conditions that might cause the vehicles not so equipped to handle differently.

The Anti-Lock Brake has controller that senses rotation at each of the wheels through wheel
sensors. The system can sense the amount of wheel slippage during sudden braking or during
braking in a slippery road surfaces. It can apply the anti-lock brake system to each of the front
wheels independently, to the rear wheels as a pair, or to any combination of these three, as the
need arises.

MAJOR COMPONENTS

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ALT723314 Brake System Operations and Functions Nov. 28, 2003 April 28, 2005 15
WHEEL-SPEED SENSOR

The wheel-speed sensors for the front and rear wheels are installed on the knuckles. These
produce electrical pulses by monitoring the rotation of the sensor rotor installed on the wheel
hub.

HYDRAULIC UNIT

The solenoid valves in the

hydraulic unit are controlled
by the control unit and
operate the control pistons.
The movement of these four
control pistons control the
hydraulic pressure in the
wheel cylinders. The
hydraulic unit has six solenoid
valves which operate the S-
channel system. Two of these
valves are for individual front
wheel control and the other
valve is for pressure
regulation of the rear brake
circuit. Proportioning valves
are incorporated in the rear
brake hydraulic circuit within
the hydraulic unit for front to
rear pressure bias during
normal braking.

The hydraulic unit contains

it’s own brake fluid for
operation. The fluid in the
hydraulic unit and the brake
hydraulic circuit is completely
separate.

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CONTROL UNIT

The control unit tar ABS mounted under the front seat calculates wheel speeds and calculates
de-acceleration of the wheels based on signals from the wheel-speed sensors.

Fail-safe function

If the control unit detects an ABS malfunction, the warning light comes ON to warn the driver,
and the system reverts to normal braking (no ABS) by operation of the fail-safe relay in the
relay box.

Self-diagnosis function

If the control unit detects an ABS malfunction, it stores it in it’s memory by using the check
connector, failures can be diagnosed with the ABS warning light and a voltmeter or a suitable
diagnostic tester All failures are stored in the memory of the control unit and are not erased
when the ignition switch is turned OFF.

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RELAY BOX

The relay box, mounted in the engine compartment, has the following functions:

Motor relay

Closes the pump motor circuit to build up hydraulic pressure in the hydraulic unit.

Fail-sate relay

Supplies the solenoids and motor relay with electrical power under normal conditions. Cuts
power to ABS system if failure occurs, and assures normal brake operation.

ADVANTAGES OF ANTI-LOCK BRAKE SYSTEM

During straight-ahead travel on a slippery road surface (low-friction coefficient) on one side.

Without ABS

When the brakes are applied during straight-ahead travel, the wheels on the slippery surface
lock and the front of the vehicle veers toward the side of the road with the highest friction
coefficient, thus causing a spin.

With ABS

Because the braking force is controlled in such a way that the wheels do not lock when the
brakes are applied the vehicle does not spin during braking and, as an added benefit, the
braking distance is usually shortened.

During a turn on a slippery road surface (low-friction coefficient)

Without ABS

When the brakes are applied suddenly, the wheels lock and the vehicle veers in the direction of
the turn, thus resulting in a spin.

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With ABS

Because the braking tome is controlled in such a way that the wheels do not lock, steering
performance is maintained and the vehicle can be driven around the turn.

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ALT723314 Brake System Operations and Functions Nov. 28, 2003 April 28, 2005 19
QUALIFICATION : AUTOMOTIVE SERVICING NC II

UNIT OF COMPETENCY : Service Brake System

MODULE : Identifying and Explaining Hydraulic Brake System

Operations and Functions

LEARNING OUTCOME #3 : Interpret schematic diagrams and circuitry

ASSESSMENT CRITERIA:

1. Japanese ABS schematic diagram interpreted.

2. European ABS schematic diagram interpreted.
3. American ABS circuit diagram interpreted

RESOURCES:

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ALT723314 Brake System Operations and Functions Nov. 28, 2003 April 28, 2005 20
LEARNING EXPERIENCES / ACTIVITIES

LO# 3 – Interpret schematic diagrams and circuitry

LEARNING ACTIVITIES SPECIAL INSTRUCTIONS

- ABS brake schematic diagram explained - Technical training Bulletin (Anti-Lock

Brake System)

- ABS circuit diagram interpreted - Bosch Handbook

- Today’s Technician

- FABS (international material)

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SYSTEM DIAGRAM

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HYDRAULIC SYSTEM DIAGRAM

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ELECTRICAL SYSTEM

Electrical system for ABS consists of the control unit, wheel speed sensors, brake light switch,
relay box, hydraulic unit, warning light, and wire harnesses.

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 INFORMATION SHEET LO#2

OPERATION OF ANTI-LOCK BRAKE SYSTEM

NORMAL BRAKING

During normal braking, there is no current flow to either solenoid valve A or B. Solenoid valve B
needle valve is held closed by spring pressure and solenoid valve A needle valve is pushed
open by accumulator pressure.

As a result, accumulator pressure passes through solenoid valve A and flows to chamber A;
pushing the control piston downward. In addition, accumulator pressure also pushes against the
bottom of cut-off valve B.

As the surface area of the two pistons to which pressure is applied is different (the control
piston has a larger surface area) cut off valve B and the cutoff valve A are held down.

Thus, the hydraulic pressure of the master cylinder passes between cut-off valve B and the
body and between cut-off valve B and cut-oft valve A, and flows to the wheel cylinder.

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PRESSURE-REDUCTION

When the wheel cylinder hydraulic pressure increases and the wheel is about to lock, the
control unit operates the solenoid valves to reduce pressure. As a result, there is current flaw to
bath solenoid valves A and 6; solenoid valve A closes and B opens. Accumulator pressure
pushes cut-off valve B upward as accumulator pressure in Chamber A is drained out to the fluid
reservoir. Out-off valve B then closes off the passage between it and the body. At the same
time valve A closes to cut-off master cylinder pressure to the wheel cylinder. At this time wheel
cylinder pressure pushes the control piston further upward, and because of the volume increase
of chamber B, the wheel cylinder pressure drops, causing a reduction in wheel braking.

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PRESSURE-RETENTION

When pressure retention is required the control unit switches solenoid valve B off and solenoid
valve A on. As a result, both valves dose, and the pressure of chamber B is retained. In
addition, cut-off valves B and A are held upward by the accumulator pressure; separating the
master cylinder and wheel cylinder.

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PRESSURE-INCREASE

When pressure-increase is required, the control unit switches off solenoid valves B or A.
As a result, solenoid valve B closes and solenoid valve A opens. Accumulator pressure pushes
against the cut-off valve B and the control piston. The control piston receives the greater force
and moves down compressing the fluid in chamber B and increasing wheel cylinder pressure.

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 ABS Manufacturing Specification

Test list
Valid for ABS 2 and ABS 26 with 35-pin ABS connector.

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Code No. Identifying and Explaining Hydraulic Date Developed Date Revised Page #
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The final check is in the form of test drive. With the engine running, the control lamp must go
out. Drive at a speed of at least 30 km/h (20mph) for longer than 20 sets. During this period, the
warning lamp must not light up again!

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ALT723314 Brake System Operations and Functions Nov. 28, 2003 April 28, 2005 31
PERFORMANCE TEST

Learner’s Name Date:

Test Attempt
Competency: Service Brake System 1st 2nd 3rd

Directions: OVERALL EVALUATION

Level
CALL INSTRUCTOR, ask Achieved PERFORMANCE LEVELS
instructor to assess 4 – Can perform this skill without supervision and with initiative
your performance in the and adaptability to problem situations.
following critical task 3 – Can perform this skill satisfactorily without assistance or
and performance criteria supervision.
below. 2 – Can perform this skill satisfactorily but requires some
assistance and/or supervision.
You will be rate based 1 – Can perform parts of this skill satisfactorily, but requires
on the overall evaluation considerable assistance and/or supervision.
on the right side.
Instructor will initial level achieved.

PERFORMANCE STANDARDS
For acceptable achievement, all items should receive a “Yes” Yes No N/A
or “N/A” response.
1. Explains function of brakes

2. Name and state the function

3. Types of hydraulic brakes identified

4. State operation of ABS brake

5. Name the specification of component

parts of ABS

6. Follow safety work practice

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DEFINITION OF TERMS

1. ABS- anti-lock brake system.

2. BOOSTER- a vacuum or hydraulic device attached to the master cylinder to ease

operation.

3. CONTROL VALVE- the component beneath the master cylinder that contains the hydraulic
controls for the brake system.

4. HYDRAULIC BOOSTER- a power brake booster operated by hydraulic pressure from the
power steering pump.

5. MASTER CYLINDER- the liquid filled cylinder in the hydraulic brake system where
hydraulic pressure is developed when the driver depresses the foot pedal.

6. METERING VALVE- a component that momentarily delays the application of front disc
brake until the rear drum brakes begin to move.

7. PROPORTIONING VALVE- regulates the hydraulic pressure in the rear brake system.

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ALT723314 Brake System Operations and Functions Nov. 28, 2003 April 28, 2005 33
Record of Achievement

Identifying and Explaining Hydraulic Brake System Operations and Functions

Learning Outcome #1 - Identify the types of hydraulic brake (hydraulic ABS) and its
corresponding component and function

Performance Criteria:

1. Function of brakes explained

2. Component of hydraulic brake identified.
3. Principle of operation of hydraulic brake explained.
4. Types of brakes explained and classified.

COMMENTS:
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Learner has satisfied the above performance criteria.

Learner signature: ……………………………………….

Trainer signature: ………………………………………..

Date: ……………………………………………………….

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ALT723314 Brake System Operations and Functions Nov. 28, 2003 April 28, 2005 34
Record of Achievement

Servicing Brake System

Learning Outcome #2 - Explain the operating principle of ABS equipped brake

Performance Criteria:

1. Operating principle of BOSCH ABS explained

2. Operating principle of TEVES ABS explained
3. Checking ECU is explained.
4. Checking sensors and actuator is explained and illustrated.

COMMENTS:
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Learner has satisfied the above performance criteria.

Learner signature: ……………………………………….

Trainer signature: ………………………………………..

Date: ……………………………………………………….

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ALT723314 Brake System Operations and Functions Nov. 28, 2003 April 28, 2005 35
Record of Achievement

Servicing Brake System

Learning Outcome #3 – Interpret schematic diagrams and circuitry

Performance Criteria:

1. Japanese ABS schematic diagram interpreted.

2. European ABS schematic diagram interpreted.
3. American ABS circuit diagram interpreted

COMMENTS:
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Learner has satisfied the above performance criteria.

Learner signature: ……………………………………….

Trainer signature: ………………………………………..

Date: ……………………………………………………….

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