STEERING SYSTEM

1 STEERING SYSTEM:
The steering system or mechanism works with the suspension system to provide a safe handling car.

1.1 FUNCTION OF STEERING SYSTEM

The steering system must perform several important functions.

 Converts the rotary movement of the steering wheel into an angular turn of the front wheels and
sometime rear wheels and helps in swinging the wheels to left or right.
 Multiplies the effort of the driver in order to make it fairly easy to turn the wheels (i.e. provide
the mechanical advantage to the driver). The driver should be able to turn the vehicle with little
effort, but not so easily that it is hard to control.
 Absorbs a major part of the road shocks thereby preventing them to get transmitted to the hands
of the driver.
 To provide directional stability of the vehicle while going straight ahead, in other words when a
vehicle is being driven straight ahead, the steering system must keep it from wandering without
requiring the driver to make constant correction.
 The steering system should have self rightening effect so that when the driver releases the
steering wheel after negotiating the turn, the wheel should try to achieve straight ahead position.

1.2 TYPES OF STEERING SYSTEM

There are two major types of steering system

Manual Steering System

 Rack and Pinion type steering system.

 Worm and Roller type steering system.

Power Steering System

 Hydrolical type steering system.

 Electrical type steering system.
1.2.1 Manual steering system
The steering system is composed of three major sub-systems, the Steering Linkage, Steering Gears and
Steering Column and wheel. As the steering wheel is turned by the driver, the steering gear transfers this
motion to the steering linkage. The steering linkage turns the wheels to controls the vehicle direction.
These three major assemblies are In all steering systems.

1.2.2 STEERING LINKAGE

Steering linkage which connect the steering box to the steering knuckle at front wheel. The steering
linkage transfers the motion of the steering gear output shaft to the steering arms, turning the wheels
to maneuver the vehicle.
1.2.3 STEERING GEARBOX
There are two basic types of steering gear box.

 Rack and pinion

 worm gear box

Each has a different linkage arrangement. The gear box in the steering system makes it easier for the
driver to turn the steering wheel and to control the vehicle. The linkage transfer movement from the
steering box to the front wheels. The gear mounted on the lower end of the steering column, that are
used to multiply the driver turning force. It converts the rotary motion of the steering wheel into the
straight-line motion.

1.2.4 STEERING COLOUMN

The steering column provides the connection between the steering wheel and the rack or steering gear.
They may have one or two universal joints, which allow the rack or steering gear to be somewhere other
than right under the steering wheel. Many older steering columns were completely solid. In a front-end
collision, it was common for steering columns to force the steering wheel up and into the driver. Modern
systems have some kind of device that will break or sheer in a front-end collision to allow the column to
collapse, preventing further injury to the driver. The steering column will most likely have 2 bearings,
holding the shaft in place but allowing it to rotate when the driver turns the steering wheel. These
bearings, over time, can make noise when turning the steering wheel and will need to be lubricated or
replaced.

1.3 RACK AND PINION STEERING SYSTEM

Rack-and-pinion steering is quickly becoming the most common type of steering on cars, small trucks and
SUVs. It is actually a pretty simple mechanism. A rack-and-pinion gearset is enclosed in a metal tube, with
each end of the rack protruding from the tube. A rod, called a tie rod, connects to each end of the rack.
The pinion gear is attached to the steering shaft. When you turn the steering wheel, the gear spins, moving
the rack. The tie rod at each end of the rack connects to the steering arm on the spindle.

The rack-and-pinion gearset does two things:

 It converts the rotational motion of the steering wheel into the linear motion needed to turn
the wheels.
 It provides a gear reduction, making it easier to turn the wheels.
RACK The rack is a toothed bar contained in a metal housing. The rack maintains the correct height of the
steering components so that the tie rod movement is able to parallel control arm movement. The rack is
similar to the parallelogram center link in that its sideways movement in the housing is what pulls or
pushes the tie-rods to change wheel directions.

PINION The pinion is a toothed or worm gear mounted at the base of steering column assembly where it
is moved by the steering wheel. The pinion gear meshes with the teeth in the rack so that the rack is
propelled sideways in response to the turning of the pinion.

TIE-RODS Tie-rods in rack and pinion systems are very similar to those used on parallelogram systems.
The consists of inner and outer ends and adjusting sleeves or bolts. The inner-tie-rod ends on rack and
pinion units are usually spring-loaded ball sockets that screw onto the rack ends. They are preloaded and
protected against contaminants entry by rubber bellows or boots.

STEERING WHEEL The steering wheel is the driver’s interface for the steering system. steering wheels with
a larger diameter allow the driver to deliver more torque to the steering column with less effort. Many
drivers install a smaller “racing steering wheel” which provides less of a mechanical advantage. This makes
the steering feel more like a go-cart.

STEERING GEAR Steering gears tend to be used more on heavy duty applications. In this type of system,
the steering column is connected to the steering gears worm shaft. This worm shaft has the ball nut
assembly riding on it with ball bearings. The ball nut assembly has teeth on one side which mesh with the
pitman or sector shaft, which controls the arms and tie-rods of the steering system. As the worm shaft is
rotated, the ball nut assembly is moved from side to side depending on which way the worm shaft is
rotated. This movement of the ball nut assembly rotates the sector shaft. The worm shaft needs to be
rotated several times by the steering column to get just a few degrees of sector shaft rotation. This means
that the worm shaft has a mechanical advantage over the sector shaft, even without power steering.
1.3.1 RECIRCULATING BALL SREERING
The recirculating ball nut steering system is very similar to the worm & nut mechanism. It has helical
grooves on the steering gear (worm). It also has the corresponding grooves on the nut. The steering gear
and nut are bridged by the small steel balls. These steel balls help to reduce friction. Besides, these balls
can roll in and out and recirculate in a loop system. As the driver rotates the steering, the steering column
turns the worm gear on the end of the shaft. It moves the recalculating the balls and causes the steering
linkage to move. The recirculating ball nut steering gear is an improved form of worm & nut mechanism.
It has a nut with steel balls acting as threads which provide higher mechanical efficiency of 90%. The
recirculating ball mechanism has a half nut and transfer tube that contains the balls. It feeds the balls back
to the nut by employing the half nut with the transfer tube. A peg of the nut is located in the rocker arm.
The balls pass from one side by rotating the cam of the worm. Any movement of the balls along the track
of the cam carries the nut along with it because the nut cannot turn. This movement causes the rocker
shaft to rotate. The recirculating ball nut steering gear is quite efficient because the frictional losses are
minimal. The chances of failure of this type of steering are almost none.

1.3.2 FUNCTION OF STEERING

 Achieve Angular Motion of Steering Wheels.

 Provide directional Stability of vehicle when going straight ahead.
 Minimize Tire Wear.
 Provide perfect steering condition.
 Transmit road feel to the driver’s hand.
 Maintain correct amount of effort needed to turn the wheels.
  Allow for suspension action.

1.3.3 PARTS AND ITS FUNCTION

STEERING LINKAGE One type of steering linkage for a recirculating ball-type steering gear consists of a
steering gear Pitman arm, a relay rod (center link), two adjustable tie rods and an idler arm. The Pitman
arm is splined on the steering gear sector shaft. When the steering wheel turns the sector shaft the Pitman
arm swings in an arc. The swinging end of the Pitman arm is connected to the relay rod through an
adjustable ball and socket joint. The relay rod is connected to an idler arm fastened to the frame opposite
the steering gear. The center link which is connected to the tie rods transfers the swinging motion to a
back-and-forth motion of the steering arms. The steering arms are connected to the steering knuckles
which control the front wheels.

STEEL BALLS The steering gear and nut are bridged by the small steel balls. These steel balls help to reduce
friction. Besides, these balls can roll in and out and recirculate in a loop system. As the driver rotates the
steering, the steering column turns the worm gear on the end of the shaft

STEERING GEAR There has to be some free play in the steering wheel, and as general rule one to two
inches of free play is okay when the steering column is unlocked. If you can move the steering wheel more
than an inch or two when the vehicle is standing still and the front wheels do not move, there is too much
free play in the steering wheel. This can be caused by wear in the steering linkage and/or the steering
gear. Raise the front of the vehicle, and place the safety stands under the frame and behind the front
tires. Chock both rear wheels, and leave the vehicle in gear or Park. Check that the steering gear housing
bolts are tight to the frame. Move each of the front wheels by grasping the sides of the tire and moving it
back and forth with a rocking motion. There should not be any excessive movement, but if there is, check
the tie rod ends and the ball joints. To check for wheel bearing wear grasp each wheel at the top and
bottom and try to rock it. There should be minimal movement. Excessive play may indicate the wheel
bearing is worn or needs adjustment or replacement.

WORM SHAFT In vehicles with the collapsible style steering column the worm shaft is SECTOR GEAR
WORM GEAR shortened and protrudes out PITMAN SHAFT of the steering PITMAN ARM box as a stub
shaft. This stub shaft is connected by a coupler (rag joint) to another shaft that the steering wheel is
mounted on.
2 POWER STEERING

2.1 DEFINATION
Power Steering is a system for steering which uses power from the engine so that it is easier for the driver
to steer the vehicle. Power steering system in the vehicle enables the driver to steer the wheels with some
source of power other than the drivers manual force. The power-steering unit is designed to reduce the
amount of effort required to turn the steering wheel. It also reduces driver fatigue on long drives and
makes it easier to steer the vehicle at slow road speeds, particularly during parking.

Power steering can be broken down into two design arrangements: conventional and nonconventional or
electronically controlled. In the conventional arrangement, hydraulic power is used to assist the driver. In
the nonconventional arrangement, an electric motor and electronic controls provide power assistance in
steering. There are several power-steering systems in use on passenger cars and light-duty trucks. The
most common ones are the integral-piston, and power assisted rack and pinion system.

In any of these systems, the power steering pump is the heart of the system because it supplies the
necessary pressure to assist steering. The power steering pump drive belt is a simple, but very important,
component in the power steering system.
2.2 POWER STEERING PUMP DERIVE BELTS
Many power steering pumps are driven by a V-belt that surrounds the crankshaft pulley and the power
steering pump pulley. The V-belt may also drive other components, such as the water pump.

POWER STEERING

INTEGRAL PISTON SYSTEM The integral piston system is the most common conventional power-steering
systems in use today. It consists of a power-steering pump and reservoir, power-steering pressure and
return hose, and steering gear. The power cylinder and the control valve are in the same housing as the
steering gear. On some recent model cars and light trucks, instead of the conventional vacuum-assist
brake booster, the hydraulic fluid from the power-steering pump is also used to actuate the brake booster.
This brake system is called the hydro-boost system.

POWER-ASSISTED RACK AND PINION The power-assisted rack and pinion system is similar to the integral
system because the power cylinder and the control valve are in the same housing. The rack housing acts
as the cylinder and the power piston is part of the rack. Control valve location is in the pinion housing.
Turning the steering wheel moves the valve, directing pressure to either end of the back piston. The
system utilizes a pressure hose from the pump to the control valve housing and a return line to the pump
reservoir. This type of steering system is common in front-wheel-drive vehicles.

2.3 PARTS OF POWER STEERING

The components that have been added for power steering provide the hydraulic power that drives the
system. They are the

 Power-steering pump,
 Flow control pressure relief valves,
 Reservoir,
 Spool valves and
 Power pistons
 Hydraulic hose lines
 Gearbox

POWER STEERING PUMP The steering pump is used to develop hydraulic flow, which provides the force
needed to operate the steering gear. The pump is belt driven from the engine crankshaft, providing flow
any time the engine is running. It is usually mounted near the front of the engine. The pump assembly
includes a reservoir and an internal flow control valve. The drive pulley is normally pressed onto the
pump’s shaft. There are four general types of power-steering pumps: roller, vane, slipper, and gear.
Functionally, all pumps operate in the same basic manner. Hydraulic fluid for the power-steering pump is
stored in a reservoir. Fluid is routed to and from the pump by hoses and lines. Excessive pressure is
controlled by a relief valve

POWER STEERING PUMP DRIVE BELTS Many power steering pumps are driven by a belt that connects
the crankshaft pulley to the power-steering pump pulley.

FLOW CONTROL AND PRESSURE RELIEF VALVE Valves A pressure relief valve controls the pressure
output from the pump. This valve is necessary because of the variations in engine rpm and the need for
consistent steering ability in all ranges from idle to highway speeds. It is positioned in a chamber that is
exposed to pump outlet pressure at one end and supply hose pressure at the other. A spring is used at
the supply pressure end to help maintain a balance.
As the fluid leaves the pump rotor, it passes the end of the flow control valve and is forced through an
orifice that causes a slight drop in pressure. This reduced pressure, aided by the springs, holds the flow
control valve in the closed position. All pump flow is sent to the steering gear.

POWER STEERING GEARBOX A power-steering gearbox is basically the same as a manual recirculating
ball gearbox with the addition of a hydraulic assist. A power-steering gearbox is filled with hydraulic fluid
and uses a control valve in a power rack and pinion gear, the movement of the rack is assisted by
hydraulic pressure. When the wheel is turned, the rotary valve changes hydraulic flow to create a
pressure differential on either side of the rack. The unequal pressure causes the rack to
move toward the lower pressure, reducing the effort required to turn the wheels. The integral power
steering has the spool valve and a power piston integrated with the gearbox. The spool valve directs the
oil pressure to the left or right power chamber to steer the vehicle. The spool valve is actuated by a lever
or a small torsion bar.

FLOW AND PRESSURE RELIEF VALVE The flow control valve regulates pressure and flow output from the
pump to provide for consistent power-assist during variations in engine rpm. When the engine speed
increases, the pump can deliver more flow than is required to meet system requirements. When outlet
pressure reaches a preset level, the pressure relief ball is forced off its seat, creating a greater pressure
differential at the two ends of the flow control valve. This allows the flow control valve to open wider,
permitting more pump pressure to flow back to the pump inlet, and pressure is held at a safe level.
3 BRAKE SYSTEM

3.1 DEFINATION
Brake System Overview The braking system is the most important system in your car. If your brakes fail,
the result can be disastrous. Brakes are actually energy conversion devices, which convert the kinetic
energy (momentum) of your vehicle into thermal energy (heat). When you step on the brakes, you
command a stopping force ten times as powerful as the force that puts the car in motion. The braking
system can exert thousands of pounds of pressure on each of the four brakes. In modern systems, the
master cylinder is power-assisted by the engine. All newer cars have dual systems, with two wheels'
brakes operated by each subsystem. That way, if one subsystem fails, the other can provide reasonably
adequate braking power. Safety systems like this make modern brakes more complex, but also much
safer than earlier braking system.

3.2 PARTS OF BRAKE SYSTEM

The brake system is composed of the following basic components:

 Master cylinder
 Brake Lines
 Brake Hoses
 Slave Cylinders
 Brake Padel
 Brake Shoe
 Pads

The "master cylinder" which is located under the hood, and is directly connected to the brake pedal,
converts your foot's mechanical pressure into hydraulic pressure. Steel "brake lines" and flexible "brake
hoses" connect the master cylinder to the "slave cylinders" located at each wheel. Brake fluid, specially
designed to work in extreme conditions, fills the system. "Shoes" and "pads" are pushed by the slave
cylinders to contact the "drums" and "rotors" thus causing drag, which slows the car.

BRAKE PADEL The brake pedal is a lever used to decrease the amount of driver effort needed to apply
the brakes. The size of the pedal and the amount of leverage obtained are based on the overall design of
the brake system. The brake pedal is also used to operate electrical switches for the stop lights, cruise
control, transmission torque converter, antilock brakes, and traction control systems.

DISC BRAKE Disc brakes use a clamping action to produce friction between the "rotor" and the "pads"
mounted in the "caliper" attached to the suspension members. Inside the calipers, pistons press against
the pads due to pressure generated in the master cylinder. The pads then rub against the rotor, slowing
the vehicle. Disc brakes work using much the same basic principle as the brakes on a bicycle; as the caliper
pinches the wheel with pads on both sides, it slows the bicycle. Disc brakes offer higher performance
braking, simpler design, lighter weight, and better resistance to water interference than drum brakes.

Disc brakes, like many automotive innovations, were originally developed for auto racing, but are now
standard equipment on virtually every car made. On most cars, the front brakes are of the disc type, and
the rear brakes are of the "drum" type. Drum brakes use two semi-circular shoes to press outward against
the inner surfaces of a steel drum. Older cars often had drum brakes on all four wheels, and many new
cars now have 4-wheel disc brakes.

DRUM BRAKE The brake drum is a heavy flat-topped cylinder, which is sandwiched between the wheel
rim and the wheel hub. The inside surface of the drum is acted upon by the linings of the brake shoes.
When the brakes are applied, the brake shoes are forced into contact with the inside surface of the
brake drums to slow the rotation of the wheels. The drums are usually covered with fins on their outer
surfaces to increase cooling. They are not cooled internally, because water could enter through the air
vent cooling holes and braking would then be greatly impaired. Drum brakes are found on the rear
wheels of older cars, but they are increasingly being fazed out in favor of rear disc brakes. Drum brakes
were standard equipment on all four wheels of most cars until the early 70's.

BRAKE CALIPER The caliper works like a C-clamp to pinch the pads onto the rotor. It straddles the rotor
and contains the hydraulic "slave cylinder" or "wheel cylinder" piston(s). One caliper is mounted to the
suspension members on each wheel. The caliper is usually mounted onto the spindle, allowing it to
deliver the torsional force of the wheel to the chassis via the control arms. Brake hoses connect the
caliper to the brake lines leading to the master cylinder. A "bleeder valve" is located on each caliper to
allow air bubbles to be purged from the system.

“Floating caliper" disc brakes, the most common variety, allow the caliper to move from side to side
slightly when the brakes are applied. This is because only one pad moves (in relation to the caliper).
Some calipers contain two or four separate pistons. These calipers are fixed in place; i.e., there is no
lateral movement like the floating caliper, the pistons take up the slack on each side of the rotor. These
are called "dual cylinder" or "dual piston" calipers, and are standard equipment on many performance
cars.

WHEEL (SLAVE) CYLINDER Wheel cylinders, also called the "slave" cylinders, are cylinders in which
movable piston(s) convert hydraulic brake fluid pressure into mechanical force. Hydraulic pressure against
the piston(s) within the wheel cylinder forces the brake shoes or pads against the machined surfaces of
the drum or rotor. There is one cylinder (or more in some systems) for each wheel. Drum brake wheel
cylinders are usually made up of a cylindrical casting, an internal compression spring, two pistons, two
rubber cups or seals, and two rubber boots to prevent entry of dirt and water. This type of wheel cylinder
is fitted with push rods that extend from the outer side of each piston through a rubber boot, where they
bear against the brake shoes. In disc brakes, the wheel cylinder is built into the caliper. All wheel cylinders
have bleeder screws (or bleeder valves) to allow the system to be purged of air bubbles.

As the brake pedal is depressed, it moves pistons within the master cylinder, pressurizing the brake fluid
in the brake lines and slave cylinders at each wheel. The fluid pressure causes the wheel cylinders' pistons
to move, which forces the shoes or pads against the brake drums or rotors. Drum brakes use return springs
to pull the pistons back away from the drum when the pressure is released. On disc brakes, the calipers'
piston seals are designed to retract the piston slightly, thus allowing the pads to clear the rotor and
thereby reduce rolling friction.

3.3 ABS SYSTEM (ANTI-LOCK BRAKING SYSTEM)

3.3.1 DEFINATION
ABS (Anti-lock Braking System) is a braking system that ensures full control of the steering wheel by
preventing the vehicle from locking the wheels in sudden braking situations in all road conditions and at
all speeds. ABS system is developed to prevent the locking of the wheels on motor land vehicles. In the
case of ABS braking, the change in the number of revolutions of each wheel is controlled by an
electronic control unit which is called Brake Control Module (BCM or EBCM). While driving, it may need
to urgently press the brake pedal because of the various obstacles that appear in front of the car. In
such cases, both the clutch and the brake or only brake pedal must be pressed at the same time very
strongly in order to stop the car. Otherwise, the car might hit the object, or it could lead to an accident
that will cause a huge damage.

When the brake pedal is suddenly pressed, the wheels of vehicles that do not have an ABS system lose
their connection with the steering wheel and are locked. Therefore, in this case the wheels cannot sense
the commands from the steering wheel. These locked wheels reduce the vehicle's maneuverability to
zero. However, vehicles with an ABS system do not lock the wheels in sudden braking situations. The
driver can easily get rid of the car in a simple maneuver by turning the steering wheel light slightly while
the car is skidding.

ABS is a system that does not lose the connection of the wheels with the steering wheel when the brake
pedal is pressed. It stops the wheels by sending a command to the wheels with very short intervals, and
after a very short time it sends the command again to deactivate squeezed brake calipers. This sequence
state is repeated twenty times in a second. The aim is; when a car at high speed it cannot suddenly
stops, it cannot stay where it is due to moment of inertia. So, it continues to slide forward suddenly. At
this time, passengers inside the vehicle can even jump out of the windshield. However, ABS slow the
wheels and stops the car in a controlled way.

3.3.2 PRINCIPLE OF ABS

As already mentioned, the improvement of the ABS is to stop the vehicle as quickly as possible in a
controlled manner when the intended braking is applied. When non-ABS vehicles are braked, one or
more than one wheels can be locked, resulting in a longer brake distance, losing steering wheel control
and in the worst scenario case, there could be a fatal accident.

There are many parts that make up ABS. This system receives information from the sensors and then
effects the hydraulics of the brakes. When a rapid lock is detected, the anti-lock system reduces the
hydraulic pressure in the brake cylinders, releasing the brakes and preventing the wheels from locking.
The master cylinder controls the hydraulic pressure in the brake cylinder. The hydraulic system connects
to the master cylinder with brake cylinder. The hydraulic fluid must pass through a chamber to reach
master cylinder and brake cylinder. When the brakes are in normal use, the valve is open and the
pressure in the reservoir is the same as the pressure in the main cylinder and in this case the anti-lock
braking system does not work since there is no rapid braking.

When the sensor detects sudden braking, the control valve moves. The control valve determines the
pressure in the gap in front of the actuator. Larger pressure in the chamber upstream of the actuator
causes back slip and closes the valve between the master cylinder and chamber. As the actuator slides
backwards, the volume of fluid in the reservoir increases. This reduces the pressure of the hydraulic fluid
and releases the brakes which prevent locking.
3.3.3 COMPONENTS OF ABS

3.3.3.1 HYDROLIC CONTROL UNIT

The hydraulic unit adjusts the brake cylinder pressure of each wheel with commands coming from the
engine control unit (ECU). During this adjustment, solenoid valves are used. Where the car's engine is
located, the main brake is positioned between the master cylinder and the wheel brake cylinders. Thus,
the connections to the brake center cylinders and the links to the wheel brake cylinders are kept short.
The hydraulic units have inlet and outlet solenoid valves for controlling each wheel pressure. The ECU
plays an important role in this part and fulfills all electronic and electrical tasks with the control
functions of the system.

3.3.3.2 WHEEL SPEED SENSOR

The ECU, or engine control unit, uses the signals from the wheel speed sensors to calculate the speed of
the car's wheels. There are two principles in this regard, active and passive wheel speeds. Whether
active or inactive, both speeds measure the speed of the wheels with the magnetic field, without
touching the wheels. Today more active sensors are used. Active sensor variants can control both the
direction of rotation of the wheels and the speed of the wheels.
3.3.3.3 DECELERATION SENSOR
During braking on four-wheel-drive vehicles, it detects the vehicle's deceleration rate and sends these
signals to the ECU. The ECU uses these signals to determine precisely the road surface conditions and
make the required control measurements. The deceleration speed sensor is located in the luggage
compartment in passenger cars and in the engine compartment in other vehicles. Deceleration sensor
contains two pairs of LEDs (light emitting diode) and one channel with photo transistor plate and a signal
conversion circuit.

When the vehicle's deceleration rate changes, the channel plate is rocked along the longitudinal direction
of the vehicle in accordance with the deceleration rate. Channels on the channel plate open and close the
photo transistor by cutting off the light coming from the photo-transistor from the LEDs. The rate at which
these transistors turn on and off is divided into four levels, which are signaled to the ECU.

3.3.3.4 VALVES
The Hydraulic Control Unit controls these valves which are continuously active in the system.

The main tasks of valves are;

In the first position, valve open; the pistons in the caliper are braked by giving full power to them.

In the second position cuts the valve line; it cuts off the hydraulic flow on the line leading to the piston
and no power is transmitted even when the pedal is pressed. In The third position, half open; in this mode
a certain amount of hydraulic is allowed to pass and pressure is applied to the pistons while the brake
force is kept under control so that the line is not completely opened.
3.3.3.5 HYDROLIC PUMP
When the flow of the valve line is stopped, the hydraulic pressure is released from the pump to regain the
lost pressure. This process is repeated every time when the hydraulic pressure decreased due to opening
of valves. It is located on the hydraulic unit. In the fault condition, the ABS is deactivated and the ABS
warning lamp lights up.

3.3.3.6 HYDROLIC CONTROL MODULE

ABS Control Module is a microprocessor that evaluates the information transmitted by the wheel speed
sensors and with this information it controls the ABS system by giving the necessary commands to the
actuators. Generally, it is located under the hydraulic unit. In some vehicles the hydraulic unit may have
been mounted at a different location. In the event of a fault, the ABS and the connected systems are
disabled, some failures may cause problems with other systems, and the ABS warning lamp is turn on.