Jeep Cherokee (XJ): Description and operation

Antilock brake system

DESCRIPTION

The purpose of the antilock system is to prevent wheel lockup during periods of high wheel slip. Preventing lockup helps maintain vehicle braking action and steering control.

The antilock CAB activates the system whenever sensor signals indicate periods of high wheel slip.

High wheel slip can be described as the point where wheel rotation begins approaching 20 to 30 percent of actual vehicle speed during braking. Periods of high wheel slip occur when brake stops involve high pedal pressure and rate of vehicle deceleration.

Battery voltage is supplied to the CAB ignition terminal when the ignition switch is turned to Run position.

The CAB performs a system initialization procedure at this point. Initialization consists of a static and dynamic self check of system electrical components.

The static check occurs after the ignition switch is turned to Run position. The dynamic check occurs when vehicle road speed reaches approximately 30 kph (18 mph). During the dynamic check, the CAB briefly cycles the pump and solenoids to verify operation.

If an ABS component exhibits a fault during initialization, the CAB illuminates the amber warning light and registers a fault code in the microprocessor memory.

OPERATION

During normal braking, the master cylinder, power booster and wheel brake units all function as they would in a vehicle without ABS. The HCU components are not activated.

During antilock braking fluid pressure is modulated according to wheel speed, degree of slip and rate of deceleration. A sensor at each wheel converts wheel speed into electrical signals. These signals are transmitted to the CAB for processing and determination of wheel slip and deceleration rate.

The ABS system has three fluid pressure control channels. The front brakes are controlled separately and the rear brakes in tandem. A speed sensor input signal indicating a high slip condition activates the CAB antilock program. Two solenoid valves are used in each antilock control channel. The valves are all located within the HCU valve body and work in pairs to either increase, hold, or decrease apply pressure as needed in the individual control channels. The solenoid valves are not static during antilock braking.

They are cycled continuously to modulate pressure.

Solenoid cycle time in antilock mode can be measured in milliseconds.

Controller antilock brakes

DESCRIPTION

The CAB is mounted to the HCU and operates the ABS system (Fig. 1) separate from other vehicle electrical circuits.

OPERATION

The CAB voltage source is through the ignition switch in the RUN position. The CAB contains dual microprocessors. A logic block in each microprocessor receives identical sensor signals. These signals are processed and compared simultaneously. The CAB contains a self check program that illuminates the ABS warning light when a system fault is detected.

Faults are stored in a diagnostic program memory and are accessible with the DRB scan tool. ABS faults remain in memory until cleared, or until after the vehicle is started approximately 50 times. Stored faults are not erased if the battery is disconnected.

Fig. 1 Controller Antilock Brakes

1 - HCU
2 - MOTOR
3 - CAB

Hydraulic control unit

DESCRIPTION

The HCU consists of a valve body, pump motor, and wire harness (Fig. 1).

OPERATION

Accumulators in the valve body store extra fluid released to the system for ABS mode operation. The pump provides the fluid volume needed and is operated by a DC type motor. The motor is controlled by the CAB.

The valves modulate brake pressure during antilock braking and are controlled by the CAB.

The HCU provides three channel pressure control to the front and rear brakes. One channel controls the rear wheel brakes in tandem. The two remaining channels control the front wheel brakes individually.

During antilock braking, the solenoid valves are opened and closed as needed. The valves are not static. They are cycled rapidly and continuously to modulate pressure and control wheel slip and deceleration.

During normal braking, the HCU solenoid valves and pump are not activated. The master cylinder and power booster operate the same as a vehicle without an ABS brake system.

During antilock braking, solenoid valve pressure modulation occurs in three stages, pressure increase, pressure hold, and pressure decrease. The valves are all contained in the valve body portion of the HCU.

PRESSURE DECREASE

The outlet valve is opened and the inlet valve is closed during the pressure decrease cycle.

A pressure decrease cycle is initiated when speed sensor signals indicate high wheel slip at one or more wheels. At this point, the CAB closes the inlet then opens the outlet valve, which also opens the return circuit to the accumulators. Fluid pressure is allowed to bleed off (decrease) as needed to prevent wheel lock.

Once the period of high wheel slip has ended, the CAB closes the outlet valve and begins a pressure increase or hold cycle as needed.

PRESSURE HOLD

Both solenoid valves are closed in the pressure hold cycle. Fluid apply pressure in the control channel is maintained at a constant rate. The CAB maintains the hold cycle until sensor inputs indicate a pressure change is necessary.

PRESSURE INCREASE

The inlet valve is open and the outlet valve is closed during the pressure increase cycle. The pressure increase cycle is used to counteract unequal wheel speeds. This cycle controls re-application of fluid apply pressure due to changing road surfaces or wheel speed.

Wheel speed sensors and tone wheel

DESCRIPTION

A speed sensor is used at each wheel. The front sensors are mounted to the steering knuckles. The rear sensors at the outboard end of the axle.

OPERATION

The sensors convert wheel speed into a small AC electrical signal. This signal is transmitted to the CAB. The CAB converts the AC signal into a digital signal for each wheel. This voltage is generated by magnetic induction when a tone wheel passes by the stationary magnet of the wheel speed sensor.

A gear type tone ring serves as the trigger mechanism for each sensor. The tone rings are mounted at the outboard ends of the front and rear axle shafts.

Different sensors are used at the front and rear wheels (Fig. 2). The front/rear sensors have the same electrical values but are not interchangeable. The sensors have a resistance between 900 and 1300 ohms.

Fig. 2 Wheel Speed Sensors

1 - FRONT SENSOR
2 - REAR SENSOR
3 - PICKUP FACE

FRONT SENSOR AIR GAP

Front sensor air gap is fixed and not adjustable.

Only rear sensor air gap is adjustable.

Although front air gap is not adjustable, it can be checked if diagnosis indicates this is necessary. Front air gap should be 0.36 to 1.5 mm (0.014 to 0.059 in.). If gap is incorrect, the sensor is either loose, or damaged.

REAR SENSOR AIR GAP

A rear sensor air gap adjustment is only needed when reinstalling an original sensor. Replacement sensors have an air gap spacer attached to the sensor pickup face. The spacer establishes correct air gap when pressed against the tone ring during installation.

As the tone ring rotates, it peels the spacer off the sensor to create the required air gap. Rear sensor air gap is 0.92-1.275 mm (0.036-0.05 in.).

Sensor air gap measurement, or adjustment procedures are provided in this section. Refer to the front, or rear sensor removal and installation procedures as required.

Combination valve

DESCRIPTION

The combination valve contains a pressure differential valve and switch and a rear brake proportioning valve. The valve is not repairable and must be replaced as an assembly if diagnosis indicates this is necessary.

OPERATION

PRESSURE DIFFERENTIAL VALVE

The pressure differential switch is connected to the brake warning light. The switch is actuated by movement of the switch valve. The switch monitors fluid pressure in the separate front/rear brake hydraulic circuits.

A decrease or loss of fluid pressure in either hydraulic circuit will cause the switch valve to shuttle to the low pressure side. Movement of the valve pushes the switch plunger upward. This action closes the switch internal contacts completing the electrical circuit to the red warning light. The switch valve will remain in an actuated position until repairs to the brake system are made.

PROPORTIONING VALVE

The proportioning valve is used to balance frontrear brake action at high decelerations. The valve allows normal fluid flow during moderate braking.

The valve only controls fluid flow during high decelerations brake stops.

G-switch

DESCRIPTION

The G-switch is located under the rear seat. The switch has directional arrow and must be mounted with the arrow pointing towards the front of the vehicle.

OPERATION

The switch (Fig. 3), provides an additional vehicle deceleration reference during 4x4 operation. The switch is monitored by the CAB at all times. The switch reference signal is utilized by the CAB when all wheels are decelerating at the same speed.

Abs warning lamp

DESCRIPTION

The amber ABS warning lamp is located in the instrument cluster. The lamp illuminates at start-up to perform a self check. The lamp goes out when the self check program determines the system is operating normal.

OPERATION

If an ABS component exhibits a fault the CAB will illuminate the lamp and register a trouble code in the microprocessor. The lamp is controlled by the CAB. The lamp is illuminated when the CAB sends a ground signal to the ABS relay. The ABS relay then grounds the lamp circuit and illuminates the lamp.

Fig. 3 G-Switch

1 - SWITCH PART NUMBER
2 - ARROW INDICATES FRONT OF SWITCH FOR PROPER MOUNTING