![]() Typical antilock brake system (ABS) pressure, wheel and vehicle speed characteristics with respect to time This continues until the required pressure build-up against the caliper piston produces the desired retardation to the vehicle.įig. When the brakes are applied, fluid flows unrestricted from the master cylinder to the wheel cylinder via the solenoid piston armature type valve central passage. 11.41(a)) Under normal braking conditions, the solenoid is disengaged and the armature valve is held in its lowest position by the return spring. In the following description of the anti-skid system operating, only one wheel is considered for simplicity. By these means, the wheel cylinder fluid pressure is matched to the optimum braking severity relative to the condition of the road surface. The return flow pump, with its inlet and outlet ball valves, transfers fluid under pressure from the reducer accumulator to the master cylinder output leading to the brake cylinders. The reduced pressure accumulator rapidly depressurizes the wheel cylinder pipe line fluid when the solenoid valve opens the return passage, due to the diaphragm chamber space instantly enlarging to absorb the outflow of fluid. The solenoid valve switches half or fully on and off through the control unit's solid-state circuits, causing the master cylinder to wheel cylinder fluid supply to be interrupted many times per second. 11.41(a)) This unit combines the solenoid control valves one for each wheel, an accumulator for each of the dualbrake circuits and a twin cylinder return flow pump driven from an electric motor. ![]() The voltage is transmitted to the control unit whenever the road wheels are rotating, regardless of whether the brakes are applied.įig. The coil wrapped around the magnetic cone senses the changing intensity of the magnetic field as the teeth or ribs pass through the flux lines and so an alternating voltage is induced in the coil, whose frequency is proportional to the speed of the rotating wheel. As the wheel and excitor revolve, the teeth and gaps or ribs and slots of the excitor pass through the magnetic field of the sensor. A number of teeth or slots are arranged radially which, with the speed of rotation of the road wheel, determine the frequency of the signal transmitted to the electronic-control unit. The excitor may be of the tooth ring or rib-slot ring type attached to the rotating wheel hub or drive shaft. 11.40) The speed sensor uses the variable reluctance magnetic sensing principle, whereby a cylindrical permanent magnetic core with a coil wire wound around it, mounted on the stationary hub carrier, axle casing or back plate, produces a magnetic field (flux) which overlaps the rotating excitor ring. So I am not sure where pin94 on the ECU is and I don't know what he means by pin94/28.Speed sensor and excitor ( Fig. When I switched the pin19 wire to pin66 in the ECU large harness, I saw that I only have 81 pins in the large ECU harness. "move pin 94/28 to pin 94/90, then move the engine harness side of pin 9 to pin 6 in the orange connector in the plenum (under the wipers)" I am really stuck on these instructions for the VSS Pin1 to battery positive and pin3 to battery negative just to try it. VSS - I ran a wire from pin56 of the TCU harness to pin2 on the VSS harness. I am not sure what to do with the red/grey wire that I cut at the 175 socketĤ. I already have the black/blue out of the 175 socket and the black/green wire both connected to the black/blue wire on the clutch switch. ![]() Cruise - I don't understand this part "Connect the Grey/Red or Yellow/Green wire on the 175 socket to the other side of the blue or black clutch pedal switch". I reversed the wiring on the clutch pedal switch, but no change.ģ. the engine starts fine, but only with the clutch up. I followed the instructables write up for the wiring part. The mechanical steps and most of the wiring are all done. I am most of the way through a 5spd swap.
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