This vehicle is equipped with the MK 25 E Continental Teves antilock braking system.

The vehicle is equipped with the following braking systems:

The following components are involved in the operation of the above systems:

The EBCM performs 1 initialization test each ignition cycle. The initialization of the EBCM occurs when 1 set of the following conditions occur:

OR

Both of the following conditions occur:

The initialization sequence cycles each solenoid valve and the pump motor, as well as the necessary relays, for approximately 1.5 seconds to check component operation. The EBCM sets a DTC if any error is detected. The initialization sequence may be heard and felt while it is taking place, and is considered part of normal system operation.

The EBCM defines a drive cycle as the completion of the initialization sequence.

When wheel slip is detected during a brake application, the ABS enters antilock mode. During antilock braking, hydraulic pressure in the individual wheel circuits is controlled to prevent any wheel from slipping. A separate hydraulic line and specific solenoid valves are provided for each wheel. The ABS can decrease, hold, or increase hydraulic pressure to each wheel brake. The ABS cannot, however, increase hydraulic pressure above the amount which is transmitted by the master cylinder during braking.

During antilock braking, a series of rapid pulsations is felt in the brake pedal. These pulsations are caused by the rapid changes in position of the individual solenoid valves as the EBCM responds to wheel speed sensor inputs and attempts to prevent wheel slip. These pedal pulsations are present only during antilock braking and stop when normal braking is resumed or when the vehicle comes to a stop. A ticking or popping noise may also be heard as the solenoid valves cycle rapidly. During antilock braking on dry pavement, intermittent chirping noises may be heard as the tires approach slipping. These noises and pedal pulsations are considered normal during antilock operation.

Vehicles equipped with ABS may be stopped by applying normal force to the brake pedal. Brake pedal operation during normal braking is no different than that of previous non-ABS systems. Maintaining a constant force on the brake pedal provides the shortest stopping distance while maintaining vehicle stability.

The EBCM closes the inlet valve and keeps the outlet valve closed in order to isolate the system when wheel slip occurs. This holds the pressure steady on the brake so that the hydraulic pressure does not increase or decrease.

The EBCM decreases the pressure to individual wheels during a deceleration when wheel slip occurs. The inlet valve is closed and the outlet valve is opened. The excess fluid is stored in the accumulator until the return pump can return the fluid to the master cylinder.

The EBCM increases the pressure to individual wheels during a deceleration in order to reduce the speed of the wheel. The inlet valve is opened and the outlet valve is closed. The increased pressure is delivered from the master cylinder.

When the driver releases the throttle, and the drag from the engine overcomes the frictional force between the tire and the road, EDC becomes active.

The EBCM sends a torque request signal to the ECM, which increases the torque at the wheels. This stabilizes the wheels by reducing the slip at the driven wheels.

When EDC is active, the driven wheels are controlled to a target below the non-driven wheels.

The electronic brake distribution (EBD) is a control system that replaces the hydraulic proportioning function of the mechanical proportioning valve in the base brake system. The EBD control system is part of the operation software in the EBCM. The EBD uses active control with existing ABS in order to regulate the vehicle's rear brake pressure.

The red brake warning indicator is illuminated when the dynamic rear proportioning function is disabled.

If your vehicle is equipped with Electronic Stability Control (ESC) and the optional 2.0L turbocharged engine, it also has a hydraulic brake boost feature which supplements the power brake system to maintain consistent brake performance under conditions of low brake booster vacuum. Low brake booster vacuum conditions can include initial start up after the vehicle has been parked for several hours, very frequent brake stops, or high altitude driving. When hydraulic brake boost is active, you might feel minor brake pulsation or movement in the pedal but this is normal.

The Hydraulic Brake Boost system activates (only) during a brake apply when the brake module detects low vacuum from the vacuum sensor mounted in the booster. The boost function in this case will be provided by the ESC system to provide metered brake pressure to the wheels. When the system activates to build pressure, the ECU will run the pump motor, opens the Electronic Shuttle Valve (ESV), and closes the Isolation Valves (NO TCS Valves) at the same time. The ECU runs the pump in pulsed cycles and builds pressure in the wheels that exceeds the TMC (with low vacuum in the booster). As the brake fluid is drained from the TMC, the brakes pedal will move accordingly (pulsing feel in pedal). Pump speed and duration are controlled by computed volume models in the ECU (information includes low vacuum sensed, TMC pressure, and pedal travel through the BAS sensor). If the pressure is reduced or vacuum restored while a Low Hydraulic Boost is required the wheel pressure can thus be continuously adjusted to the TMC pressure by selectively lowering the current on the Isolation Valve (NO TCS Valve).

When drive wheel slip is noted while the brake is not applied, the electronic brake control module (EBCM) will enter traction control mode.

First, the EBCM requests the engine control module (ECM) to reduce the amount of torque to the drive wheels via the serial data. The ECM reduces torque to the drive wheels by retarding spark timing and turning off fuel injectors. The ECM reports the amount torque delivered to the drive wheels via the serial data circuit.

If the engine torque reduction does not eliminate drive wheel slip, the EBCM will actively apply the drive wheel brakes. During traction control braking, hydraulic pressure in each drive wheel circuit is controlled to prevent the drive wheels from slipping. The master cylinder isolation valve closes in order to isolate the master cylinder from the rest of the hydraulic system. The prime valve then opens in order to allow the pump to accumulate brake fluid in order to build hydraulic pressure for braking. The drive wheel inlet and outlet solenoid valves then open and close in order to perform the following functions:

Traction Control Switch Off, or Competitive Mode:

The Traction switch has multiple functions depending on the switch sequence applied. The Traction will be re-enabled by default when an ignition cycle is performed. When the Traction switch is pushed once, only the Traction control will be disabled. When the Traction switch is pressed twice within a 5 second time frame the EBCM will disable Traction and put the VSES into a Competitive mode which will limit VSES control. When the Traction switch is pressed and held for 5 seconds the Traction and VSES will be disabled

The instrument panel cluster (IPC) illuminates the Antilock Brake System (ABS) indicator when the following occurs:

TRAC OFF

The instrument panel cluster (IPC) illuminates the TRAC OFF indicator when the following occurs:

The vehicle stability enhancement system (VSES) adds an additional level of vehicle control to the EBCM.

Yaw rate is the rate of rotation about the vehicle's vertical axis. The VSES is activated when the EBCM determines that the desired yaw rate does not match the actual yaw rate as measured by the yaw rate sensor.

The desired yaw rate is calculated from the following parameters:

The difference between the desired yaw rate and the actual yaw rate is the yaw rate error, which is a measurement of oversteer or understeer. If the yaw rate error becomes too large, the EBCM attempts to correct the vehicle's yaw motion by applying differential braking to the appropriate wheel. The amount of differential braking applied to the left or right front wheel is based on both the yaw rate error and side slip rate error.

The VSES activations generally occur during aggressive driving, in turns or on bumpy roads without much use of the accelerator pedal. When braking during VSES activation, the pedal pulsations feel different than the ABS pedal pulsations. The brake pedal pulsates at a higher frequency during VSES activation.