ase or bleed off the hydraulic pressure that is holding the wheel. The wheel will now rotate.
Since pressure from the master cylinder has been bleed off, the pump in the HCU will spool up and apply pressure. The outlet valve is closed and the inlet valve is opened. The pump applies pressure to the wheel.
If the wheel is still outside the wheel slip parameters, the cycle will start over. This happens very quickly. The operation of the solenoids and pump will cause a “kick back” or pulsation in the pedal.
HCU Mechanical Problems
Mechanical issues with the HCU are rare, but they can happen. Valve seats and pintles can become stuck or not seat properly due to debris, corrosion or contaminated brake fluid.
If the inlet/isolation valve is stuck open, it will not affect normal braking in any way. It will only hurt the ABS system. This could lead to a pulling condition during ABS activation.
If an outlet/dump valve is stuck open in one circuit, this could cause a pull condition during normal braking. This is due to the loss of brake pressure at a wheel. Typically, this is not discovered until brake hoses, calipers and other parts have been replaced.
Testing Solenoids Electrically
Sometimes a stuck or defective solenoid or pump will set a code. A solenoid has a resistance between 2 and 8 ohms. On some units, it is impossible to access the individual solenoids.
Testing of the unit with a scan tool with bi-directional control might be the best way to confirm the condition of the HCU.
Most vehicles equipped with ESC will have 12 valves or solenoids in the HCU. Eight solenoid control the wheels. Four additional solenoids can block off the master cylinder and allow the pump to send pressure to a specific wheel.
Understeer is a condition where the wheels are turned, but the vehicle continues to travel in a straight line. This is sometimes described as a push.
The ESC computer would see this event through the sensors. The wheel speed sensors in the front typically read slower than the rears. The computer would also see that the steering angle is greater than the intended path.
The ESC system needs to intervene before the event occurs. It needs to anticipate the problem and correct as the vehicle travels.
This is what the ESC sees during an understeer event. The SAS angle is at +52º, this means that the customer has the wheel turned to the right at a significant angle. Even with the steering wheel turned, the yaw and accelerometer read like the vehicle is going straight.
The APPS or throttle pedal position sensor shows the driver is off the gas and the brake pedal is not pressed.
The deciding information for the system is in the wheel speed sensor inputs. Between the front and rear there is a 6 to 9 mph difference between the front and rear speeds. The front wheels are traveling slower than the rears.
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Andrew Markel is the editor of Brake & Front End and Servicio Automotriz magazines. He has been with Babcox Media for more than 12 years. He is a technician and former service writer and holds several automotive certifications from ASE and aftermarket manufacturers. He can be reached at email@example.com.