ENRESO.

WORLD

Traction Control
System
Created by Istas René - enreso.world

Graduated in Autmotomotiv Technolgogys

Traction Control (TCS) is an option that is often found on vehicles equipped
with antilock brake systems (ABS). Traction control is essentially an "add-
on" feature to ABS that improves traction when the vehicle is accelerating
on a wet or slick surface, or is accelerating too quickly for the tires to
maintain their grip. Traction control prevents wheel spin by applying the
brakes on the drive wheel that is losing traction, and/or momentarily
reducing engine torque by various methods. The main difference between
ABS and TCS, therefore, is that ABS only comes into play when braking
while TCS only comes into play while accelerating.

TRACTION CONTROL SYSTEM COMPONENTS

Traction control shares many of the same components and sensor inputs
with the ABS system:

* A common control module is often used with additional software and

control circuits for TCS. In some vehicles, a separate TCS control module
may be used.

* The same wheel speed sensors are used to monitor wheel speeds.
* The same pump and high pressure accumulator are used to generate and
store hydraulic pressure for TCS braking.

* The same modulator (with a couple of extra solenoid valves) is used to

control braking.

HOW TRACTION CONTROL WORKS

The primary input to the TCS control program comes from the wheel speed
sensors. The sensors continually monitor the speed of the wheels anytime
the vehicle is moving. The sensors generate a signal that is proportional to
wheel speed, so by comparing wheel speeds the ABS/TCS system can
detect changes that indicate a wheel is losing traction, skidding or spinning.

When traction control is needed, it applies the brakes on the drive wheel(s)
that is losing traction. Slowing the wheel allows it to regain traction. At the
same time, torque is shifted through the open differential to the opposite
wheel that still has traction.

Applying the brakes requires routing pressure from the ABS pump and high
pressure accumulator through the ABS modulator. Traction control typically
adds an extra solenoid valve in the ABS modulator for each drive wheel's
brake circuit. This allows the system to apply pressure to slow the drive
wheel if the wheel starts to spin. The ABS solenoids for the same brake
circuit may also be called into play to hold, release and reapply pressure as
needed until traction is regained.

Most traction control systems will discontinue braking after a certain length
of time or after so many repeated braking applications to prevent the brakes
from overheating (as when driving in mud or snow).

If both wheels are losing traction, traction control may brake both wheels
equally to slow them down enough so that they can regain traction, and/or it
may also send a request to the powertrain control module (PCM) to reduce
engine torque until traction is regained. Depending on the vehicle
application, any of a number of different torque reduction strategies may be
used or combined:

* On some applications (Corvette, for example) a "throttle relaxer" is used.

This device is attached to the throttle linkage and pulls against the linkage
to reduce the throttle opening when traction control is needed. The driver
can feel the relaxer pushing back against his foot telling him to ease up on
the gas.
* On vehicles with throttle-by-wire (new Mustangs, for example), there is no
cable or mechanical linkage between the gas pedal and throttle. The throttle
is controlled electronically by the PCM based on sensor inputs from the gas
pedal. Here, the traction control system may ask the PCM to momentarily
reduce the throttle opening if a wheel is slipping.

* On other applications, TCS may ask the PCM to retard spark timing
and/or disable one or more fuel injectors (up to four injectors on a V8) to
reduce engine torque if braking alone is not enough to regain traction.

* On some applications, the traction control system may ask also the PCM
or transmission control module (TCM) to shift the transmission to a higher
gear momentarily to reduce torque until traction is regained.

* For additional feedback, most traction control systems illuminate or flash

the TCS warning lamp on the dash when the system is active.

TRACTION CONTROL OFF SWITCH

Some drivers may find the intervention of traction control annoying,

especially if they drive a performance vehicle. So most systems have
a button or switch that allows the driver to temporarily deactivate traction
control. When the system is disabled, a warning light will illuminate to
remind the driver traction control is not available. The system will remain
disabled until the driver pushes the TCS button again, or until the start of
the next ignition cycle (the default mode for TCS is usually ON).

Note: Disabling traction control does not disable or affect the operation of
the ABS system. ABS remains on all the time unless it has disabled itself
due to an internal fault.

Most traction control systems only operate at speeds below 30 MPH

because traction control usually isn't necessary at higher speeds. Also,
braking at higher speeds could have an adverse effect on vehicle handling
and stability -- unless traction control is also part of a total stability control
system that monitors vehicle stability and handling at all speeds.

TRACTION CONTROL PROBLEMS & DIAGNOSIS

The traction control system has its own warning light and shares its internal
self-diagnostics with the ABS system. If a fault occurs in any of the
components that affect the operation of either system, one or both warning
lights will come on and a diagnostic trouble code (DTC) will be set in the
control module that corresponds to the fault(s).
If the TCS or ABS warning lights are on, one or both systems are usually
disabled and will remain offline until the fault is diagnosed and repaired.

The procedure for reading and clearing TCS/ABS fault codes will vary
depending on the vehicle model year and system. On older vehicles and
some imports (Acura, for example), the TCS/ABS module has manual
flash codes and no scan tool is needed. On most newer applications,
though, a scan tool is needed.

TCS/ABS diagnostics requires a scan tool with software that can talk to the
TCS/ABS module or body control module (depending on how the vehicle is
wired). The scan tool must also be CAN-compliant if the vehicle is a newer
one with a Controller Area Network (CAN).

On most applications, the TCS/ABS system will have a number of self-tests

that can be run through the scan tool. This includes tests that operate the
pump and tests for the TCS/ABS solenoids. Some of these tests may only
be available with an OEM factory scan tool.

If any of the hydraulic components in the ABS system or brake system are
being replaced, a scan tool may also be needed to cycle the ABS solenoids
so air can be bled out of the modulator and brake lines.

For specific service procedures, always refer to the vehicle manufacturer

service literature. This includes bleeding sequences, wiring diagrams,
wheel speed sensor resistance specifications and component test and
replacement procedures.

Warning: The high pressure accumulator on TCS/ABS systems must be

fully depressurized before working on the brakes or opening any brake
lines. This can be done by pumping the brake pedal 30 to 40 times with the
ignition off.

Most traction control problems that occur are related to the loss of a signal
from a wheel speed sensor, a pump that fails to run, or a high pressure
accumulator that leaks or can't hold pressure.

Wheel speed sensors can be checked by measuring their resistance with

an ohmmeter and comparing the reading to specifications. Sensors are
magnetic and may not produce a good signal if the tip is contaminated with
metallic debris or the air gap between the sensor tip and tone ring is too
large.

If a code indicates the high pressure pump isn't working, the underlying
cause may be a faulty pump relay or a bad wiring connection. If the pump
fails to run when the relay is bypassed with a fused jumper wire, the pump
has failed and needs to be replaced.

A code that indicates the system is not holding pressure usually means the
high pressure accumulator is leaking (check the seal between the
accumulator and modulator/pump assembly, or that the rubber diaphragm
inside has ruptured allowing the accumulator to lose its nitrogen gas charge
(replace the accumulator after depressurizng the system).

Problems may also occur with any of the solenoid valves in the TCS/ABS
modulator assembly. The problem may be mechanical (failure due to rust or
corrosion in the valve) or electrical (failure of the solenoid). On most
systems, the valves cannot be replaced separately so the entire modulator
must be replaced as a unit.

If a code indicates an internal module fault, the TCS/ABS module can

usually be replaced as a separate item. It may be attached to the modulator
assembly or located elsewhere in the vehicle.

Communication errors between the TCS/ABS module and PCM or BCM

(Body Control Module) may be the result of a wiring fault.