HydraulicValvesand Switches

. Afterstudying Chapter70,the reader will be ableto: Prepare forASE Brakes (AS) certificationtestcontentarea"A" (Hydraulic
System Diagnosis and Repair). Describethe operation ofaresidual checkvalve. Explain howaproportioning valve works. Discussthe need and
use ofametering valve. Listtesting procedures used to testhydraulic valves. Describe howthe brakefluid level and brake lightswitcheswork.
brakefluid level sensor brake lightswitch combination valve electronic brake proportioning expander height-sensing
proportioning valve meteringvalve pressure-differential switch proportioning valve residual checkvalve slope splitpoint
MASTER
CYLINDER
FLUID
OUTLET
RESIDUALCHECK VALVE
Aresidual check valve has been used on some drum brake sys
tems to keep aslight amount of pressure on the entire hydraulic
system for drum brakes (5to 12 PSI). See Figure 70-1.
This residual check valve is located in the master cylinder at
the ouDet for the drum brakes. The check ball and spring in the
residual checkvalve permitall the brake fluid to return to the mas-
ter cylinder until the designated pressure is reached.
This slight pressure prevents air leaks from entering into the
hydraulic system in the event of asmall hole or leak. With alow
.pressure kept on the hydraulic system, any small hole will cause
fluid to leak out rather than permit air to enter the system. This
slight pressure also keeps the wheel cylinder sealing cups tight
againstthe insidewall ofthewheel cylinder. See Figure 70-2.
Residual check valves are often not used on late model vehi-
cles equipped with front disc/reardrum brakes. The residual check
valve has been eliminated by equipping the wheel cylinderinternal
spring with a sealing cup expander to prevent sealing cup lip
collapse. See Figure 70-3.
PRESSUREDIFFERENTIALSWITCH
(BRAKEWARNING SWITCH)
Apressure-differential switch is used on all vehicles built after
1967with dual mastercylinders to warn the driverofaloss ofpres-
sure in one of the two separate systems by lighting the dashboard
red brakewarning indicatorlamp. See Figure 70-4.
SPRINGY
RESIDUAL
CHECKVALVE
FLUID RETURNINGTO
MASTERCYLINDER
Figure70-2 The momentary drop in pressure created when the brakes are released can
drawair intothe hydraulicsystem.
CUP
SEAL
Figure7il-3 The use ofcup expanders isthe main reason why residual check valves are
not used in mostbrakingsystems today.
~ T U I N SEAT
Figure70-1 Most residual check valves are located underthe tubing seals in the master
cylinderoutletports. Figure70-4 Ared brake warning lamp.
840
The brake lines from both the front and the rear sectionsofthe
master cylinder are sent to this switch, which lights the brake
warning indicator lamp in the event of a "difference in pressure"
between the two sections.See Figure 70-5.
Afailure in one part of the brake system does not result in a
failure of the entire hydraulic system. After the hydraulic system
has been repaired and bled, moderate pressure on the brake
pedal will center the piston in the switch and turn off the warn
ing lamp.
Chapter 70: Hydraulic Valves and Switches 841
If the lamp remains on, it may be necessary to do the
following:
1. Applylightpressure to the brake pedal.
2. Momentarilyopen the bleedervalve on theside thatdid nothave
the failure.
This procedure should center the pressure-differential switch
valve in those vehicles that are not equipped with self-centering
springs. See Figure 70-6.

;l
A LEAKIN EITHER SYSTEM DROPS
i----'
PRESSURETOTHATSYSTEM
I
FRONTBRAKE PRESSURE ---,..--u.......J.J REAR BRAKE PRESSURE
ISAPPLIEDHERE ISAPPLIEDHERE
SPRING-LOADED
WARNING SWITCH
THETRIGGER IS PUSHEDUPWARD
TO CLOSESWITCH ANDILLUMINATE
BRAKEWARNING LAMPON
INSTRUMENTPANEL
THE PISTON MOVESTOWARD
THEREDUCEDPRESSURESIDE
Figure7G-5 Aleak in the hydraulic system causes unequal pressures between the two different brake circuits.This difference in pressures causes the plunger inside the pressure-differential
switch to move, which completes the electrical circuit for the red brake warning lamp.
LOWERED RAISED
SWITCH SWITCH
GROUNDED
PLUNGER PLUNGER
TERMINAL
STUD
PISTON
CENTER
PISTON
CENTER
PISTON
CENTER
Figure The pressure-differential switch piston is used to provide the electrical ground for the red brake warning light circuit.
842 SECTION XI
BRAKE FLUID LEVELSENSOR SWITCH
Many master cylinders, especially systems that are a diagonal
split, usually use a brake fluid level sensor or switch in the
master cylinder reservoir. This sensor will light the red "brake"
warning lamp on the dash if low brake fluid level is detected.
A floattype sensor or a magnetic reed switch are commonly used
and provide a complete electrical circuit when the brake fluid
level is low. After refilling the master cylinder reservoir to the
correct level, the red "brake" warning lamp should go out. See
Figures 70-7 and 70-8.
DIAGNOSINGARED "BRAKE" DASH WARNING LAMP
Activation of the red brake dash warning lamp can be for anyone
of several reasons:
1. Parking Brake "On." The same dash warning lamp is used to
warn the driver that the parking brake is on.
2. Low Brake Fluid. This lights the red dash warning lamp on vehi
cles equipped with a master cylinder reservoir brake fluid level
switch.
3. Unequal Brake Pressure. The pressuredifferential switch is
used on most vehicles with a front/ rear brake split system to
warn the driver whenever there is low brake pressure to either
the front or rear brakes.
FLUID LEVEL
SENSOR
FIXED
CONTACTS
FLOAT MASTER
CYLINDER
Figure ~ A movable contact brake fluid level switch.
NOTE: Brake systems use either a pressuredifferential switch or a low
brake fluid switch to light the dash red "brake" lamp, but not both.
The most likely cause of the red "brake" warning lamp being
on is low brake fluid caused by a leaking brake line, wheel cylinder,
or caliper. Therefore, the first step in diagnosis is to determine the
cause of the lamp being on, then to repair the problem.
Step #1 Check the level of the brake fluid. If low, carefully
inspect the entire hydraulic brake system for leaks and repair as
necessary.
Step #2 Disconnect the wire from the pressure-differential
switch. If the lamp is still "on," the problem is due to the parking
brake lever switch being "on" or grounded, or the wire going to
the switch is shorted to ground. If the red brake warning lamp is
"off" after being disconnected from the pressuredifferential
switch, then the problem is due to a hydraulic failure [a low pres-
sure in either the front or the rear system that creates a difference
in pressure of at least 150 PSI).
NOTE: Many Japanese vehicles energize the relay that turns off the red
"brake" warning lamp from the output terminal of the alternator. If a
quick inspection of the brake system seems to indicate that everything is
okay, check for correct charging voltage before continuing a more de
tailed brake system inspection.
PROPORTIONING VALVE
A proportioning valve improves brake balance during hard
stops by limiting hydraulic pressure to the rear brakes. See
Figure 70-9.
A proportioning valve is necessary because inertia creates
weight shift toward the front of the vehicle during braking. The
weight shift unloads the rear axle, which reduces traction be
tween the tires and the road, and limits the amount of stopping
power that can be delivered. Unless application pressure to the
rear wheels is limited, the brakes will lock, making the vehicle
unstable and likely to spin. The best overall braking performance
is achieved when the front brakes lock just before the rear
brakes.
Figure70-9 Many proportioning valves are mounted directly to the master cylinder in the
Figure7(HJ AmagnetiC brake fluid level switch. outlet to the rear brakes.
1100
u;
900

w
a::
::l
700
C/)
C/)
w
a::
c. 500
I-
::l
HYDRAULICSYSTEM
PRESSURETO
FRONTBRAKES
\
C.
I- =::::::::J 1 00
::l 300
0
/.. 200
SLOPE= =2. =0.50
100
200 2
100 300 500 700 900 1100
INPUTPRESSURE(PSI)
Rgure70-10 Typical proportioner valve pressure relationship. Note that, at low pressures,
the pressure is the same to the rear brakes as is applied to the front brakes. After the split
pOint, only apercentage (called the slope) of the master cylinder pressure is applied to the
rear brakes.
Vehicles with front disc and rear drum brakes require a propor-
tioning valve for two reasons:
1. Disc brakes require higher hydraulic pressure for a given stop
than do drum brakes. In a disc/drum system, the front brakes
always need more pressure than the rear brakes.
2. Once braking has begun, drum brakes require less pressure to
maintain a fixed level of stopping power than they did to
establish that level. In a disc/drum system, the rear brakes will
always need less pressure than the front brakes.
A proportioning valve is used to compensate for these differ-
ences because it is easier to reduce pressure to the rear brakes than
to increase pressure to the front brakes.
The proportioning valve does not work at all times. During
light or moderate braking, there is insufficient weight transfer to
make rear wheel locking a problem. Before proportioning action
will begin, brake system hydraulic pressure must reach a minimum
level called the split point. Below the split point full system pres-
sure is supplied to the rear brakes. See Figure 70-10.
Above the split point, the proportioning valve allows only a
portion of the pressure through to the rear brakes.
The proportioning valve gets its name from the fact that it reg-
ulates pressure to the rear brakes in proportion to the pressure ap-
plied to the front brakes. Once system hydraulic pressure exceeds
the split point, the rear brakes receive a fixed percentage of any
further increase ,in pressure. Brake engineers refer to the ratio of
front to rear brake pressure proportioning as the slope. Full
system pressure to the rear brakes equals a slope of 1, but if only
half the pressure is allowed to reach the rear brakes, the propor-
tioning valve is said to have a slope of 0.50. The proportioning
. valves on most vehicles have a slope between 0.25 and 0.50. See
Figures 70-11 and 70-12.
Proportioning Valve Operation A simple proportioning valve
consists of a spring-loaded piston that slides in a stepped bore. See
Figure 70-13.
The piston is exposed to pressure on both sides. The smaller
end of the piston is acted on by pressure from the master cylinder,
while the larger end reacts to pressure in the rear brake circuit. The
actual proportioning valve is located in the center of the piston and
Chapter 70: Hydraulic Valves and Switches 843
SLOPE/SPLITPOINT
RATING
Figure70-11 AChrysler proportioning valve. Note that slope and split point are stamped
on the housing.
Figure70-12 These two proportioning valves are found under the vehicle on this Dodge
minivan.
PISTONTRAVELBEFORE __
VALVE CLOSING
PISTON TO REAR
BRAKES
SMALL
SURFACE
AREA
Figure70-13 The proportioning valve piston can travel within the range shown without
reducing pressure to the rear brakes.
is opened or closed depending on the position of the piston in the
stepped bore.
When the brakes are first applied, hydraulic pressure passes
through the proportioning valve to the rear brakes. Hydraulic pres-
sure is the same on both sides of the piston, but because the side
facing the rear brakes has more surface area than the side facing the
master cylinder, greater force is developed and the piston moves to
the left against the spring tension. At pressures below the split
point, the proportioning valve is open, and pressure to both the
front and rear brakes is the same.
As the vehicle is braked harder, increased system pressure
forces the piston so far to the left that the proportioning valve is
closed. See Figure 70-14.
VALVE
CLOSED
844 SECTION XI
FROM MASTER
CYLINDER
VENT
TO REAR
BRAKES
Rgure 70-14 Atthe split paint, the proportioning valve piston closesthe fluid passage
through the valve.
This seals off the brake line and prevents any additional pres
sure from reaching the rear brakes. The pressure at the moment
the proportioning valve first closes is the split pOint of the valve.
From this point on, the rear brakes receive only a portion of the
pressure supplied to the front brakes.
As system pressure (the pressure to the front brakes) increases,
enough force is developed on the master cylinder side of the piston
to overcome the pressure trapped in the rear brake circuit. This
forces the piston back to the right and opens the proportioning
valve. Some of the higher pressure enters the rear brake circuit, but
before pressure in the two circuits can equalize, the force devel
oped on the larger piston area in the rear circuit moves the piston
back to the left and closes the valve. The difference in surface area
between the two ends of the piston determines the slope of the
valve, and thus the percentage of system pressure allowed to reach
the rear brakes.
As long as system pressure continues to increase, the piston
will repeatedly cycle back and forth, opening and closing the pro
portioning valve, and maintaining a fixed proportion of full system
pressure to the rear brakes. When the brakes are released, the
spring returns the piston all the way to the right, which opens the
valve and allows fluid to pass in both directions.
:l H:- U:.IIII' I Always Inspect Both Front and Rear Brakes
If avehicletends to lock up the rear brakes during astop, manytechnicians
maytry to repair the problem by replacing the proportioning valve or servicing
the rear brakes. Proportioning valves are simplespring-loaded devicesthatare
usuallytrouble free. Ifthe rear brakes lock up during braking, carefully inspect
the rear brakes lookingfor contaminated linings or other problems that can
cause the rear brakes to grab. Do not stop there-always inspect the front
brakes,too. Ifthe frontbrakesare rusted or corroded,theycannotoperateeffi-
cientlyand greaterforce mustbe exerted bythe drivertostopthe vehicle.Even
ifthe proportioningvalve isfunctioning correctly, the higher brake pedal pres-
sure bythe drivercould easily causethe rear brakesto lockup.
Alocked wheel has lesstraction with the road than arotating wheel.As a
result, ifthe rear wheels become locked, the rear ofthe vehicle often "comes
around" or "fishtails," causing the vehicle to skid. Careful inspection of the
entire braking system is required to be assuredofasafevehicle.
HEIGHT-SENSING PROPORTIONING VALVES
Many vehicles use a proportioning valve that varies the amount of
pressure that can be sent to the rear brakes depending on the height
of the rear suspension. This type of valve is called a height-sensing
proportioning valve. Ifthe vehicle is lightly loaded, the rear sus
pension is high, especially during braking. In this case, the amount of
pressure allowed to the rear brakes is reduced. This helps prevent
rear wheel lockup and possible skidding. Besides, a lightly loaded ve
hicle requires less braking force to stop than a heavily loaded vehicle.
When the vehicle is loaded, the rear suspension is forced
downward. The lever on the proportioning valve moves and allows
a greater pressure to be sent to the rear brakes. See Figures 70-15
and 70-16. This greater pressure allows the rear brakes to achieve
more braking force, helping to slow a heavier vehicle. When ave
hicle is heavily loaded in the rear, the chances of rear wheel lockup
are reduced.
Some vehicle manufacturers warn that service technicians should
never install replacement air lift shock absorbers or springs that may resul t in
a vehide height difference than specified by the vehicle manufacturer.
HEIGHT-SENSING
PROPORTIONING
VALVE
LINETO
REAR BRAKES
~ .......
~
LINE FROM
MASTER CYLINDER
Figure 70-15 Aheight'sensing proportioningvalve provides the vehicle with variable
brake balance.The valve allows higherpressure to be applied to the rear brakes when the
vehicle is heavily loaded and less pressure when the vehicle is lightlyloaded.
~ ~ ~ ~ PROGRAM SPRING
f igure 70-16 Astepped cam isused toalterthe splitpointofthis height-sensing
proportioning valve.
Chapter70: HydraulicValves and Switches 845
PROPORTIONING VALVE ADJUSTMENT
Height-sensing proportioning valves should be adjusted when re-
placed. The proper adjustment ensures that the proper pressure is
applied to the rear brakes in relation to the loading of the vehicle.
Procedures vary from one vehicle to another. Always consult
the factory service information for the exact procedure. Some trucks
require the use of special plastic gauges available from the dealer.
PROPORTIONING VALVE DIAGNOSISAND TESTING
A defective proportioning valve usually allows rear brake pressure
to increase too rapidly, causing the rear wheels to lock up during
hard braking. When the rear brakes become locked, the traction
with the road surface decreases and the vehicle often skids. When-
ever rear brakes tend to lock during braking, the proportioning
valve should be checked for proper operation. Ifthe proportioning
valve is height sensing, verify the proper vehicle ride [trim) height
and adjustment of the operating lever. See Figure 70-17_
Pressure gauges can also be used to check for proper operation.
Install one gauge into the brake line from the master cylinder and
the second gauge to the rear brake outlet of the proportioning
valve. While an assistant depresses the brake pedal, observe the
two gauges. Both gauges should register an increasing pressure as
the brake pedal is depressed until the split point. After the split
point, the gauge connected to the proportioning valve (rear brakes)
should increase at a slower rate than the reading on the gauge con-
nected to the master cylinder.
Ifthe pressures do not react as described, the proportioning valve
should be replaced. The same procedure can be performed on a diag-
onal split-type system as used on most front-wheel-drive vehicles.
ELECTRONIC BRAKE PROPORTIONING
The Delphi DBC-7 eliminates the need for a conventional brake
proportioning valve. A proportioning valve is usually necessary to
reduce pressure to the rear brakes to keep them from locking up.
This is because there is less weight over the rear wheels, and
FROM MASTER
CYLINDER
(SECONDARY)
INLET
FROM MASTER
PRESSURE
CYLINDER
(PRIMARY)
TO RF
TO LF BRAKE
BRAKE
II
II
II
~
OUTLET
PRESSURE
:: TO RR BRAKE
II
weight shifts fOf\vard when braking. Proportioning is needed most
when a vehicle is lightly loaded or braking from a high speed. Most
proportioning valves are calibrated to reduce pressure to the rear
brakes by a fixed amount, which may increase the risk of rear-
wheel lockup if the vehicle is loaded differently or is braking on a
wet or slick surface. Dynamic rear proportioning is overcome by ad-
justing brake balance to match the need of the vehicle to changing
road and load conditions.
Electronic brake proportioning in the DBC-7 system is
accomplished by monitoring front- and rear-wheel speeds, and
reducing pressure to the rear brakes as needed using the ABS sole-
noids when there is a difference in wheel deceleration rates. The
controller energizes the inlet valve solenoids for both rear brakes to
hold pressure in the lines, and then energizes both rear outlet valve
solenoids to release pressure as needed. The pump may also run to
clear the accumulators if a sufficient number of release cycles are
required .
The dynamic rear proportioning function is enabled at all times
unless there is a failure of the EBCM or two wheel speed sensors
on the same axle both fail simultaneously. But as long as there is at
least one functional speed sensor on the front and rear axles, the
ElectroniC Brake Control Module (EBCM) can compare the relative
speeds of the front and rear wheels.
METERINGVALVE (HOLD-OFF) OPERATION
A metering valve is used on all front-disc, rear-drum-brake-
equipped vehicles. The metering valve prevents the full operation
of (holds off) the disc brakes until between 75 and 125 PSI is sent
to the rear drum brakes to overcome rear-brake return spring pres-
sure. This allows the front and rear brakes to apply at the same
time for even stopping. Most metering valves also allow for the
pressure to the front brakes to be gradually blended up to the me-
tering valve pressure to prevent front brake locking under light
pedal pressures on icy surfaces.
Ametering valve consists of a piston controlled by a strong spring
and a valve stem controlled by a weak spring. See Figure 70-18.
FROM MASTER
CYLINDER
(PRIMARY)
INLET
FROM MASTER
PRESSURE
CYLINDER
(SECONDARY)
TO LF
TO RF BRAKE
BRAKE
II
II
~
TO LR BRAKE ::
OUTLET
PRESSURE
Figure70-17 Aproportioning valve pressure testcan be performed usingtwo pressuregauges-oneto registerthe pressure from the mastercylinderand the othergauge to read the
pressure being appliedto the rear brakes.This testhasto be repeated in orderto read the pressure to each rear wheel.
846 SECTION XI
VALVE STEM
COMPRESSED
SPRING
VALVE OPEN
STEM
COMPRESSED 3TO30 PSI
SPRING PRESSURE
Figure7(}-19 Ameteringvalve underlightbrake pedal application.
When the brakes are not applied, the strong spring seats the
piston and prevents fluid flow around it. At the same time, the
weak spring holds the valve stem to the right and opens apassage
through the centerofthe piston. Brake fluid is free to flow through
this passage to compensatefor changes in system fluid volume.
When the brakes are applied and pressure in the front brake
line reaches 3 to 30 PSI (20 to 200 kPa), the tension of the weak
spring is overcome and the meteringvalve stem moves to the left,
which closes the passage through the piston and preventsfluid flow
to the front brakes. See Figure 70-19.
The small amountofpressure applied to thecalipers before the
metering valve closes is enough to take up any clearance, but not
enough to generate brakingforce.
While the fluid flow to the front calipers is shut off, the rear
brake shoes move into contactwith the drums, brakingbegins, and
hydraulic pressure throughout the brake system increases. When
the pressure at the meteringvalve reaches 75 to 300 PSI, the ten-
sion of the strongspringis overcome and the valvestem and piston
move farther to the left. See Figure 70-20.
This opens apassage around the outside of the piston and al-
lows fluid to flow through thevalve to the front brake calipers.
NOTE: Braking systems that are diagonal split, such as those found on
most front-wheel-drive vehicles, do not use ametering valve.Ametering
valve is only used on front/rear split brakingsystemssuch as those found
on most rear-wheel-drive vehicles.
SYSTEMSWITHOUT METERING VALVES
There are three reasons front-wheel-drive vehicles do not use
meteringvalves:
1. Front-wheel-drivevehicles usually have adiagonallysplitdual
brakingsystem thatwould require aseparate meteringvalvefor
each hydraulic circuit. Thiswould make the brakesystem more
costlyand complicated.
2. Front-wheel-drivevehicles have aforward weightbias thatrequires
the front brakes tosupplyup to 80% ofthe total brakingpower.
Since the front brakes do mostofthe work, itis desirable to apply
them as soon as possible when the brake pedal is depressed.
Ameteringvalvewould create aslightdelay.
3. Until all the clearance in the brake system is taken up, therewill
not be enough pressure in the brake hydraulic system for the
front disc brakes to overcome the engine torque applied to the
driven frontwheels.
Engine torque and aheavyfront weightbias help preventfront
wheel lockup from being a: problem during light braking or when
the brakes are first applied.
PISTON
VALVE
STEM
FROM
~ M S T E R
~ ~ ~ ~ ~ CYLINDER
WEAK
VALVE
SPRING
OPEN
TO FRONT
BRAKE
Figure7(}-18 Ametering valve when the brakes are notapplied. Noticethe brake fluid
can flowthrough the metering valve to compensate for brake fluid expansion and contraction
thatoccurswith changes in temperature.
PISTON VALVE CLOSED
VALVE
Figure70-20 Ametering valve during anormal brake application.
When the brakes are released, the strong springseats the pis-
ton and prevents fluid flow around it. At the same time, the weak
springopens the fluid passage through the centerof the piston. Ex-
cess fluid returns to the master cylinder through this passage and
thevalve is readyfor anotherbrake application.
nI:fH:IlII:.lVINo Valves Can CauseaPull
When diagnosing apull to one side during braking,some technicians tend to
blamethemeteringvalve, proportionalvalve,thepressuredifferentialswitch,or
themastercylinderitself.
Justrememberthatifavehicle pullsduring braking thatthe problem has
tobe duetoan individual wheel brakeorbrake line. The mastercylinderand all
the valvescontrolfrontor rear brakes together or diagonal brakes and cannot
cause apull ifnotfunctioning correctly.
Most rear-wheel-drive vehicles without metering valves are
equipped with four-wheel disc brakes. Because the clearance be-
tween the pads and rotors is approximately the same at all four
wheels, there is no need to delay front brake actuation. Some of
these vehicles also have antilock brake systems that prevent the
wheels from locking at any time. Other rear-wheel-drive vehicles
without metering valves have a predominantly forward weight
bias, like front-wheel-drive vehicles, and therefore benefit from
havingthe front brakes applied sooner.
METERING VALVE DIAGNOSIS AND TESTING
Adefective metering valve can leak brake fluid and/or cause the
front brakes to apply before the rear brakes. This is most com-
monly noticed on slippery surfaces such as on snow or ice or on
rain-slick roads. If the front brakes lock up duringthese conditions,
the front wheels cannot be steered. Inspect the metering for these
two conditions:
1. Lookaround the bottom of the meteringvalve for brake fluid
leakage. (Ignore slightdampness.) Replace the meteringvalve as-
semblyifit is leaking.
2. As the pressure builds to the front brakes, the meteringvalve
stem should move. If it does not, replace the valve.
More accurate testing of the metering valve can be accom-
plished usingpressure gauges. Installtwo gauges, one in the pressure
line comingfrom the master cylinder and the otherin the outletline
leading to the front brakes. When depressing the brake pedal, both
gaugesshould read the same until about3to 30 PSI (20 to 200kPa)
when themeteringvalveshuts, therebydelayingthe operation ofthe
front brakes. The master cylinder outlet gauge should show an in-
crease in pressure as the brake pedal is depressed further.
Once 75 to 300 PSI is reached, the gauge showingpressure to
the front brakes should match the pressure from the master cylin-
der.If the pressures do not match these ranges, the meteringvalve
assemblyshould be replaced.
Chapter 70: HydraulicValves and SWITches 847
SWITCH
TERMINAL
PROPORTIONING-PRESSURE DIFFERENTIAL
METERING-PRESSURE DIFFERENTIAL
Figure 70-21 Typical two-function combination valves.
COMBINATION VALVE
Most vehicle manufacturers combine the function of aproportion-
ing valve with one or more other valves into one unit called a
combinationvalve. See Figures 70-21 and 70-22.
On a typical rear-wheel-drive vehicle, a typical combination
valve consists of the following components all in one replaceable
unit:
Meteringvalve
Proportioningvalve
Pressure-differentialswitch
Some combination valves have only two functions and
contain the pressure-differential and the metering valve, while
others combine the pressure-differential with the proportioning
valve.
BRAKE LIGHT SWITCH
The job of the brakelightswitchis to turn on the brake lights at
the back of the vehicle when the brakes are applied. Aproperlyad
justed lightswitchwillactivate the brake lightsassoon as the brake
pedal is applied and before braking action actually begins at the
wheels.
Mechanical switches that operate directly off the brake pedal
arm are most often used. See Figure 70-23.
Brake light switches are normally open. When the brakes
are applied, the switch closes, which completes the brake light
circuit.
Always check service information for the specifi ed procedures
to follow when replacingand/oradjustingabrake switch to ensure proper
operation.
OTE: Neither the meteringvalve nor the proportioningvalve can cause a
pull to one side ifdefective. The meteringvalve controls both front brakes,
and the proportioning valve controls both rear brakes. Adefective master
cylinder cannotcause apull either. Therefore, if avehicle pulls to one side
during astop, look for problems in the individual wheel brakes, hoses, or
suspension.
:{Ii: 1 .tI Push-In or Pull-Out Meteri ng Valve?
Whenever bleedingthe air out of the hydraulic brake system, the metering valve
should be bypassed. The metering valve stops the passage of brake fluid to the
front wheels until pressure exceeds about 125 PSI (860 kPa). It is important not
to pushthe brake pedal down with a great force so as to keep from dispersi ng
any trapped air into small and hard-to-bleed bubbles. To bypass the metering
valve, the service technician has to push or pull a small button located on the
metering valve. An easy way to remember whether to push in or to pull out is to
inspect the button itself. If the button is rubber coated, then you push in. If the
button is steel, then pull out.
Special tools allow the metering valve to be held in the bypass positi on.
Failure to remove the tool after bl eeding the brakes can result in premature
application of the front brakes before the rear drum brakes have enough pres-
sure to operate.
848 SECTION XI
METERING
VALVE
PRESSURE
DIFFERENTIAL
SWITCH
PROPORTIONING
VALVE
OUTLET TO
FRONT BRAKE
INLET FROM
MASTER
CYLINDER
Figure 7D-22 Combination valve containing metering, pressure-differential (warning switch), and proportioning valves all in one unit. This style is often called a "pistol grip" design because
the proportioning valve section resembles the grip section of a hand gun.
Figure 7D-23 Typical brake light switches.
SUMMARY
1. Residual check valvesare used in older vehicles tokeep aslightamount
of pressure on thesystem to help prevent air from entering thesystem
whenthebrakepedalisreleased.
2. Apressuredifferential switch is used to turn on the red brake warning
lamp in the eventofahyd ra ulic pressurefailure.
3. Brake fluid levelsensors are used in many vehicles to warn the driver
that the brake fluid level is low.
4. Proportioningvalves are used to limitthe maximum fluid pressuresentto
the rear wheel brakes during heavy braking to help prevent rear wheel
lockup.
5. Metering valves are used on some vehicles to keep the front disc brakes
from lockingup on slipperysurfaces.
6. Combination valves include two or more hydraulic valves in one
assembly.
REVIEW QUESTIONS
1. Why are residual checkvalves not used in mostvehicles?
2. List the Ulree possible reasons that could cause the red brake warning
lamp tocome on duringdriving.
3. Explainwhy meteringvalves are not usedon all vehicles.
4. Explain the splitpointand the slope of aproportioningvalve.
CHAPTER QUIZ
1. Technician Asays apull to the ri ght during braking could be caused by
adefective meteringvalve. Technician Bsays apull to the left could be
caused by adefective proportioningvalve. Which technician is correct?
a. Technician Aonly
b. Technician Bonly
c. Both Technicians Aand B
d. NeitherTechnician Anor B
2. The rear brakes lock up duringaregular brake application. Technician A
says the metering valve could be the cause. Technician Bsays thatstuck
front disc brake calipers could be the cause. Which technician is correct?
a. Technician Aonly
b. TechnicianBonly
c. Both Technicians Aand B
d. NeitherTechnician Anor B
3. The rear wheels lock up during hard braking.Technician Asays that a
defective meteringvalve could be thecause.Technician Bsays thatadefec
tiveproportioningvalve could be the cause. Which technician is correct?
a. Technician Aonly
b. Technician Bonly
c. Both TechniciansAand B
d. NeitherTechnician Anor B
4. Acombination valve includes_____
a. Meteringand proportioningvalves
b. Proportioningand pressuredifferential valves
c. Proportioning, metering, and pressuredifferentialvalves
d. Anyofthe abovedependingon the make and model ofthe vehicle
5. Aresidual checkvalve is used to _____
a. Maintainaslight pressure on the hydraulic system
b. Preventfront wheel lockupduringhard braking
c. Prevent rear wheellockupduringhard braking
d. Speed brake release to reduce brake wear
6. TechnicianAsaysthatUle red brakewarninglightcanbe turnedonifadiffer
ence in pressure isdetected bythe pressuredifferential switch. Technician B
says thatthe redbrake warninglightcan be turned on if the brake fl uid level
sensordetectedlowbrake fluid level. Which technicianis correct?
a. TechnicianAonly
b. Technician Bonly
c. Both Technicians Aand B
d. NeitherTechnician Anor B
7. Which type ofvehicles mostoftendo notuse meteringvalves?
a. Rear-wheel drive
b. Four-wheel drive
c. Front-wheeldrive
d. All-wheel drive
8. Aspongy brake pedal is being diagnosed. Technician Asays that air in the
hydraulic system could be the cause. Technician Bsays adefective pressure
differential switchcould be the cause.Which technician is correct?
a. Technician Aonly
b. Technician Bonly
c. BothTechnicians Aand B
d. NeitherTechnician Anor B
9. The button on the valve should be held when pressure
bleedingthe brakes.
a. Metering
b. Proportioning
c. Pressure-differential
d. Residual check
10. Atypical brake light is electrically_____
a. Normally open
b. Normallyclosed