®
Bendix® M-30™ AntiLock Modulator Assembly
SD-13-4830
Supply Port
(cast in 1, SUP)
M-30™ Modulator
Delivery Port
(cast in 2, DEL)
Electrical Connector
Mounting Holes
(.33" diameter thru body)
Exhaust Port
(cast in 3, EXH)
FIGURE 1: M-30™ MODULATOR
Solenoid
Connector
Supply Port
(cast in 1)
Supply Port
Delivery Port
(cast in 2)
(cast in 1)
Solenoid
Connector
Mounting
Holes
Mounting
Holes
Exhaust
(cast in 3)
FIGURE 2: M-21™ MODULATOR FIGURE 3: M-22™ MODULATOR
DESCRIPTION
™
The Bendix® M-30™ modulator replaced both the M-21
(Figure 2) and M-22™ (Figure 3) modulators in all applications.
The M-30™ antilock system modulator (Figure 1) is a high
capacity , on/off air valve that incorporates a pair of electrical
solenoids for control. The solenoids provide the electropneumatic interface between the antilock controller
electronics and the air brake system. The modulator is
used to control the braking function on individual or dual
service actuators during antilock activity. When used to
control both service chambers on an axle or two chambers
on the same side of a tandem axle, the modulator is
sometimes mounted ahead of a quick release valve, which
provides quick exhaust of service applications during normal
braking (Figure 4). In the case of individual wheel control
applications, the modulator is always the last control valve
through which air passes on its way to the service brake
actuator.
The modulator consists of a die cast aluminum body and a
solenoid assembly which contains one normally open
solenoid, one normally closed solenoid, and an inlet and
exhaust diaphragm valve. A three pin, weather resistant
electrical connector is an integral part of the modulator
solenoid assembly and serves to carry control commands
from the antilock controller to the modulator. Two mounting
holes are provided for frame or cross member mounting of
the valve.
Delivery Port
(cast in 2)
Exhaust
(cast in 3)
1
FRONT AXLE SYSTEMS
REAR AXLE SYSTEM
WHEEL CONTROL
SERVICE
BRAKE
CHAMBER
TO ANTILOCK
CONTROLLER
MODULATOR
MODULATOR
ANTILOCK
CONTROLLER
SERVICE
BRAKE
CHAMBER
M-30
M-30
TO
WHEEL CONTROL WHEEL CONTROL
TO ANTILOCK
™
M-30
™
CONTROLLER
MODULATOR
OR
QUICK RELEASE VALVE
™
SERVICE
BRAKE
CHAMBER
™
M-30
MODULATOR
TO ANTILOCK
CONTROLLER
SERVICE
CHAMBER
AXLE
CONTROL
TO
ANTILOCK
CONTROLLER
OR
M-30™ MODULATOR
QUICK RELEASE VALVE
BRAKE
TO
ANTILOCK
CONTROLLER
TO
ANTILOCK
CONTROLLER
CONTROLLER/
SERVICE &
SPRING
BRAKE
CHAMBER
™
M-30
MODULATOR
RELAY
ASSEMBLY
™
M-30
MODULATOR
FIGURE 4: TYPICAL WHEEL AND AXLE CONTROL SYSTEMS
NOTE: USE OF A QUICK RELEASE VALVE IS NOT TYPICALLY REQUIRED WITH THE M-30™ MODULATOR. REFER TO VEHICLE SPECIFICATIONS FOR
RECOMMENDED CONFIGURATION.
™
The Supply, Delivery and Exhaust ports on the M-30
modulator are identified with a cast, embossed numeral for
positive identification.
Identification Air Line Connection
1, SUP Supply
exhaust diaphragm. Air pressure, along with spring force,
seats the exhaust diaphragm on the exhaust passage, thus
preventing the escape of service air. Simultaneously,
application air flows to the supply diaphragm and forces it
away from its seat. Air flows past the open supply port and
out the modulator delivery port to the service brake chambers.
(incoming air from foot, relay or quick release valve)
2, DEL Delivery
(air delivery to service actuators)
3, EX H Exhaust
NON ANTILOCK HOLD (FIGURE 6)
When the desired air pressure is attained in the service
brake chambers, the brake system is in the Holding position.
In the Holding position, both solenoids in the modulator
remain de-energized and the balance of the internal
FUNCTIONAL CHECK
A wiring harness connects the vehicle modulators to the
components remain in the same position as they assumed
during application.
controller. The ABS controller is able to simultaneously and
independently control the individual modulators. When
vehicle power is supplied to the ABS ECU, a modulator "chuf f"
test is performed. When the brake pedal is depressed and
the ignition turned on, the modulator "chuff" test can be
NON ANTILOCK EXHAUST
The manner in which air exhausts through the modulator
differs, depending upon how rapidly the brake application is
released by the driver.
heard. This test will verify if the modulator is functioning
pneumatically correct. The modulators will exhaust air in
the sequence of right front, left front, right rear , left rear. If
they do not follow this sequence, proceed with modulator
troubleshooting.
Normal Exhaust (Figure 7) - During a normal, relatively
"slow" brake release, air moves back through the modulator
in the reverse direction as it flowed during application. The
internal components of the modulator will remain in the same
position as they assumed during application until air pressure
OPERATION
decreases to approximately one half psi, at which time the
supply diaphragm will seat on the supply passage. A
NON ANTILOCK APPLICA TION (FIGURE 5)
During normal, non antilock braking, both solenoids are
relatively small amount of air will generally be expelled from
the modulator exhaust port during "slow" brake release.
de-energized (no electrical power). Brake application air
enters the Supply port of the modulator and flows to the
2
EXHAUST PORT
EXHAUST
DIAPHRAGM
EXHAUST
VALVE
BRAKE VALVE
SPRING
SUPPLY OR
BIAS
BRAKE
CHAMBER
FIGURE 5: M-30™ MODULATOR NON ANTILOCK APPLICATION OF SERVICE BRAKES
EXHAUST
PORT
VALVE
EXHAUST
DIAPHRAGM
HOLD
DIAPHRAGM
HOLD
VALVE
EXHAUST
VALVE
SPRINGSPRING
BRAKE
CHAMBER
FIGURE 6: M-30™ MODULATOR NON ANTILOCK APPLICATION HELD POSITION
BIAS
VALVE
BRAKE
VALVE
HOLD
VALVE
SUPPLY OR
HOLD
DIAPHRAGM
3
EXHAUST PORT
EXHAUST
DIAPHRAGM
BRAKE
CHAMBER
SPRING
BIAS
VALVE
EXHAUST
VALVE
BRAKE VALVE
HOLD
VALVE
SUPPLY OR
HOLD
DIAPHRAGM
FIGURE 7: M-30™ MODULATOR NON ANTILOCK EXHAUST OF SERVICE BRAKES (NORMAL)
Rapid Exhaust (Figure 8) - The Rapid Exhaust operation
described in the following text occurs when the modulator is
controlling service chamber(s). During a very rapid brake
release the modulator will exhaust air in a different manner .
An example of this would be the case if the driver made a
severe brake application then lifted his foot from the foot
valves in the modulator, the antilock controller is able to
simulate what the driver does when he pumps the brakes. It
must be remembered, however, that unlike the driver the
antilock controller is able to cycle each modulator, along
with the brakes connected to it, independently and with far
greater speed and accuracy .
valve. During a rapid brake release, the rapid return of air
from the brake chamber to the supply port lifts the bias valve
from its normal position. The bias valve orifices the return
air which induces differential pressure across the exhaust
diaphragm. This differential pressure lifts the exhaust
diaphragm from its seat. Returning air flows past the open
exhaust and out the modulator exhaust port.
ANTILOCK OPERATION
GENERAL
If a service brake application is made and the antilock system
detects an impending wheel lockup, the antilock controller
will immediately begin modification of the brake application
using the modulator.
In order to modify the brake application, the coils of the two
solenoid valves contained in the modulator are energized or
de-energized in a preprogrammed sequence by the antilock
controller. When a solenoid coil is energized, and depending
whether the exhaust or hold solenoid is energized, it either
opens or closes, thereby causing the exhaust or
reapplication of air pressure to the brake actuator. The
solenoids in the modulator are controlled independently by
the antilock controller. By opening and closing the solenoid
ANTILOCK EXHAUST (FIGURE 9)
When wheel lock is detected or imminent, the antilock
controller simultaneously energizes both the supply and
exhaust solenoids in the modulator. Energizing the supply
solenoid causes its exhaust to close and its inlet to open.
With the inlet of the supply solenoid open, application air is
permitted to flow to the control side of the supply diaphragm.
Air pressure acting on the supply diaphragm causes it to
close the supply and prevent further delivery of air to the
brake chamber.
Energizing the exhaust solenoid closes its inlet and opens
its exhaust. By closing the exhaust solenoid inlet, application
air is prevented from flowing to the control side of the exhaust
diaphragm. Air pressure which was present on the control
side of the exhaust diaphragm flows out the exhaust port of
the modulator. With control air pressure removed from the
exhaust diaphragm, brake application air forces the exhaust
diaphragm to unseat, allowing it to flow out the modulator
exhaust port. The modulator will remain in the antilock
exhaust mode until the antilock controller senses that wheel
speed has increased. The modulator can enter the antilock
hold or reapply mode from the antilock exhaust mode.
4
EXHAUST PORT
EXHAUST
DIAPHRAGM
EXHAUST
VALVE
BRAKE VALVE
SPRING
BIAS VALVE
BRAKE
CHAMBER
FIGURE 8: M-30™ MODULATOR NON ANTILOCK EXHAUST OF SERVICE BRAKES (RAPID)
EXHAUST
DIAPHRAGM
EXHAUST PORT
SUPPLY OR
HOLD
DIAPHRAGM
HOLD
VALVE
EXHAUST
VALVE
BRAKE VALVE
SPRING
BRAKE
CHAMBER
FIGURE 9: M-30™ MODULATOR ANTILOCK EXHAUST OF BRAKES
ANTILOCK HOLD (FIGURE 10)
The antilock controller will place the modulator in the hold
position when it senses that the correct wheel speed (braking
force) has been attained. The antilock controller will also
BIAS VALVE
place the modulator in the hold position, prior to entering
the reapply , when it detects recovery from a locked wheel
condition. In this mode of operation, the modulator supply/
hold solenoid remains energized while the exhaust solenoid
is de-energized. De-energizing the exhaust solenoid allows
HOLD
VALVE
SUPPLY OR
HOLD
DIAPHRAGM
5
EXHAUST
DIAPHRAGM
EXHAUST
PORT
SPRING
BRAKE
CHAMBER
FIGURE 10: M-30™ ANTILOCK APPLICATION HELD POSITION
EXHAUST VALVE
BRAKE VALVE
HOLD
VALVE
SUPPLY OR
HOLD
DIAPHRAGM
BIAS VALVE
application air to flow to the control side of the exhaust
diaphragm, which then seals the exhaust passage. With
the exhaust diaphragm seated, further exhaust of brake
chamber air pressure is prevented. Because the supply
solenoid remains energized, the supply diaphragm remains
seated, thus preventing application air from flowing to the
delivery port and out to the brake chamber. The modulator
can enter the antilock exhaust or reapply mode from the
antilock hold mode.
ANTILOCK REAPPLY
If the antilock controller senses that wheel speed has
increased sufficiently enough to require re-application of
braking pressure, it deenergizes the supply and exhaust
solenoids. With both solenoids de-energized, the modulator
re-applies air to the brakes in the same manner it did during
a non-antilock event.
VEHICLE PREPARATION
WARNING! PLEASE READ AND FOLLOW
THESE INSTRUCTIONS TO AVOID
PERSONAL INJURY OR DEATH:
When working on or around a vehicle, the following
general precautions should be observed at all times.
1. Park the vehicle on a level surface, apply the
parking brakes, and always block the wheels.
Always wear safety glasses.
6
2. Stop the engine and remove ignition key when
working under or around the vehicle. When
working in the engine compartment, the engine
should be shut off and the ignition key should be
removed. Where circumstances require that the
engine be in operation, EXTREME CAUTION should
be used to prevent personal injury resulting from
contact with moving, rotating, leaking, heated or
electrically charged components.
3. Do not attempt to install, remove, disassemble or
assemble a component until you have read and
thoroughly understand the recommended
procedures. Use only the proper tools and observe
all precautions pertaining to use of those tools.
4. If the work is being performed on the vehicle’s air
brake system, or any auxiliary pressurized air
systems, make certain to drain the air pressure from
all reservoirs before beginning ANY work on the
vehicle. If the vehicle is equipped with an AD-IS
air dryer system or a dryer reservoir module, be
sure to drain the purge reservoir.
5. Following the vehicle manufacturer’s
recommended procedures, deactivate the electrical
system in a manner that safely removes all
electrical power from the vehicle.
6. Never exceed manufacturer’s recommended
pressures.
7. Never connect or disconnect a hose or line
containing pressure; it may whip. Never remove a
component or plug unless you are certain all
system pressure has been depleted.
®
8. Use only genuine Bendix® replacement parts,
components and kits. Replacement hardware,
tubing, hose, fittings, etc. must be of equivalent
size, type and strength as original equipment and
be designed specifically for such applications and
systems.
9. Components with stripped threads or damaged
parts should be replaced rather than repaired. Do
not attempt repairs requiring machining or welding
unless specifically stated and approved by the
vehicle and component manufacturer.
10. Prior to returning the vehicle to service, make
certain all components and systems are restored
to their proper operating condition.
11. For vehicles with Antilock Traction Control (ATC),
the ATC function must be disabled (ATC indicator
lamp should be ON) prior to performing any vehicle
maintenance where one or more wheels on a drive
axle are lifted off the ground and moving.
PREVENTIVE MAINTENANCE
GENERAL
Perform the tests and inspections presented at the prescribed
intervals. If the modulator fails to function as described, or
leakage is excessive, it should be replaced with a new Bendix
unit, available at any authorized parts outlet.
EVERY MONTH, 10,000 MILES OR 350
OPERATING HOURS
1. Remove any accumulated contaminates and visually
inspect the exterior for excessive corrosion and physical
damage.
2. Inspect all air lines and wire harnesses connected to
the modulator for signs of wear or physical damage.
Replace as necessary .
3. T est air line fittings for leakage and tighten or replace as
necessary.
4. Perform the ROUTINE OPERATION AND LEAKAGE
TESTING described in this manual.
5. Begin timing pressure loss for two minutes while watching the dash gauges for a pressure drop. The leakage
rate for the service reservoirs should not exceed 3 PSI/
minute.
6. If either circuit exceeds the recommended two PSI/
minute, apply soap solution to the exhaust port of the
modular and any other components in the respective
circuit.
7. The leakage at the exhaust port of most Bendix components, including M-30™ modulators, should not exceed
a one-inch bubble in three seconds. If leakage at the
modulator is determined to exceed the maximum limits, replace the modulator .
OPERATION TESTING
T o properly test the function of the modulator will require two
(2) service technicians.
1. Park the vehicle on a level surface and block or chock
the wheels. Release the parking brakes and build the
air system to governor cut out.
2. Turn the engine ignition key to the OFF position then
make and hold a full brake application.
3. With the brake application held and one (1) service
technician posted at one (1) of the modulators, turn the
vehicle ignition key to the ON position. ONE OR TWO
SHORT bursts of air pressure should be noted at the
modulator exhaust. Repeat the test for each modulator
on the vehicle. If at least a single burst of exhaust is not
noted or the exhaust of air is prolonged and not short,
sharp and well defined, perform the Electrical T est s.
ELECTRICAL TESTS
1. Before testing the solenoid assembly of a suspect
modulator, its location on the vehicle should be confirmed
using the Troubleshooting or S tart Up procedure for the
specific antilock controller in use. (See the Service Data
Sheet for the antilock controller for this procedure.)
OPERATION & LEAKAGE TESTS
LEAKAGE TESTING
1. Park the vehicle on a level surface and block or chock
the wheels. Release the parking brakes and build the
air system to full pressure.
2. Turn the engine OFF and make 4 or 5 brake applications
and note that the service brakes apply and release
promptly.
3. Build system pressure to governor cut-out and turn the
engine OFF .
4. After determining the pressure loss with the brakes
released (2 PSI/minute allowed), make and hold a full
service brake application. Allow the pressure to st abilize
for one minute.
Electrical
Connector
43
Exhaust
FIGURE 11 - M-30™ MODULATOR CONNECTOR VIEWS
41
Source
42
Hold
7
FIGURE 12: M-30™ MODULATOR DIN SYMBOL
PORT DESIGNATION
SUPPLY 1
DELIVERY 2
EXHAUST 3
ELECTRICAL CONTROL
SOURCE 41
HOLD 42
EXHAUST 43
2. Proceed to the modulator in question and inspect its
wiring connector. Disconnect the connector and test
the resistance between the pins ON THE MODULA TOR.
Refer to figures 1 1 and 12.
A. HOLD TO SOURCE (41-42): Read 3.5 to 5 OHMS
B. EXHAUST TO SOURCE (43-41): Read 3.5 to 5 OHMS
C. EXHAUST TO HOLD (43-42): Read 7 to 10 OHMS
D. Individually test the resistance of each pin to vehicle
ground and note there is NO CONTINUITY .
If the resistance readings are as shown, the wire harness
leading to the modulator may require repair or
replacement. Before attempting repair or replacement
of the wire harness, refer to the test procedures specified
for the antilock controller in use for possible further testing
that may be required to substantiate the wire harness
problem. If the resistance values are NOT AS ST A TED,
replace the modulator.
MODULATOR REMOVAL
1. Locate the modulator that will be replaced and clean
the exterior.
2. Identify and mark or label all air lines and their respec-
tive connections on the valve to facilitate ease of
installation.
3. Disconnect both air lines and the electrical connector.
4. Remove the modulator from the vehicle.
5. Remove all air line fittings and plugs. These fittings
will be re-used in the replacement modulator.
MODULATOR INSTALLATION
1. Install all air line fittings and plugs, making certain thread
sealing material does not enter the valve.
2. Install the assembled valve on the vehicle.
3. Reconnect both air lines to the valve using the identification made during V ALVE REMOVAL step 5.
4. Reconnect the electrical connector to the modulator.
5. After installing the valve, test all air fittings for excessive
leakage and tighten as needed.
TECHNICAL INFORMATION
Porting 1 Supply Port (from brake, relay
or quick release valve) - 1/2" NPT
1 Delivery Port (brake actuator) - 1/2" NPT
Optional:
Push-to-connect for 1/2" tubing
Solenoid Voltage : 12 Volts DC Nominal
Weight: 1.7 pounds
Maximum Operating Pressure: 150 psi Gauge
Operating T emperature Range: -40 to 185 degrees
Fahrenheit
Pressure Differential: 1 psi maximum (supply to delivery)
Mounting Hole Sizes 0.33" diameter thru body
8
BW2085 © 2004 Bendix Commercial Vehicle Systems LLC All rights reserved. 9/2004 Printed in U.S.A.
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