ABS, TCS, ESP, EBD

ROAD MAP

1. ABS
2. TCS
3. ESP
4. EBD
1. ABS

1.1 SYSTEM OVERVIEW

1.2 DYNAMICS OF A BRAKED WHEEL
1.3 ABS LOOP CONTROL
1.4 TYPICAL CONTROL CYCLES
1.5 WHEEL – SPEED SENSORS
1.6 HYDRAULIC MODULATOR
1.1 SYSTEM OVERVIEW
 It is possible for the wheels of a vehicle to lock up under braking due to
wet or slippery road surfaces, and abrupt reaction on the part of the
driver (unexpected hazard).
 The vehicle can become uncontrollable as a result, and may go into a
slip and/or leave the road.
 The antilock braking system (ABS) detects if one or more wheels are
about to lock up under braking and if so makes sure that the brake
pressure remains constant or is reduced. As a consequence the vehicle
can be braked or stopped quickly and safely.
1.1 SYSTEM OVERVIEW
The ABS braking system is
based on the components of
the conventional system.
 the brake pedal
 the brake booster,
 the master cylinder,
 the reservoir,
 the brake lines and hoses,
and
 the brakes and wheel-
brake cylinders.
1.1 SYSTEM OVERVIEW
In addition there are also the
following components:
 the wheel-speed sensors,
 the hydraulic modulator,
and
 the ABS control unit.
 The warning lamp lights up
if the ABS is switched off.
1.1 SYSTEM OVERVIEW
 Wheel-speed sensors
 Wheel-speed sensors detect the
speed of rotation of the wheels
and pass the electrical signals
to the control unit.
 The speed signals are used to
calculate the degree of slip
between the wheels and the
road surface and therefore
detect whether any of the
wheels is about to lock up.
1.1 SYSTEM OVERVIEW
 Electronic control unit (ECU)
 The ECU processes the
information received from the
sensors according to defined
mathematical procedures
(control algorithms). The results
of those calculations form the
basis for the control signals
sent to the hydraulic modulator.
1.1 SYSTEM OVERVIEW
 Hydraulic modulator
 The hydraulic modulator incorporates a series of solenoid valves
that can open or close the hydraulic circuits between the master
cylinder and the brakes.
 Under normal conditions, the solenoid valves are OFF and the
brake pressure generated in the master cylinder is transmitted
directly to the brakes at each wheel.
 As the degree of brake slip increases due to braking on a
slippery surface or heavy braking, the connection between the
master cylinder and the brakes is shut off so that any increase of
pressure in the master cylinder does not lead to a pressure
increase at the brakes.
 If the degree of slip of any of the wheels increases further, the
return pump draw brake fluid from the brake(s) and the pressure
in the relevant brake(s) is thus reduced so that wheel lock-up
does not occur.
1.2 DYNAMICS OF A BRAKED WHEEL

 The brake slip ratio λ is a measure of the proportion

of kinetic friction, whereby λ = 100% is the level at
which the wheel locks and only kinetic friction is
present.
 The brake slip ratio ,
λ = 100% [(VF – VR)/VF]
indicates the degree to which the wheel’s
circumferential speed, VR, lags behind the vehicle’s linear
speed (road speed), VF.
1.2 DYNAMICS OF A BRAKED WHEEL
According to Toyota:
 From a slip ratio of zero to a slip ratio
of 10%, braking is mild to moderate
and good traction between the tire
and the road surface is maintained.
 Between slip ratios of 10% to 30%
the most efficient braking occurs.
This is where the tires are at a point
where they may begin to lose
traction with the road surface.
 Beyond a slip ratio of 30%, braking
efficiency is reduced, stopping
distance is increased and directional
control is lost.
1.2 DYNAMICS OF A BRAKED WHEEL
 In Bosch’s ABS systems, the
areas in which the ABS is active
are shaded blue in figures on
the left.
 In dry conditions, wet
conditions or black ice, braking
distances are shorter with ABS
than if the wheels are
overbraked and lock up.
 In snow weather, the advantage
of ABS is in its ability to
maintain handling stability and
steerability.
1.3 ABS LOOP CONTROL
The ABS control loop consists of the following:
 The controlled variables
 The wheel speed and the wheel
deceleration/acceleration,
 The brake slip
 The reference variable
 Brake pressure generated by master cylinder
 The correcting variable
 Braking pressure in the wheel-brake cylinder
 The controlled system
 The vehicle and its brakes
 The wheels and the friction pairing of tire and
road surface
1.3 ABS LOOP CONTROL

Initial braking phase, simplified

Ideal curve for friction coefficient versus slip
a Stable zone b Unstable zone
λK Optimum brake slip
1.4 TYPICAL
CONTROL
CYCLES
Phase 1
• During the initial phase
of braking, the brake
pressure at the wheel
and the rate of wheel
deceleration rise.
• At the end of phase 1,
the wheel deceleration
passes the set threshold
level (–a).
1.4 TYPICAL
CONTROL
CYCLES
Phase 2
• The relevant solenoid
valve switches to the
“maintain pressure”
setting.
• At the end of phase 2,
the wheel speed drops
below the λ1 threshold.
1.4 TYPICAL
CONTROL
CYCLES
Phase 3
• The solenoid valves
switch to the “reduce
pressure” setting so
that the pressure drops,
and they remain at that
setting as long as the
wheel deceleration is
above the threshold –a
1.4 TYPICAL
CONTROL
CYCLES
Phase 4
• The deceleration rate falls
below the threshold –a
again and a pressure-
maintenance phase of a
certain length follows.
• The wheel acceleration has
increased so much that the
threshold (+a) is passed.
The pressure continues to
be maintained at a constant
level.
1.4 TYPICAL
CONTROL
CYCLES
Phase 5
• At the end of phase 4,
the wheel acceleration
exceeds the relatively
high threshold level
(+A).
• The brake pressure then
increases for as long as
the acceleration
remains above the
threshold (+A)
1.4 TYPICAL
CONTROL
CYCLES
Phase 6
• The brake pressure is
once again held
constant because the
acceleration is above
the threshold (+a).
• At the end of this
phase, the wheel
acceleration falls below
the threshold (+a).
1.4 TYPICAL
CONTROL
CYCLES
Phase 7 & 8
• The brake pressure is now
increased in stages until the
wheel deceleration passes
the threshold (–a) (end of
phase 7).
• This time, the brake
pressure is reduced
immediately without a λ1
signal being generated
1.5 WHEEL – SPEED SENSORS
 Wheel-speed sensors are used to measure the
rotational speed of the vehicle wheels.
 The speed signals are transmitted via
cables to the ABS, TCS or ESP control unit of
the vehicle which controls the braking force
individually at each wheel.
 Navigation systems also use the wheel speed
signals to calculate the distance traveled
1.5 WHEEL – SPEED SENSORS
 There are two types of wheel – speed
sensor:
 Passive (inductive) wheel-speed
sensors
 Active wheel-speed sensors/ Hall
effect sensors
1.6 HYDRAULIC MODULATOR
The hydraulic modulator forms the
hydraulic connection between the
master cylinder and the wheel-brake
cylinders and is therefore the central
component of electronic brake systems.
It converts the control commands of the
electronic control unit and uses solenoid
valves to control the pressures in the
wheel brakes.
1.6 HYDRAULIC MODULATOR
1. Electronic control
unit
2. Coil grid
3. Coils/solenoid
group
4. Solenoid valves
5. Hydraulic block
6. DC motor
7. Plunger pump
8. Low-pressure
reservoir
9. Pressure sensor
1.6 HYDRAULIC MODULATOR

 There are two main types of ABS hydraulic modulator

used in current vehicle:
 2-position solenoid valves.
 3-position solenoid valves
1.6 HYDRAULIC MODULATOR
3-Position Solenoid Types
1.6 HYDRAULIC MODULATOR
2-Position Solenoid Types
2. TCS
 The traction control system (TCS) prevents the
wheels from spinning by reducing
the drive torque at each driven wheel.
 In addition to this safety-relevant task
of ensuring the stability and steerability
of the vehicle when accelerating, TCS also
improves the traction of the vehicle by
regulating the optimum slip
2. TCS
2. TCS
3. ESP
3. ESP
ESP enhances driving safety by providing the following
assets:
 Keeps the vehicle on track and improves directional
stability under all operating conditions, including
emergency stops, standard braking maneuvers, coasting,
acceleration, trailing throttle (overrun), and load shift
 Increased vehicle stability at the limits of traction, such as
during sharp steering maneuvers (panic response), to
reduce the danger of skidding or breakaway.
3. ESP
3. ESP
3. ESP
Rapid steering and
countersteering
3. ESP
3. ESP
3. ESP
3. ESP
3. ESP
Extended steering and
countersteering sequence
with progressively greater
input angles
AUTOMATIC BRAKE FUNCTIONS
2.1 Electronic Braking-force
Distribution (EBD)
2.2 Hydraulic Brake Assist (HBA)
2.3 Controlled Deceleration for
Parking Brake (CDP)
2.4 Hill Hold Control (HHC)
2.5 Hill Descent Control (HDC)
2.6 Controlled Deceleration for
Driver Assistance Systems (CDD)
2.7 Hydraulic Fading
Compensation (HFC)
2.8 Hydraulic Rear Wheel Boost
(HRB)
2.9 Brake Disk Wiping (BDW)
4. EBD
 Legal requirements demand that the
braking systems of road vehicles are
designed in such a way that they
ensure a deceleration up to of 0.83g
and provide stable driving behavior
during all types of maneuvers so that
1 Ideal braking-force distribution of a vehicle: the vehicle does not exhibit unstable
1l Unladen vehicle handling characteristics.
1b Fully laden vehicle
2 Fixed braking-force distribution
3 Braking-force distribution with P. valve
4 Straight line for retardation of 0.83g
4. EBD
 On vehicles without ABS, this is
achieved by the use of proportioning
valves for the rear brakes.
 Electronic Braking-force Distribution
(EBD) allows the distribution between
front and rear brakes to be adjusted
according to conditions. Handling
response is continuously monitored
1 Ideal braking-force distribution of a vehicle:
1l Unladen vehicle
and a greater proportion of the overall
1b Fully laden vehicle braking force can be applied to the
2 Fixed braking-force distribution
3 Braking-force distribution with P. valve rear brakes.
4 Straight line for retardation of 0.83g
4. EBD
Design
 The vehicle is designed in such a
way that without a proportioning
valve.
 The use of the existing ABS
system’s hydraulics, sensors and
electronics, but with modified
valves and software, allows the
braking force at the rear wheels to
be reduced at higher overall
braking levels.
4. EBD
Method of operation
 The ECU continuously calculates
the slip difference between the
front and rear wheels in all driving
situations.
 If the ratio of front to rear wheel
slip exceeds a defined stable
handling threshold when braking,
the ABS pressure inlet valve for the
appropriate rear wheel is closed.
 This prevents further increase of
brake pressure at that wheel
4. EBD
Method of operation
 If the driver then further increases
the force applied to the brake
pedal, the degree of slip at the
front wheels also increases.
 The difference between front and
rear wheel slip diminishes and the
pressure inlet valve is opened
again so that the pressure at the
rear wheel rises once more.
 This process may then be repeated
a number of times depending on
the brake pedal force and the
maneuver being performed.
4. EBD
Advantages
 Optimized vehicle handling stability under all
payload conditions, in all cornering situations,
on uphill or downhill gradients, and in any
drivetrain status ,
 No need for conventional proportioning valves,
 Reduced thermal stresses on the front brakes,
 Even wear between front and rear brake pads,
 Better vehicle deceleration with the same pedal
force,
 Constant braking-force distribution patterns
over the entire life of the vehicle,
 Only minor modifications to existing ABS
components are required.
THE END