SW Catalogue V38 Eng 040302

Competence CenterControl Systems Software

COPYRIGHT...CONFIDENTIAL..AND..PROPRIETARY.ALL RIGHTS RESERVED - PROPERTY OF CONTINENTAL TEVES AG & CO. oHG. This information carrier and the information it contains are the property of Continental Teves AG & Co. oHG. Any reproduction, disclosure or use of either is prohibited without the prior written consent of Continental Teves. Continental Teves reserve worldwide all rights also in the case of industrial property rights being granted. The same provisions apply to any verbal communications related thereto accordingly.

RECHTSVORBEHALTSVERMERK...VERTRAULICH. ALLE RECHTE VORBEHALTEN - EIGENTUM DER CONTINENTAL TEVES AG & Co. oHG. Jegliche Vervielfältigung, Offenbarung oder Benutzung dieser Informationen ist ohne schriftliche Zustimmung von Continental Teves verboten. Continental Teves behält sich weltweit alle Rechte auch für den Fall der Erteilung von gewerblichen Schutzrechten vor. Die gleichen Regelungen gelten für diesbezügliche mündliche Mitteilungen entsprechend.

Version 3.8

March 3rd, 2004

Where comfort, safety, and fun meet together ...

Off road features (limited speed without driver braking)

Reduced stopping distance, better steerability & stability

Support in every day situations (drive off, traffic jam,…)

Comfort

Safety

Fun

Continental TevesInnovative SW Functions

Version 3.8 - February 2004




Version 3.8

March 3rd, 2004

Driver Comfort Functions (Take over tasks of the driver) I

HSA - Hill Start Assist Hill Start Assist supports the driver during drive off and parking on slope, by avoiding the vehicle to roll back when the brake pedal is released without hand brake apply.

AVH - Automatic Vehicle Hold (HSA in combination with Electronic Parking Brake) Automatic Vehicle Hold assists the driver in holding the vehicle by using the service brake. In addition, the Electric Parking Brake is used to safely park the vehicle, e.g. if the driver has left the vehicle. For a smooth and safe drive off on a slope, the standard HSA logic is used.

HDC - Hill Descent ControlHill Descent Control is a speed control (in low speed range) that keeps the vehicle velocity during steep downhill driving to a limit selected by the driver.

EBA - Engine Brake-Torque Assist The Engine Brake Torque Assist is an off-road feature to avoid unexpected and abrupt vehicle acceleration during a descent in trailing throttle state caused by wheels losing their grip to the ground surface. So the vehicle is forced to a sufficiently low crawl speed without driver brake apply.

ACC - Adaptive Cruise Control Adaptive Cruise Control is an extension of a normal cruise control with a tracking distance control function. Remark: Continental Teves provides the actuator controller that controls the brake pressure and the engine torque demand.

SSA - Smooth Stop AssistThe Smooth Stop Assist increases comfort while stopping the vehicle by reducing acceleration peaks in the transition from driving to standing still.

ContiTeves SW-Functions




Version 3.8

March 3rd, 2004


Driver Comfort Functions (Take over tasks of the driver) II

DAC – Downhill Acceleration ControlThe vehicle acceleration is limited by an autonomous brake activation depending on slope angle (e.g. support of parking on slope).

ASG – Assisted Stop & GoA velocity control down to 0kph depending on accelerator pedal position to support driver in stop & go situations.(vehicle is stopped by an autonomous brake activation when driver releases accelerator pedal)




Version 3.8

March 3rd, 2004

Enhanced Brake Functions (Improvement of safety of the brakes) I

HBA - Hydraulic Brake AssistThe Hydraulic Brake Assist function supports the driver to reach the shortest possible stopping distance in panic braking situations, by building up the maximum necessary brake pressure.

MBS - Maximum Brake SupportThe Maximum Brake Support is a hydraulic support in full braking situations when the brake pressure is not high enough to activate ABS at rear axle.

FBS - Fading Brake SupportThe Fading Brake Support is a hydraulic support to compensate a higher locking pressure caused by brake fading in hard braking situations.

BFS - Booster Failure SupportThe Booster Failure Support reduces the stopping distance after a booster failure to meet the legal requirements.

BPS - Booster Performance SupportThe Booster Performance Support is a hydraulic support to compensate low booster performance in high braking situations.

CSS - Cold Start SupportThe Booster Performance Support is a hydraulic support to compensate too low booster performance caused by a lack of vacuum during cold start phase.





Version 3.8

March 3rd, 2004


Enhanced Brake Functions (Improvement of safety of the brakes) II

RAB - Ready Alert BrakesThe Ready Alert Brakes function predicts hard braking situations and prepares the brake system by reducing/compensating the air gap between brake pads and disk.

RBS - Rain Brake SupportTo improve the brake efficiency in rainy conditions, Rain Brake Support gently squeezes the brake pads against the diskto remove water from the surface of the disk.

DLC - Dive Limiting ControlThe Dive Limiting Control avoids vehicle instability and longer stopping distance by keeping sufficient weight on the rear axle in hard braking situations.




Version 3.8

March 3rd, 2004

Enhanced Brake Functions (Improvement of comfort and safety)

TSP - Trailer Stability ProgramThe Trailer Stability Program detects snaking coming from driving with a trailer and reduces the trains velocity, until the oscillation stops.

UCL - Understeer Control LogicIn addition to the ESP-intervention in understeering situations, the Understeer Control Logic adapts the vehicle speed to the curve radius via active brake intervention.

LDE – Low Dynamic ESPLow Dynamic ESP control stabilize the car in partial braking situations, if small differences in brake forces or inhomogeneous road surfaces lead to asymmetric longitudinal and lateral axle forces.

ARP - Active Rollover ProtectionThe Active Rollover Protection is designed to reduce on road (friction) the risk of rollover in case of dynamic (e.g. lane change) and stationary (e.g. circle driving) maneuvers.

ISC - Integrated Stability ControlIntegrated Stability Control is an expansion of ABS/TCS systems. It detects unstable driving situations and stabilizes the vehicle by autonomous actuation of one or both front wheel brakes and by adjustment of engine torque.

SCL - Side Slip Control LogicThe Side Slip Control Logic is designed to limit the side slip angle in case of dynamic (e.g. lane change) and stationary (e.g. circle driving) maneuvers.





Version 3.8

March 3rd, 2004

Driver Information Systems (Only Indication)

DDS - Deflation Detection SystemThe Deflation Detection System detects deflation of tires indirectly, by using the standard ABS wheel speed sensor information.

TPMS - Tire Pressure Monitoring SystemThe Tire Pressure Monitoring System detects and locates deflation of tires directly, by using additional wheel pressure sensors.

BPW - Brake Pad Wear IndicationThe Brake Pad Wear Indication function estimates the wear of the brake pads.





Version 3.8

March 3rd, 2004

Active front steering functions (Improvement of comfort and stability)

Enhanced stability control functions using Active Front Steering system in addition to conventional ESP – actuators.

YTC – Yaw Torque CompensationThe Yaw Torque Compensation calculates and activates an automatic countersteering to compensate the disturbance yaw torque caused by braking on roads with different friction coefficients.

Additional SW functions for Electric Parking Brake (EPB) systems

DAR - Drive Away ReleaseThe Drive Away Release Function releases the Electric Parking Brake if drive-off is detected.





Version 3.8

March 3rd, 2004

Content I

Driver Comfort Functions (Take over tasks of the driver)

HSA - Hill Start Assist

AVH - Automatic Vehicle Hold (HSA in combination with EPB)

HDC - Hill Descent Control

EBA - Engine Brake-Torque Assist

ACC - Adaptive Cruise Control

SSA - Smooth Stop Assist

Content I – Driver Comfort Functions




Version 3.8

March 3rd, 2004

Hill Start Assist supports the driver during drive off and parking on slope, by avoiding the vehicle to roll back when the brake pedal is released without hand brake apply

Hill Start Assist(HSA)




Version 3.8

March 3rd, 2004

Hill Start Assist – Function Description

Hill Start Assist enhances the handling of a vehicle on slope, such as easy drive-off or parking a vehicle. The driver can release the brake pedal without rolling back to start driving-off.

1) The driver stops or holds the vehicle by using the service brake. The applied braking torque is sufficient to hold the vehicle in a complete standstill.

2) The vehicle stands still. The driver releases the brake pedal and starts to accelerate. HSA holds the braking pressure to ensure that there is no rolling back.

3) The vehicle is still standing. While the driver increases the driving torque, HSA reduces the pressure in balance to ensure that there is neither rolling back nor a drive-off against the brake.

4) The driving torque is sufficient to accelerate the vehicle forward. HSA has reduced the brake pressure to zero. The vehicle drives off.




Version 3.8

March 3rd, 2004

Hill Start Assist – Technical Realization

During drive-off, the function estimates the driving torque at the driven axle. The braking torque will be reduced until driving torque is high enough to drive-off.

Time

Torque

Required torque to avoid rolling back

driving torque

braking torque

1 2 3 4

1-2 sec




Version 3.8

March 3rd, 2004

Time for development / application: 2 years, incl. 2 winter tests, 1 summer test

Test vehicle: Vehicle(s) with proper configuration available for TEVES during development

ABSMk 25/60/70

EHB

ESPMk 25/60

ESP - E5Mk 25/60 E5

ESP - E1Mk 25/60 E1

System

Additional Components

Longitudinal Acceleration Sensor

ActiveBooster

Vehicle Requirements

CAN Engine Interface

feasible not feasible

Hill Start Assist - Requirements

no need

Reverse Gear Switch




Version 3.8

March 3rd, 2004

Customer value Reason

Vehicle safety

Vehicle comfort

Frequency of use

Cost savings

No roll back / improved handling on slope

Easier drive off on slope

Benefit in everyday situations

Improved safety may help to prevent accidents and damageAdditional function without expensive automatic gear

Marketing potential

Brand Image

Increase of sales

Cost savings

Necessity to meet legal requirements

Easy marketing because of good perceptibility and frequency of application

Improvement of brand image concerning comfort and innovation

Additional function for an additional charge

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- highly relevant - not relevant

Hill Start Assist – Customer Value




Version 3.8

March 3rd, 2004

AVH assists the driver in holding the vehicle by using the service brake. In addition, the Electric Parking Brake is used to safely park the vehicle, e.g. if the driver has left the vehicle. For a smooth and safe drive off on a slope, the standard HSA logic is used

Automatic Vehicle Hold(AVH)




Version 3.8

March 3rd, 2004

Automatic Vehicle Hold – Function Description

P

1) The driver stops or holds the vehicle by using the service brake. By request or on a slope the vehicle is being held automatically.

2) In case the driver gets out, the Electric Parking Brake is automatically activated to safely park the vehicle.

3) While the driver increases the driving torque, AVH enables a comfortable drive-off without rolling backwards.

4) The driving torque is sufficient to accelerate the vehicle forward. The vehicle drives off.

AVH assists the driver in holding the vehicle by using the service brake. The Electric Parking Brake might be used to safely park the vehicle.

The vehicle will be held for an extended period of time




Version 3.8

March 3rd, 2004

Automatic Vehicle Hold – Technical Realization

Holdwith

EBS

EPB / EHP locked

Launchsupport

Release allBrake PressureCheck

Conditionsfor

ActivationActive Pressure

Increase

Parking Brake Switch

Request to Open

Request to Lock

(On slope) and(sufficient axle torque)

v = 0

Significant Slope (HSA)

Peak in Brake Pedal Force(manual activation)

(Time limit exceeded) or (Ignition off) or (Driver leaves vehicle)

(Request to open) or(Ignition on and Driver in vehicle) or(Driver intends to move vehicle)

Active Brakingwith EBS

v = 0

(Increasing axle torque)or (Request to Open)

(automatic activation)

Power on

Power offStandstillManagement




Version 3.8

March 3rd, 2004

ABSMk 25/60/70

EHB

ESPMk 25/60

ESP - E5Mk 25/60 E5

ESP - E1Mk 25/60 E1

System




Automatic Vehicle Hold – Requirements

no need


Electric Parking Brake

ActiveBooster


Reverse Gear Switch






Version 3.8

March 3rd, 2004


Vehicle safety

Vehicle comfort

Frequency of use

Cost savings

No roll back / improved handling on slope

Easier drive off on slope / automatic apply of parking brake


• Improved safety may help to prevent accidents and damage,• Additional function without expensive automatic gear

Marketing potential

Brand Image

Increase of sales

Cost savings


Easy marketing because of good perceptibility and frequency of application

Improvement of brand image concerning comfort and innovation


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Automatic Vehicle Hold – Customer Value




Version 3.8

March 3rd, 2004

Hill Descent Control is a speed control (in low speed range) that keeps the vehicle velocity during steep downhill driving to a limit selected by the driver

Hill Descent Control (HDC)




Version 3.8

March 3rd, 2004

speed control- Off-road driving aid for steep downhill driving

- Speed limiting control in low speed range (without driver brake apply)

- Variable vehicle speed selectable by accelerator pedal

Hill Descent Control - Function Description




Version 3.8

March 3rd, 2004

BrakeLight

Switch

2 LightsInfo & Warning

EngineRPM

TorqueAccelerator Pedal

4Wheel Speeds

GearSelector

HDCSwitch

HDC&

Pressure Control

CAN Hardwired intern

Hill Descent Control - Technical Realization I

Actuatorsof the

ElectronicBrake System




Version 3.8

March 3rd, 2004

VelocityController

a_req AccelerationController

P_req PressureController

PressureModel

valves

pumpVehicle

P_model

v_req

a_vehicle

v_ref

v_vehicle

- - -

HDCClosed Loop Control

Hill Descent Control - Technical Realization II




Version 3.8

March 3rd, 2004

ABSMk 25/60/70

EHB

ESPMk 25/60

ESP - E5Mk 25/60 E5

ESP - E1Mk 25/60 E1

System




Hill Descent Control – Requirements

no need



Activator switch / Warning lamp






Version 3.8

March 3rd, 2004


Vehicle safety

Vehicle comfort

Frequency of use

Cost savings

Improved handling on slope

Easy steep downhill drive with no need to apply brakes

Benefit in off-road situations

Improved off-road performance / additional function without low range gear

Marketing potential

Brand Image

Increase of sales

Cost savings


Easy marketing because increased comfort is easy to understand for off-road driver

Improvement of brand image concerning innovative off-road features

Additional function for an additional charge (activation switch)

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Hill Decent Control – Customer Value




Version 3.8

March 3rd, 2004

The Engine Brake Torque Assist is an off-road feature to avoid unexpected and abrupt vehicle acceleration during a descent in trailing throttle state caused by wheels losing their grip to the ground surface. So the vehicle is forced to a sufficiently low crawl speed without driver brake apply

Engine Brake-Torque Assist(EBA)




Version 3.8

March 3rd, 2004

Engine Brake-Torque Assist – Function Description I

FG FG - Vehicle weight

Engine braking torque can no longer be transmitted:

therefore:

Vehicle accelerates;the wheel that haslost its grip is retardedand possibly rotates backwards

Wheel has lost grip on surface

- Downgrade force

- Normal force

- Engine braking force

- Vehicle center of gravity

FH

FH

dvdt

FN

FN

SP

SP

FM

FM>>

>> 0

FM

FH




Version 3.8

March 3rd, 2004

Engine Brake-Torque Assist – Comparison with HDC

HDC – Hill Descent Control EBA – Engine Brake Torque Assist

Offroad function to increase safety, comfort and fun during steep downhill driving

Velocity limiting control Prevention of unpredictable acceleration in offroad situations

Velocity limited by autonomous brake intervention

Velocity limited by engine brake torque (Efficiency guaranteed by EBA)

Function has to be activated by the driver

Function is always activated during driving with low range gear EBA intervention is triggered by recognition of ‚critical‘ situations

Activation switch and display required

Low range gear required

Patent not owned by CT Patent owned by CT




Version 3.8

March 3rd, 2004

0 1 2 3 4 5 6-30

-25

-20

-15

-10

-5

0

5

10

15

20Vehicle speed(kph)

Vehicle behavior without MBU

Vehicle ve locity W heel ve locitiesTim e (s)

Engine Brake-Torque Assist – Technical Realization I

Vehicle behaviour without EBA




Version 3.8

March 3rd, 2004

0 1 2 3 4 5 6-30

-25

-20

-15

-10

-5

0

5

10

15

20

0

10

20

Zeit (s)

M BUpressurerequest (bar)

Vehicle behavior with MBUVehicle speed(kph)

Vehicle ve locity W heel ve locitiesTime (s)

EBA pressure request (bar)

Engine Brake-Torque Assist – Technical Realization II

Vehicle behaviour with EBA




Version 3.8

March 3rd, 2004

ABSMk 25/60/70

EHB

ESPMk 25/60

ESP - E5Mk 25/60 E5

ESP - E1Mk 25/60 E1

System




Engine Brake Torque Assist – Requirements

no need

No additional hardware required

Low Range Gear






Version 3.8

March 3rd, 2004

Adaptive Cruise Control is an extension of a normal cruise control with a tracking distance control function Remark: Continental Teves provides the actuator controller that controls the brake pressure and the engine torque demand

Adaptive Cruise Control(ACC)




Version 3.8

March 3rd, 2004

Adaptive Cruise Control – Function Description

ABS/TCS/ESPControl Unit

MK60 E

EngineControl Unit

Brake

Vehicle Actuators

ACC ECU

Engine

Longitudinal acceleration

Wheelpressure

Engine Torque

Throttle

Sensor Data

ESP ECU

ObjectData

ACCControl Unit

CAN

CAN

Wheelvelocity




Version 3.8

March 3rd, 2004

Adaptive Cruise Control – Technical Realization

HEADWAY SENSOR

SelectTargetvehicle

Determinedesired

Distance

BRAKE

AccelerationController LAC(New Development)

-

TorqueController

Ad

Ad,cruise

Ad,follow

Distance

Pd

DetectedVehicles

-

dd

vvehicle

VEHICLE

DRIVERDRIVEREMS

CONTROL UNIT

ABS/TCS/ESPCONTROL UNIT

ACCCONTROL UNIT

Target detected

RelativeVelocity

PressureController

(Software Available)

PressureController

(Software Available)

ENGINE

TRANSMISSION

Td

SelectState

VelocityController

DistanceController

vdriver

Switch pack on

steering wheel

Switch pack on

steering wheel

BrakesBrakes

EngineEngine

Arbitration

DecelerationController LDC(Software Available)

• Adriver

• Max. possible deceleration • Actuator limited

• Yawrate• Vehicle acceleration• Steering wheel angle

ACC Status

ACC Display

in Vehicle

• Vehicle Setspeed• Distance • Actual speed• ACC status




Version 3.8

March 3rd, 2004

ABSMk 25/60/70

EHB

ESPMk 25/60

ESP - E5Mk 25/60 E5

System


ActiveBooster

feasible not feasible no need

Adaptive Cruise Control – Requirements

No additional components




*) Only acceleration/deceleration interface. Possible comfort restriction because of brake pulling has to be evaluated at project start

ESP - E1*Mk 25/60 E1

Object-Registration (ACC-Sensor)

CAN Engine Interface (for deceleration interface)

ACC-Receiver (ACC-Controller)




Version 3.8

March 3rd, 2004

The Smooth Stop Assist increases comfort while stopping the vehicle by reducing acceleration peaks in the transition from driving to standing still

Smooth Stop Assist(SSA)




Version 3.8

March 3rd, 2004

Smooth Stop Assist – Function Description

To achieve a smooth stopping of the vehicle, the wheel pressure is decreased below drivers demand just before vehicle stands still.

Detection of a normal comfortable brake situation, below a threshold velocity leads to SSA activation

Driver behaviour in normal braking situation

Constant brake pressure demand, leads to high deceleration peak, when the vehicle is stopping. This causes nicking of the vehicle.

Smooth Stop Assist

Active driver support in normal comfortable stopping situations to prevent nicking of stopping vehicles.

Brake pressure decrease based on the driver brake pressure and the velocity of the vehicle.

t

Vehicle velocityCharacterestics without SSA

Vehicle velocity

Vehicle velocityCharacterestics with SSA

Driver braking pressure

Wheel pressure




Version 3.8

March 3rd, 2004

ABSMk 25/60/70

EHB

ESPMk 25/60

ESP - E5*Mk 25/60 E5

System


Smooth Stop Assist – Requirements


Time for development / application: 1 year, incl. 1 winter test, 1 summer test



ESP - E1Mk 25/60 E1

No additional requirements

feasible not feasible no need *) brake intervention noticeable: noise and pedal vibration (limited comfort)




Version 3.8

March 3rd, 2004

Content II/I

Enhanced Brake Function (Improvement of safety of the brakes )

HBA - Hydraulic Brake Assist

MBS - Maximum Brake Support

FBS - Fading Brake Support

BFS - Booster Failure Support

BPS - Booster Performance Support

CSS - Cold Start Support

Content II – Enhanced Brake Functions I




Version 3.8

March 3rd, 2004

Content II/II

Enhanced Brake Function (Improvement of safety of the brakes )

RAB - Ready Alert Brakes

RBS - Rain Brake Support

Content II – Enhanced Brake Functions II




Version 3.8

March 3rd, 2004

The Hydraulic Brake Assist function supports the driver to reach the shortest possible stopping distance in panic braking situations, by building up the maximum necessary brake pressure

Hydraulic Brake Assist (HBA)




Version 3.8

March 3rd, 2004

The HBA-function supports the driver in panic braking situations. This is done by increasing wheel pressure quickly up to locking pressure.

10 20 30 40 50 60 70 80

WITH HBA

INSUFFICIENT DRIVER REACTION

WITHOUT HBA

WITH HBA

HESITANT DRIVER REACTION

WITHOUT HBA

STOPPING DISTANCE FROM 100km/h

STOPPING DISTANCE WITH AND WITHOUT HBA

Hydraulic Brake Assist

Active driver support in emergency situations:

Fast pressure increase to the maximum limited only by ABS based on Tire-Road friction

Hydraulic Brake Assist – Function Description




Version 3.8

March 3rd, 2004

If panic braking is detected, by monitoring the master cylinder pressure gradient, the wheel pressures are increased above the master cylinder pressure. This active pressure increase is realized by activating the hydraulic pump and the MCI/ERV (Master Cylinder Isolation Valves/ Electrical Reversing Valves) valves of both hydraulic circuits.

Driver reaction in emergency situation

High pedal speed often insufficient pedal force

Detection of high TMC pressure gradient leads to HBA activation

20

40

60

80

100

0,2 0,4 0,6 0,8 1,0

wheel pressure

TMC

Time in sP

ress

ure

in b

ar

2

4

6

8

10

0,2 0,4 0,6 0,8 1,0

TIME in s

DE

CE

LER

AT

ION

m/s

2

DECELERATION CHARACTERISTIC

Hydraulic Brake Assist – Technical Realization

Hydraulic Brake Assist

Active driver support in emergency situations:

Fast pressure increase to the maximum limited by ABS depending on Tire-Road friction




Version 3.8

March 3rd, 2004

ABSMk 25/60/70

ESPMk 25/60

ESP - E5Mk 25/60 E5

ESP - E1Mk 25/60 E1

System


Hydraulic Brake Assist – Requirements

no need

EHB










Version 3.8

March 3rd, 2004

The Maximum Brake Support is a hydraulic support in full braking situations when the brake pressure is not high enough to activate ABS at rear axle

Maximum Brake Support (MBS)




Version 3.8

March 3rd, 2004

Maximum Brake Support – Technical Realization

20

40

60

80

100

0,2 0,4 0,6 0,8 1,0

pre

ssu

re [b

ar]

120

20

40

60

80

100

0,2 0,4 0,6 0,8 1,0

pre

ssu

re [b

ar]

120

without Maximum Brake Support

master cylinder pressure

front axle pressure

rear axle pressure

with Maximum Brake Support

In full braking situations it is possible that the brake pressure is not high enough at the rear axle to achieve the maximum deceleration of the vehicle(e.g. because of high loading conditions)

Actions:Active pressure increase with the helpof pump, MCI and ERV valves in orderto increase rearwheel pressure up tolocking pressure

Activation conditions:• master cylinder pressure over threshold • ABS control at front axle• no ABS control at rear axle




Version 3.8

March 3rd, 2004

ABSMk 25/60/70

ESPMk 25/60

ESP - E5Mk 25/60 E5

ESP - E1Mk 25/60 E1

System


Maximum Brake Support – Requirements

no need

EHB










Version 3.8

March 3rd, 2004

The Fading Brake Support is a hydraulic support to compensate a higher locking pressure caused by brake fading in hard braking situations

Fading Brake Support (FBS)




Version 3.8

March 3rd, 2004

Fading Brake Support – Function Description

Brake Fading:

High locking pressure

Support of boosterabove knee point pressure

Triggered pressureincrease up tolocking pressure level, if brake fading is detected

without additional double vacuum sensor

With additionaldouble vacuum Sensor(to detect booster knee point)

Two possibilities to realize FBS:




Version 3.8

March 3rd, 2004

Fading Brake Support

Active Support for the driver in panic brake situation with brake fading:

Pressure increase to maximum, limited by ABS intervention

Activation of FBS:

Master cylinder pressure exceeds threshold, front wheel is not in ABS and deceleration is not enough time in s

2

4

6

8

10

0,2 0,4 0,6 0,8 1,0

time s

de

ce

ler a

tio

n i

n m

/s2

20

40

60

80

100

0,2 0,4 0,6 0,8 1,0

TCMpre

ss

ure

in

ba

r

120

140

160High-µlocking pressure

fading

High-µlocking pressure

normal

Problem caused by brake fading:

High master cylinder pressure is not sufficient for maximum deceleration

Wheel pressure

with FBS

without FBS

Fading Brake Support – Function Description(without additional double vacuum sensor)




Version 3.8

March 3rd, 2004

Hydraulic support to compensate high locking pressure caused by brake fading. Hydraulic control unit is used to increase wheel pressure up to locking pressure.

hydraulic support

pedal force

brake pressure

without FBS

Normal locking pressure

Fading locking pressure

Fading Brake Support – Technical Realization(without additional double vacuum sensor)

with FBS

Triggered pressure increase to locking level

brake pressure




Version 3.8

March 3rd, 2004

Hydraulic support to compensate a higher locking pressure (above designed knee point pressure) caused by brake fading. Hydraulic control unit is used to increase pressure via pump and to decrease pressure using analogue MCI (master cylinder isolation valves) depending on driver brake request.

brake pressure

without FBS

Normal locking pressure

Fading locking pressure

Fading Brake Support – Technical Realization(with additional double vacuum sensor)

with FBS hydraulic support

Linear hydraulicsupport

brake pressure

pedal forcepedal force




Version 3.8

March 3rd, 2004

ABSMk 25/60/70

ESPMk 25/60

ESP - E5Mk 25/60 E5

ESP - E1Mk 25/60 E1

System


Fading Brake Support – Requirements

no need

EHB






*) improved performance with additional double vacuum sensor

No additional components *)




Version 3.8

March 3rd, 2004


Vehicle safety

Vehicle comfort

Frequency of use

Cost savings

Reduced stopping distance in fading brake situations

---

Benefit in fading situations

Improved safety may help to prevent accidents and damage

Marketing potential

Brand Image

Increase of sales

Cost savings


---

Improvement of brand image concerning brake performance

---

Potential cost reduction for mechanical brake fading countermeasures

---

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Fading Brake Support – Customer Value




Version 3.8

March 3rd, 2004

The Booster Failure Support reduces the stopping distance after a booster failure to meet the legal requirements

Booster Failure Support (BFS)




Version 3.8

March 3rd, 2004

Booster Failure Support – Function Description

Gross vehicle Weight (GVW) of some cars exceeds 2 tons. In case of booster failure legal provisions for stopping distance are difficult to meet.

BFS allows to meet legal provisions

- at low cost

- by increasing deceleration

- therefore decreasing stopping distance

Legal requirement

without BFS

with BFS

2 tons

stopping distance

missed

met




Version 3.8

March 3rd, 2004

Possible reason for lack of vacuum:- booster failure- failed vacuum supply

Booster Failure Support – Technical Realization

Hydraulic control unit is used to increase brake pressure above the master cylinder pressure.

pedal force

brake pressure

pedal force

brake pressure

without BFS

with BFS

hydraulic support




Version 3.8

March 3rd, 2004

ABSMk 25/60/70

EHB

ESPMk 25/60

ESP - E5Mk 25/60 E5

ESP - E1Mk 25/60 E1

System


+ double vacuum sensor or delta-s sensor (integrated at vacuum booster)




Booster Failure Support – Requirements






Version 3.8

March 3rd, 2004


Vehicle safety

Vehicle comfort

Frequency of use

Cost savings

Sufficient brake performance even after vacuum failure

---

Activated in case of vacuum failure


Marketing potential

Brand Image

Increase of sales

Cost savings


---

---

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Allows to meet legal provisions at low cost

Gross vehicle weight (GVW) of some cars exceeds 2 tons. In case of booster failure legal provisions for stopping distance are difficult to meet.

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Booster Failure Support – Customer Value




Version 3.8

March 3rd, 2004

Hydraulic support to compensate low booster performance in high braking situations

Booster Performance Support(BPS)




Version 3.8

March 3rd, 2004

Booster Performance Support – Technical Realization

pedal force

brake pressure

pedal force

brake pressure

without BPS

with BPS

Possible reason for low runout point of vacuum booster:Small booster

Hydraulic control unit is used to increase brake pressure up to driver’s request.

hydraulic support




Version 3.8

March 3rd, 2004

ABSMk 25/60/70

ESPMk 25/60

ESP - E5Mk 25/60 E5

ESP - E1Mk 25/60 E1

System



Booster Performance Support – Requirements

EHB


+ double vacuum sensor (integrated at vacuum booster)







Version 3.8

March 3rd, 2004


Vehicle safety

Vehicle comfort

Frequency of use

Cost savings

---

---

---

Supports development of fuel efficient vehicle at low price, helps to reduce emissions

Marketing potential

Brand Image

Increase of sales

Cost savings


---

---

---

No necessity for vacuum pump in modern gasoline vehicles (reduced emission and fuel consumption)

Helps to meet legal requirements for these vehicles

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Booster Performance Support – Customer Value




Version 3.8

March 3rd, 2004

The Booster Performance Support is a hydraulic support to Compensate too low booster performance caused by a lack of vacuum during cold start phase

Cold Start Support(CSS)




Version 3.8

March 3rd, 2004

Hydraulic support of the booster to compensate a lack of vacuumduring cold start of modern gasoline engines.

• Booster Performance Support compensates lack of vacuum• Booster Performance Support helps to reduce emissions

Cold Start Support – Function Description




Version 3.8

March 3rd, 2004

pedal force

brake pressure

pedal force

brake pressure

without CSS

with CSS

Cold Start Support – Technical Realization

Possible reason for low runout point of vacuum booster:low vacuum level (reduction ofemissions during cold-start)

Hydraulic control unit is used to increase brake pressure up to driver’s request.

hydraulic support




Version 3.8

March 3rd, 2004

ABSMk 25/60/70

ESPMk 25/60

ESP - E5Mk 25/60 E5

ESP - E1Mk 25/60 E1

System



Cold Start Support – Requirements

EHB


+ double vacuum sensor (integrated at vacuum booster)







Version 3.8

March 3rd, 2004


Vehicle safety

Vehicle comfort

Frequency of use

Cost savings

---

---

---

Supports development of fuel efficient vehicle at low price, helps to reduce emissions

Marketing potential

Brand Image

Increase of sales

Cost savings


---

---

---

No necessity for vacuum pump in modern gasoline vehicles (reduced emission and fuel consumption)

Helps to meet legal requirements for these vehicles

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Cold Start Support – Customer Value




Version 3.8

March 3rd, 2004

The Ready Alert Brakes function predicts hard braking situations and prepares the brake system by reducing/compensating the air gap between brake pads and disk

Ready Alert Brakes (RAB)




Version 3.8

March 3rd, 2004

Ready Alert Brakes – Function Description

Activation conditions

Prediction of an emergency brake situation by evaluation of -accelerator pedal signal (quick release)-Information from ACC controller (opt.)-Other (opt.)

Driver is not (already) braking

No electronic brake intervention

Vehicle velocity > minimum velocity

Activation

Switch on pump Brake actuators

Brakes are pre filled

Air gap is compensated

Improved reaction time of brake system

Stopping Conditions

Driver braking is detected

Any other electronic brake system gets active

Maximum activation timehas expired




Version 3.8

March 3rd, 2004

ABSMk 25/60/70

EHB

ESPMk 25/60

ESP - E5Mk 25/60 E5

ESP - E1*)

Mk 25/60 E1System




Ready Alert Brakes – Requirements

no need


Acceleration Pedal Position on CAN



*) limited performance




Version 3.8

March 3rd, 2004


Vehicle safety

Vehicle comfort

Frequency of use

Cost savings

Potential reduced stopping distance in hard braking situations

---

Automatically activated if hard braking situation is assumed


Marketing potential

Brand Image

Increase of sales

Cost savings


Increased marketing potential due to reduced stopping distance

Improvement of brand image concerning safety

---

Avoidance of mechanical improvements to reduce air gap

---

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Ready Alert Brakes – Customer Value




Version 3.8

March 3rd, 2004

To improve the brake efficiency in rainy conditions, Rain Brake Support gently squeezes the brake pads against the disk to remove water from the surface of the disk

Rain Brake Support(RBS)




Version 3.8

March 3rd, 2004

Periodically repeated execution

of RBS

Rain sensor orwiper active

Conditions for Activation

CAN

Water accumulation on brake disk is possible

Water is removed from brake disk

Rainy condition detected

&

No electronic brake intervention

Accelerator pedalis applied

Driver is notbraking

&

&

&

Vehicle velocity >minimum threshold

Rain Brake Support - Function Description




Version 3.8

March 3rd, 2004

Brake pressure

Time / distance

<3bar

Periodically repeated execution

Executionstart

Executionfinished

Distance threshold

In rainy conditions water may accumulate on the brake disks. To increase brake efficiency, even in these conditions, RBS gently squeezes the brake pads against the disk without building any significant brake force. The target of this activation is to remove water from the surface of the disk.

Execution time Execution time

Distance threshold

Execution time

Rain Brake Support – Technical Realization




Version 3.8

March 3rd, 2004

ABSMk 25/60/70

EHB

ESPMk 25/60

ESP - E5Mk 25/60 E5

ESP - E1Mk 25/60 E1

System




Rain Signal on CAN


Rain Brake Support – Requirements

no need

Acceleration Pedal Position on CAN






Version 3.8

March 3rd, 2004


Vehicle safety

Vehicle comfort

Frequency of use

Cost savings

Potential reduced stopping distance in rainy conditions

---

Automatically activated in rainy conditions


Marketing potential

Brand Image

Increase of sales

Cost savings


Function is easy to understand for end customer

Improvement of brand image concerning safetyAvoidance of bad press (comparison of brake performance)

---

Avoidance of mechanical improvements to reduce water accumulation on brake disks

---

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Rain Brake Support – Customer Value




Version 3.8

March 3rd, 2004

Content III

Enhanced Brake Functions (Improvement of comfort and safety)

TSP - Trailer Stability Program

UCL - Understeer Control Logic

LDE - Low Dynamic ESP

ARP - Active Rollover Protection

ISC - Integrated Stability Control

SCL – Side Slip Control Logic

Content III – Enhanced Brake Functions




Version 3.8

March 3rd, 2004

The Trailer Stability Program detects snaking coming from driving with a trailer and reduces the trains velocity, until the oscillation stops

Trailer Stability Program (TSP)




Version 3.8

March 3rd, 2004

deceleration request0

single track modelsteer angle

yaw rate

model yaw rate

+

-detection signal

• no detection at high steering dynamics• deceleration request depends on detection signal amplitude

threshold for entry

threshold for exit

detection signal

detection phase intervention phase

(realized by reducing engine torque and building up brake pressure)

Trailer Stability Program – Technical Description




Version 3.8

March 3rd, 2004

ABSMk 25/60/70

EHB

ESPMk 25/60

ESP - E5Mk 25/60 E5

ESP - E1Mk 25/60 E1

System


Trailer Stability Program – Requirements

no need










Version 3.8

March 3rd, 2004

In addition to the ESP-intervention in understeering situations, the Understeer Control Logic adapts the vehicle speed to the curve radius via active brake intervention

Understeer Control Logic (UCL)




Version 3.8

March 3rd, 2004

PESP

Active pressure increase generated by ESP onlyLimitation due to wheel load and friction coefficient

System without UCL

PUCL - PESP

PUCL

UCL command and ESP activated

System with UCL - FUNCTION

PESP - PUCL

PUCL

IF (Pesp >= Pucl)IF (Pesp < Pucl)

Especially in curve driving understeer situations with high lateral acceleration, UCL supports ESP, because the ESP-controlled wheel is relieved

Understeer Control Logic – Technical Description




Version 3.8

March 3rd, 2004

ABSMk 25/60/70

EHB

ESPMk 25/60

ESP - E5Mk 25/60 E5

ESP - E1Mk 25/60 E1

System


Understeer Control Logic – Requirements

no need




No additional hardware required






Version 3.8

March 3rd, 2004

Low Dynamic ESP control stabilize the car in partial braking situations, if small differences in brake forces or inhomogeneous road surfaces lead to asymmetric longitudinal and lateral axle forces

Low Dynamic ESP (LDE)




Version 3.8

March 3rd, 2004

In driving situations with partial braking small differences in brake forces or inhomogeneous road surfaces may lead to asymmetric longitudinal and lateral axle forces.This force spread causes a significant yaw torque. If no additional yaw torque control is active the driver has to initiate a counter steer reaction to keep the desired driving direction.

Low Dynamic ESP

• The deviation of the desired motion can be recognized using yaw torque control sensors.

• Depending on this deviation a counter reaction can be calculated and an additional yaw torque is initiated to stabilize the vehicle.

• Low Dynamic ESP is just using pressure decrease to generate an additional yaw torque and to stabilize the car.

Neither special valve activities (MCI, LPF) nor pump control activations are needed. Other Valve activities are reduced to a minimum by using a stepwise pressure decrease request.

Low Dynamic ESP – Function Description




Version 3.8

March 3rd, 2004

ABSMk 25/60/70

EHB

ESPMk 25/60

ESP - E5Mk 25/60 E5

ESP - E1Mk 25/60 E1

System


Low Dynamic ESP – Requirements

no need










Version 3.8

March 3rd, 2004

The Active Rollover Protection is designed to reduce the risk of on- road (friction) rollover in case of dynamic (e.g. lane change) and steady state (e.g. circle driving) maneuvers

Active Rollover Protection (ARP)




Version 3.8

March 3rd, 2004

ARP during dynamic driving maneuvers:

Active Rollover Protection – Function Description I

0 0.5 1.0 1.5 2.52.0 3.0 3.5 4.0 4.5 Time in s




Version 3.8

March 3rd, 2004

Lateral Acceleration

Vehicle Velocity

Brake Forces

Radius(const)

ARP during steady state maneuvers:

• Constant radius increasing velocity (e.g. circle driving)• Constant velocity decreasing radius (e.g. J-turn)

Active Rollover Protection – Function Description II

Limitation of the lateral acceleration in the ESP reference model results in an earliercontrol cycle entry




Version 3.8

March 3rd, 2004

ECU HARDWARE

SIGNALPROCESSING

YAW TORQUECONTROL

ALGORITHMUS

ACTUATORS

ARP

INTERVENTION

ARBITRATION

ReferenceYaw Rate

...

ESP

ARP

ARP SOFTWARE

EXTENSION

SITUATION

DETECTION

DrivingCondition

Steering AngleLateral Acceleration

Yaw RateWheel Speeds

MIKROPROCESSOR SOFTWARE (Yaw Rate Sensor)

SIGNAL

PROCESSING

Active Rollover Protection – Technical Description




Version 3.8

March 3rd, 2004

ABSMk 25/60/70

EHB

ESPMk 25/60

ESP - E5Mk 25/60 E5

ESP - E1Mk 25/60 E1

System


Active Rollover Protection – Requirements










Version 3.8

March 3rd, 2004


Vehicle safety

Vehicle comfort

Frequency of use

Cost savings

Improved rollover safety of dynamic (e.g. lane changes) and steady state maneuvers (e.g. in curves)

---

Benefit in critical driving situations


Marketing potential

Brand Image

Increase of sales

Cost savings


- Benefit is easy to understand for end customer- Better NHTSA ratings for rollover resistance- VDA lane change test is passed at higher speed

Important for safety image

---

No additional costs in comparison to systems with add. sensors

NHTSA recommendations

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Active Rollover Protection – Customer value




Version 3.8

March 3rd, 2004

Integrated Stability Control is an expansion of ABS/TCS systems.It detects unstable driving situations and stabilizes the vehicle byautonomous actuation of one or both front wheel brakes and by adjustment of engine torque

Integrated Stability Control(ISC)




Version 3.8

March 3rd, 2004

Integrated Stability Control – Function Description

Limitations:

• Intended for small or compact vehicles• Applicable for front wheel driven vehicles only• lower performance than ESP (particularly restrictions on rough road or in braking situations)• Limited vehicle velocity range (stability control between 20 kph and 130 kph approx.)

Function:

• Detection of unstable driving situations by evaluation of Steering wheel angle sensor (relative, 3-channel) Lateral acceleration sensor (integrated in ECU)

• Vehicle stabilization in the majority of critical situations, Control functions (Yaw Stability Assistance):

Oversteer brake intervention Understeer brake intervention (deceleration control) Understeer engine intervention

• Improved ABS and TCS for extended range of covered driving situations (using additional sensor signals)




Version 3.8

March 3rd, 2004

Integrated Stability Control – Technical Description

Yaw Stability Assistance

AdvancedTCS

AdvancedABS

Price

Pe

rfo

rma

nc

e

ABSTCS

ESP

ISC

Control Area

Deceleration Acceleration

ISC Functions:Advanced ABSABS using steering wheel angle and lateral acceleration signal

EBD – Electronic Brake Force Distribution

Advanced TCSTCS using steering wheel angle and lateral acceleration signal

YSA –Yaw Stability Assistance

HBA – Hydraulic Brake Assist




Version 3.8

March 3rd, 2004

ABSMk 25/60/70

EHB

ESPMk 25/60

ESP - E5Mk 25/60 E5

ESP - E1Mk 25/60 E1


Integrated Stability Control - Requirements

no need

Reverse Gear Switch


Front Wheel Driven

Relative Steering Wheel Angle Sensor (3-channel)

Lateral Acceleration Sensor (integrated)

PressureSensor

System



Time for development / application: 1,5 years, incl. 1 winter test, 1 summer test





Version 3.8

March 3rd, 2004


Vehicle safety

Vehicle comfort

Frequency of use

Cost savings

Vehicle stability control in oversteer and understeer situations

---

Benefit in critical driving situations


Marketing potential

Brand Image

Increase of sales

Cost savings


Possibility to offer stability control system in the cost-sensitive segment of small and compact cars


Additional function for additional charge

Less expensive than ESP due to cheaper steering wheel angle sensor and missing yaw rate sensor

---

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Integrated Stability Control – Customer Value




Version 3.8

March 3rd, 2004

The Side Slip Control Logic is designed to limit the side slip angle in case of dynamic (e.g. lane change) and stationary (e.g. circle driving) maneuvers

Side Slip Control Logic(SCL)




Version 3.8

March 3rd, 2004

SCL Data

MK25/60E5 ESP Data

Long.Force

Lat. Force

LateralAccel.

SteerAngle

Side SlipAngle

Side Slip AngleRear Axle

Lat.Velocity

Long.Velocity

YawRate

Side Slip AngleFront Axle

Eng.-TorqueEng.-Speed

DriveTorque

WheelSpeed

Long.Accel.

WheelPressure

Side Slip Control Logic – Technical Realization I

Available Information for Control




Version 3.8

March 3rd, 2004

Standard ESP ESP with SCL

Double lane change on snowArvidsjaur, v0=115 kphVehicle: BMW 328i, E46Tires: Conti TS790 205/55R16 91W

0 5 10

-20

-10

0

10

20

Time [s]

An

gle

[°]

0 2 4 6 8

-20

-10

0

10

20

Time [s]

An

gle

[°]

Side Slip Control Logic – Technical Realization II

Side-slip angleSteering angle

Improvement in Double-Lane Change




Version 3.8

March 3rd, 2004

-1000 -500 0 500 1000-20

-10

0

10

20

30

Steering Wheel Angle Rate [°/sec]

Sid

e S

lip A

ngle

[°]

Comfort Zoneof average driver

Standard ESPESP with SCL

Double Lane Change on Snow, v0=115 km/h

Significantstability

enhancement

Side Slip Control Logic – Technical Realization III

Active Yaw Control




Version 3.8

March 3rd, 2004

Side Slip Control Logic – Technical Realization IV

Distance

Dis

tanc

e

with conventional ESPwith Side-SlipAngle Control

Driver interventionnecessary!

100 m

Tests showed that drivers might not be able to handle oversteering induced by load alteration in curves despite of ESP,in particular when they are untrained or distracted.




Version 3.8

March 3rd, 2004



ABSMk 25/60/70

EHB

ESPMk 25/60

ESP - E5Mk 25/60 E5

ESP - E1Mk 25/60 E1

System






Side Slip Control Logic - Requirements

no need

2 wheel drive or electronic controlled powertrain




Version 3.8

March 3rd, 2004


Vehicle safety

Vehicle comfort

Frequency of use

Cost savings

Improved safety of dynamic (e.g. lane changes) and stationary maneuvers (e.g. in curves).

Vehicle handling with reduced driver steering effort.

Benefit in critical driving situations.

Improved safety may help to prevent accidents and damage.

Marketing potential

Brand Image

Increase of sales

Cost savings


-VDA lane change test is passed at higher speed.-Potential to improve ESP sport modes.

Important for safety and dynamic handling image.

---

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Side Slip Control Logic – Customer Value




Version 3.8

March 3rd, 2004

Content IV

Driver Information Systems (Only Indication)

DDS - Deflation Detection System

TPMS - Tire Pressure Monitoring System

BPW - Brake Pad Wear Indication

Content IV – Driver Information Systems




Version 3.8

March 3rd, 2004

The Deflation Detection System detects deflation of tires indirectly, by using the standard ABS wheel speed sensor information

Deflation Detection System(DDS)




Version 3.8

March 3rd, 2004

Deflation Detection System – Function Description

• Usage of existing ABS-components (wheel-speed sensors, ECU)• Detects pressure drops of 30% and higher of nominal pressure

DDS Deflation Detection System

ECU-Hardware

ABS-Software

DDS-Software

Driving situationdetection

Wheel-speed

sensors

Warning lamp

Underinflated tireData acquisition




Version 3.8

March 3rd, 2004

A pressure change results in change of dynamic rolling radiusThis change is detected and a warning is given.

Inflated Tire (P = Pnom)

Flat Tire (P < Pnom)

Pnom

Learn Rdyn

among wheels

Pflat

Compare

Warning

ECU

Current Rdyn

among wheels

Tire Rdyn Function Rdyn Monitoring Userinterface

Rdyn

Rdyn=f(P)

Rdyn

Rdyn=f(P)

Deflation Detection System – Technical Realization




Version 3.8

March 3rd, 2004

ABSMk 25/60/70

EHB

ESPMk 25/60

ESP - E5Mk 25/60 E5

ESP - E1Mk 25/60 E1

System



Deflation Detection System – Requirements



Reset Switch / Warning Display


Time for development / application: 1,5 years, incl. 1 winter test, 1 summer test





Version 3.8

March 3rd, 2004


Vehicle safety

Vehicle comfort

Frequency of use

Cost savings

Detects critical low tire pressure on one wheel

---

Always monitoring during driving

• Improved safety may help to prevent accidents and damage• Cheaper than direct tire pressure monitoring systems • Fuel Consumption

Marketing potential

Brand Image

Increase of sales

Cost savings





Monitoring system almost without additional hardware

US – NHTSA rule making requires a tire pressure monitoring system(dependent on variety of released tire dimensions)

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Deflation Detection System – Customer Value




Version 3.8

March 3rd, 2004

The Tire Pressure Monitoring System detects and locates deflation of tires directly, by using additional wheel pressure sensors

Tire Pressure Monitoring System(TPMS)




Version 3.8

March 3rd, 2004

• Direct pressure-measurement with Accuracy (0,1 bar, 2°C)• Warning-threshold adaptive• No need to check tire pressure

TPMS Tire Pressure Monitoring System

DDS Back-up(optional)

TPMS-Software

Wheel Module

Underinflated tireData acquisition

4 Antennas or central antenna

ECU Hardware with TPMS-Receiver

Wheel-speed Sensors

Tire Pressure Loss

2.2

1,5

2.2

2.2

Attention !!

Display

Wheel-speed signals

Wheel-speed signals

TPMS signals

TPMS – Function Description




Version 3.8

March 3rd, 2004

TPMS – Technical Realization

ABS ECU with

TPMS-Receiver and

TPMS Warning Strategy

Wheel Module

Antennawith

HF-Coupler

Optional:External Central

antenna

2-Sensor-TPMS 2 Wheel modules EBS-ECU 1 Central antenna

TPMS Variation A 4 Wheel modules EBS-ECU 4 antennas with HF-coupler

TPMS Variation B 4 Wheel modules EBS-ECU 1 Central antenna




Version 3.8

March 3rd, 2004

ABSMk 25/60/70

EHB

ESPMk 25/60

ESP - E5Mk 25/60 E5

ESP - E1Mk 25/60 E1

System


TPMS – Hardware depending on configuration


TPMS – Requirements


Display

Wheel modules

Time for development / application: 1,5 years, incl. 1 winter test1, 1 summer test





Version 3.8

March 3rd, 2004


Vehicle safety

Vehicle comfort

Frequency of use

Cost savings

Detects critical low tire pressure even on all wheels individually(redundant system with additional DDS)

Tire pressure can be checked by driver without leaving the car

Always monitoring during driving

• Improved safety may help to prevent accidents and damage• Reduced tire wear and fuel consumption

Marketing potential

Brand Image

Increase of sales

Cost savings





Integration in existing HW with synergy effects, no additional ECU

US – NHTSA rule making requires a tire pressure monitoring system

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TPMS – Customer Value




Version 3.8

March 3rd, 2004

The Brake Pad Wear Indication function estimates the wear of the brake pads

Brake Pad Wear Indication(BPW)




Version 3.8

March 3rd, 2004

Electric Solution (without BPW):

Sensor (based on sliding contact break) detecting critical minimum thickness of the brake pad.

( ! )

Electronic Solution (with BPW):

Model based calculation of the brake pad thickness by evaluating wheel speed and brake pressure with one calibration point by sensor (based on sliding contact break) detecting predefined brake pad thickness.

Advantage: wear can be displayed continuously

BPW 8000km left!

Brake Pad Wear Indication – Function Description




Version 3.8

March 3rd, 2004

ABSMk 25/60/70

EHB

ESPMk 25/60

ESP - E5Mk 25/60 E5

ESP - E1Mk 25/60 E1

System




Brake Pad Wear Indication – Requirements


Display

Sliding contact break

Time for development / application: 1,5 years, incl. 1 winter test1, 1 summer test





Version 3.8

March 3rd, 2004

Content V

Active Front Steering Functions (Improvement of comfort and stability)

YTC – Yaw Torque Compensation

Additional SW Functions for Electronic Parking Brake (EPB) systems

DAR - Drive Away Release

Content V – Active Front Steering Functions




Version 3.8

March 3rd, 2004

AFS

EBS

Steering actuator

Driver Steering Input

Requested course angle

Vehicle stability control(ESP + extension)

Wheel angle actual

Wheel angle change (stability control)

Coordination(+)

Requested course angle

Steering System State

Dynamic actuator limits

Vehicle SpeedWheel angle

set value

Wheel angle set value

Active Front Steering Functions




Version 3.8

March 3rd, 2004

The Yaw Torque Compensation calculates and activates an automatic countersteering to compensate the disturbance yaw torque caused by braking on roads with different friction coefficients

Yaw Torque Compensation(YTC)




Version 3.8

March 3rd, 2004

Due to YTC’s automatic countersteering when braking on roads with different friction coefficients there is almost no steering effort for the driver.

At the same time the braking distance is reduced up to 15% by a modified ABS control strategy (modified yaw torque control and select low) depending on the road friction coefficients.

Yaw Torque Compensation – Function Description II

Braking distance on µ-Split

µ l = 1,20Right wheelLeft wheel

Bra

kin

g d

ista

nce

[m

]

µ l = 1,20 µ l = 1,20 µ l = 1,20 µ l = 1,20

µ r = 0,12 µ r = 0,22 µ r = 0,31 µ r = 0,50 µ r = 0,81

ABS today (with GMB and Select Low) YTC (with superimposed steering intervention)

Continental Teves Test trackArvidsjaur,Sweden-Split)




Version 3.8

March 3rd, 2004

Yaw Torque Compensation – Function Description I

Sta

rt o

f b

rak

ing

low

-

hig

h-

co

nv

en

tio

na

l A

BS

ES

P I

I (w

ith

ac

tiv

e s

tee

rin

g

Advantages:

• Reduction of braking distance due to modified ABS-control strategy

• Less steering effort for the driver

Solution:

Automatic countersteering towards low-

Compensation (to a great extend) of the disturbance torque by means of feedforward control, using the brake-pressure information

Superposed feedback control of vehicle states (primarily yaw rate)

Modified ABS control strategy to minimize braking distance

Problem:

Braking on roads with different friction (-Split / -Spot) resultsin asymmetric brake forces

Disturbance yaw torque towards high-

To not overstress the driver, today’s ABS is a trade-off between optimal deceleration and steering effort




Version 3.8

March 3rd, 2004

Friction coefficients: low = 0,2; high = 1,0

-100

102030405060

[°

]

0 1 2 3 4 5

Steering Angle

Time [s]

DRVGMK

with GMKDRV w/o GMK

v Ve

h [

km/h

]

0

20

40

60

Vehicle Velocity

Braking dist.40,88 m

Braking dist.35,16 m

~ 10%

w/o YTC, conventional ABS

with YTC, modified ABS

Estimation of disturbance-

torque

zM̂

Feedforwardcontrol

r z = f(pFA, v)

ESPYaw RateReference

Model

Yaw RateControl

r = f(v)

DRV

WHL

pi

MZ

ψ

-

+ψref

ψ

DRV

z

C

Yaw Torque Compensation – Technical Realization




Version 3.8

March 3rd, 2004

ABSMk 25/60/70

EHB

ESPMk 25/60

ESP - E5Mk 25/60 E5

ESP - E1Mk 25/60 E1

System




Yaw Torque Compensation – Requirements

no need

vehicle needs an active steering system

redundant sensor cluster (yaw rate, lateral acceleration)






Version 3.8

March 3rd, 2004


Vehicle safety

Vehicle comfort

Frequency of use

Cost savings

Reduction of braking distance on µ-split

Almost no countersteering while braking on µ-split for driver


Improved safety may help to prevent accidents, damageand saves lives

Marketing potential

Brand Image

Increase of sales

Cost savings


Easy marketing because of good perceptibility and frequency of application (easy to demonstrate and feel the benefit)

Improvement of brand image concerning safety, innovationand comfort


---

Steering system must be conform with ECE R76

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Yaw Torque Compensation – Customer Value




Version 3.8

March 3rd, 2004

The Drive Away Release Function releases Parking Brake after detection of drive-off conditions

Drive Away Release(DAR)




Version 3.8

March 3rd, 2004

Operating principle:

• complete release of EPB after detection of drive-off conditions

• the detection of driving-off depends on the inclination of the road

• function will support the driver during drive-off after parking

• (no automatic EPB apply after vehicle stop)

Limitation of DAR:

• delay time to release the brake is about 600ms

• maximal amount of durability cycles of actuator is 100.000 cycles

• (includes static and dynamic braking)

Conditions for activation of DAR:

• ignition switched on and engine is running

• DAR requested by EPB logic (velocity < dynamic threshold)

• requested driver torque is higher than the downgrade force

Drive Away Release – Function Description

Documents

SW Catalogue V38 Eng 040302