ELECTRONICS AND MECHANICAL ENGINEERING

SCHOOL
FACULTY OF VEHICLE TECHNOLOGY
VADODARA, INDIA

SYNOPSIS ON

ELECTRONIC STABILITY PROGRAMME

(ESP)

Directing Staff: Submitted By:

Lt Col Avinash Mishra Capt Pramod Thapa
6035 (Nepali Army)
YTO-113

FEB, 2018
 2

INDEX

S.NO TOPIC PAGE NO

1 AIM 3

2 INTRODUCTION 4

3 CONCEPT TO ESP 4

4 ESP INTERVENTION 5

5 BASIC COMPONENTS OF ESP 6

6 INPUT/OUTPUT CIRCUIT 8

7 ESP HYDRALIC CIRCUIT 9

8 ADDITIONAL FEATURE OF ESP 10

9 CONCLUSION 11

10 BIBLIOGRAPHY 12
 3

Aim of Study
1. The main of this report is to assess the concept, hydraulic & I/O circuit diagram and
additional features associated with Electronic Stability Programme (ESP).

Introduction

2. The electronic stability programme is one of the vehicle's active safety features and is
known with various name in the world like ASMS (Automatic Stability Management
System), DSC (Dynamic Stability Control), DDC (Driving Dynamic Control), VSA (Vehicle
Stability Assist) and VSC (Vehicle Stability Control). The electronics revolution in the 1960s
made antilock braking systems feasible. Such systems have become more and more efficient
with the further development of digital technology.

3. In 1983, a complete production Four-wheel electronic anti-skid control is introduced

on the Toyota Crown. In 1987, Mercedes-Benz, BMW and Toyota introduced their
first traction control systems. Traction control works by applying individual wheel braking
and throttle to keep traction while accelerating but, unlike the ESC, it is not designed to aid
in steering (toyota-global website). Later, Mitsubishi and TCL in 1990 came with this concept
featured with electronically controlled active trace and traction control system. From 1987
to 1992, Mercedes-Benz and Robert Bosch GmbH co-developed a system
called Elektronisches Stabilitäts program ("Electronic Stability Programme", trademarked as
ESP) to control lateral slippage.

4. Electronic Stability Program recognizes critical driving conditions, such as panic

reactions in dangerous situations, and stabilizes the vehicle by individual wheel braking and
engine torque control intervention without pressing the brake pedal and acceleration pedal. It
prevents the vehicle from skidding by selectively intervening in the brake and engine
management systems. It recognizes when the vehicle is in danger of skidding and
compensates when the vehicle breaks out. The latest study from the University of Michigan
Transportation Research Institute confirmed the results of earlier studies worldwide – ESC is
highly effective in preventing single-vehicle crashes, especially rollovers in SUVs. (Green
and Woodrooffe, 2007). Further, Farmer (2006) estimated that ESP reduced the risk of
involvement in a multiple vehicle impart by between 25% and 37%.
 4

Concept of ESP

5. Electronic Stability Control (ESC) systems are another important technology evolving
from and incorporating the first two technologies; ABS and TCS – with additional capabilities.
Objective of the braking system is known to everyone i.e to stop a vehicle in an efficient, stable
& progressive manner. ABS has proven system till now which prevents wheel locks when
brake is applied. It mainly helps to brake and steer at the same time with effective reduction in
braking distance. Meanwhile Traction control system (TCS) helps to prevents spinning when
driving in a slippery using engine management system. This mainly helps in acceleration slip
regulation. ESP is an active safety feature with the combination of these system along with
further modification in hydraulic control unit, addition of programming in the ABS ECU and
addition of few more sensor in the system. This result in Prevents the vehicle from skidding by
selectively intervening in the brake and engine management systems.

ABS TCS … ESP

Fig 1: Relation between ABS and ESP

6. A body is subjected to different forces and moments. If the total of the forces and
moments acting on the body equals zero, the body is at rest. If this total does not equal zero,
the body is moving in the direction of the resultant force of this total. Control process of ESP
has two question whenever it is on position: one is what direction is the driver steering and
another question is in what direction the vehicle is moving. System obtains the answer to the
first question from the steering angle sensor and the speed sensors at the wheels. The answer
to the second question is supplied by measuring the yaw rate and lateral acceleration. ESC
considerably reduces the risk of single vehicle crashes by:

(a) Correcting impending over steering or under steering

(b) Stabilising the vehicle during sudden evasive maneuvers e.g. swerving
 5

(c) Improving handling on gravel roads e.g. road shoulders

(d) Improving traction on slippery or icy roads.

ESP Intervention

7. ESP function can be deactivated using ESP OFF Switch present on Center Bezel. And
with this function activated, it intervenes in following three cases:

(a) Understeering: Generally, vehicles are designed to have under steering. The
vehicle can return back to inside of cornering line when the steering wheel is steered
toward the inside even when the vehicle front is slipped outward. As the centrifugal
force increases, the tires can easily lose the traction and the vehicle tends to slip
outward when the curve angle gets bigger and the speed increases. The vehicle
threatens to understeer. By selectively activating the rear brake on the inside of the
corner and intervening in the engine and gearbox management systems, ESP
prevents the vehicle from overshooting the corner.

Fig 2: Oversteering and Understeering with/without ESP

(b) Oversteering: The vehicle threatens to oversteering by selectively activating the

front brake on the outside of the corner and intervening in the engine and gearbox
management systems, ESP prevents the vehicle from skidding. The ESP system
 6

recognizes the directional angle with the steering wheel angle sensor and senses the
slipping route that occurs towards the vehicle cornering direction during
oversteering with the yaw rate sensor and the lateral sensor. Then the ESP system
applies the brake at the front outer wheel to compensate the yaw moment value. In
this way, the vehicle does not lose its driving direction and the driver can steer the
vehicle as he or she intends.

(c) Obstacle avoidance: This situation is the combination of both previous situations.
In fact, the vehicle tends to understeer during the first steering wheel turn, then
oversteer during the second steering wheel turn. In all cases, the surprise of all of
these situations can cause drivers to have late or inappropriate reactions. It is in
these cases that the ESP system is useful.

Basic Components of ESP

8. ESP compose following parts to make it dynamic stablility control.

(a) Electronic Hydraulic Control Unit (EHCU): It includes both ECU (Electronic
Control Unit) and HCU( Hydraulic Control Unit).The HCU consists of pressure sensors
,inlet and outlet valves, high pressure switching valves, pilot valves, pump, motor and
its relays. Based on the control signals , the hydraulic pressure to the wheel cylinder is
increased, decreased or maintained by the EHCU. The brain of the ESC system is the
Electronic Control Unit (ECU). The various control techniques are embedded in it.
Often, the same ECU is used for diverse systems at the same time (ABS, Traction
control system, climate control, etc.). The input signals are sent through the input-
circuit to the digital controller. The desired vehicle state is determined based upon the
steering wheel angle, its gradient and the wheel speed. Simultaneously, the yaw sensor
measures the actual state. The controller computes the needed brake or acceleration
force for each wheel and directs via the driver circuits the valves of the hydraulic
modulator. Via a CAN interface the ECU is connected with other systems (ABS, etc.)
in order to avoid giving contradictory commands.
 7

(b) Sensor Cluster: Lateral acceleration sensor signals to the control unit when the
vehicle breaks away to the side, and the yaw rate sensor signals when the vehicle
begins to skid. For physical reasons, this sensor should be located as closely as
possible to the vehicle’s center of gravity. This is why it is installed in the footwell
below the driver's seat. The control unit calculates the actual state of the vehicle
from these two sets of information.

Fig 3: Hydraulic Unit showing Brake Pressure Sensor

(c) Steering Angle Sensor: The steering angle sensor is the only sensor which supplies
data directly via the CAN bus to the control unit. It is mounted on the steering
column between the steering column switch and the steering wheel. The centering
ring with slip ring for the airbag is integrated in the steering angle sender and located
on the base of the steering angle sender.

(d) Wheel Speed Sensor: It is an active Hall Effect sensor which senses the speed of
the wheel. Frequency of duty wave is changed in proportion to the velocity of the
wheel .EHCU uses this frequency to calculate the wheel speed.

(e) Brake pressure sensor: Brake pressure sensor is integrated with the ESP
Controller and measure the pressure in the pipeline regarding the brake fluid
pressure.
 8

Input/Output Circuit

9. ESP uses steering angle sensors and YAW rate sensor to determine the path that the
driver intends to steer the vehicle and compares it to the actual path of the vehicle. When the
actual path does not match the intended path, the ESP applies the brake of the appropriate wheel
to assist in counteracting the condition of oversteering or understeering.

Fig 4: I/O Circuit for ESP

9. As compared to ABS, ESP is provided with additional three sensor; steering angle
sensor, sensor cluster (yaw and lateral acceleration sensor) and Brake pressure sensor.
 9

ESP Hydraullic Ckt

10. The hydraulic circuit layout of the ESP system similar to ABS, i.e., diagonally split.
The ESP system consists of a hydraulic modulator with integrated pressure sensor; electronic
control unit and four wheel speed sensors which it shares with the ABS system. In addition to
the individual wheel valves present for the ABS, the ESP hydraulic modulator has a pair of
internal switching valves on the primary and secondary brake circuits from the master cylinder.
These are used when brake pressure has to be increased at individual wheels. It has a yaw rate
sensor and steering angle sensor connected via the high speed CAN. There is information lamp
in the instrument cluster which is used to identify when the system is operating and when a
fault has been detected.

Fig 5: Hydraulic Ckt of ESP Featured Vehicle

11. Compared to the existing ABS hydraulic circuit, four additional valves are present, 2
in each primary & secondary circuits resp. They are called as Isolation & Suction Valves.
During ESP Intervention, the master cylinder must first be isolated from the hydraulic unit. For
this, computer closes isolation solenoid valve and meanwhile opens the suction valves
 10

depending upon the requirement. Next, to generate the pressure needed to brake the wheel, the
ESP controller operates the Pump. In order to Supply Brake Pressure to the Wheel which needs
to be stopped e.g. front left wheel. Thus, ESP regulation only applies the braking pressure to
the wheel in question.

Additional Features of ESP

12. Following are few additional feature that can be added in the system with minimum
addition of parts and limited programing in the computer of ESP.

(a) Traction Control System (TCS): It is also called as ASR- Anti slip regulation. It
prevents Spinning (Positive Slip) of the Drive wheels while acceleration by either
braking or reducing engine torque. Further, it prevents wheel Spinning by
momentarily Locking the wheels.

(b) Hydraulic Brake Assist (HBA): HBA allows the drivers often brake too lightly in
critical driving situations. It first identifies an emergency braking situation by
monitoring the pressure on the brake pedal. It increases the brake force to a
maximum. ESP blocks by closing all inlet valves & generates pressure within the
system

(c) Hill Hold Control (HHC): It pevent the vehicle from accidentally rolling
backwards. It is mainly featured with applying brake for about two seconds after
the driver has released the brake pedal and this time is enough for driver changing
from brake to accelerator pedal without using the handbrake

(d) Hill Decent Control (HDC): Vehicle can accelerates without driver input at
desired vehicle speed. It is some what like cruise Control system and provided with
adjusting the speed to a comfortable level using cruise control. This feature gets
activated when vehicle goes comes down from a Slope/incline greater than 7º angle
in most of the new Indian vehicle.

(e) Roll Over Mitigation (ROM): It constantly monitors the vehicle behavior with the
help of the ESC sensors and intervenes when the vehicle threatens to roll over. Then
 11

it applies brakes individual wheels by applying brake pressure on the wheels which
are on the ground. Meanwhile it also reduces the engine torque to prevent roll over
and stabilize the vehicle.

(f) Center Coupling Control (CCC): By shifting drive torque to the rear axle, the
under steering behavior of a vehicle can be reduced. Meanwhile, the over-steering
behavior can be trimmed down by shifting drive torque to the front axle. AWD-
ITM is provided in the latest vehicle which reduce of the coupling torque transferred
to the front axle as per command send from ESC.

Conclusion

13. ESP provides drivers with "good reflexes" in critical driving situations. The ESP
corrects for oversteering and understeering behavior of the vehicle by applying the brake of the
appropriate wheel automatically. Engine power may also be reduced to assist in counteracting
the condition of oversteer or understeer and help the vehicle maintain the desired path. ESP
uses steering angle sensors and YAW rate sensor to determine the path that the driver intends
to steer the vehicle and compares it to the actual path of the vehicle. When the actual path does
not match the intended path, the ESP applies the brake of the appropriate wheel to assist in
counteracting the condition of oversteer or understeer. Oversteer is when the vehicle is turning
more than appropriate for the steering wheel position and Understeer is when the vehicle is
turning less than appropriate for the steering wheel position.

14. In overall, ESC uses components of ABS and traction control to stabilize the vehicle, but
unlike ABS and traction control which only operate in the driving direction, ESC also helps
the driver control sideways movements which create instability. This makes ESC a total,
holistic system that controls a car’s entire movements.
 12

BIBLIOGRAPHY

1. Farmer, C.M. (2006), ‘Effects of Electronic Stability Control: An Update’, Traffic

Injury Prevention.
2. Green, P. and Woodrooffe, J. (2006) The Effectiveness of Electronic Stability Control
on Motor Vehicle Crash Prevention, Report Number UMTRI-2006-12, University of
Michigan Transportation Research Institute, Ann Arbor, MI.
3. http://www.toyota-
global.com/company/history_of_toyota/75years/data/automotive_business/products_t
echnology/technology_development/chassis/index.html, extracted Feb 7, 2018
4. https://en.wikipedia.org/wiki/Electronic_stability_control
 13

COMMENTS BY THE DIRECTING STAFF

 14

COMMENTS BY THE CCO, FVT

 15

COMMENTS BY THE DC&CI

 16

COMMENTS BY THE COMMANDANT