Electronic Stability Program

What is ESP?
• Electronic stability program (ESP) for commercial vehicles is
a dynamic-handling control system which represents a
substantial extension of ABS and TCS
• ABS & TCS – control the dynamics of individual wheels when
braked/accelerated.
– Wheel speeds are measured and compared with & discrepancies are
corrected by modifying braking pressure and/or engine torque
– Vehicle stability depends on the matched settings between ABS and
TCS systems
– ABS - tradeoff between braking distance & steerability
– TCS – tradeoff between stability and traction
• ESP expands the parameters of ABS and TCS to include
vehicle motion variables relating to lateral dynamics
 Function
• Active driver assistance in critical lateral dynamic situations
regardless of whether the driver is braking or accelerating
• Improvement in directional stability and response of
individual vehicles or vehicle combinations (eg. articulated
road train) at physical driving limits in all driving or laden
states
• Reduced risk of overturning for a vehicle or vehicle
combinations in both quasi-stationary and dynamic vehicle
maneuvers.
• Improved utilization of adhesion between tire and road
surface and therefore optimization of ABS and TCS
performance by including handling-dynamic data
 Controller Block of the ESP for
Commercial Vehicle
Vehicle Configuration
Vehicle mass Wheel brake pressures
Trailer brake pressure
Nominal yaw rate Nominal Engine Torque
δR
Reference ωzref Control
Controller
Intervention Vehicle
v model error strategy

Measurement of yaw rate ωz

Sensors

Ωzref=(δR-vx)/(l+EG-vx2) where δR= wheel steering angle

vx = vehicle linear velocity, l = wheelbase
EG = Self-steering gradient which describes vehicle’s self-steering response
Controller Block of the ESP for
Passenger Cars
Vehicle control system
Actuators for brake and Engine Intervention
Measurement/estimation of motion variables

Nominal Behaviour Actual Behaviour

Control Deviation

Controller with calculation of variables

Electronic Stability Control
During normal driving, ESC works in the
background and continuously monitors steering
and vehicle direction. It compares the driver's
intended direction (determined through the
measured steering wheel angle) to the vehicle's
actual direction (determined through measured
lateral acceleration, vehicle rotation (yaw), and
individual road wheel speeds)
 Oversteering and Understeering
• ESC intervenes only when it detects loss of steering control, i.e.
when the vehicle is not going where the driver is steering.
• A driver loses control when the vehicle goes in a direction different
from the one indicated by the position of the steering wheel. This
typically occurs when a driver tries to turn very hard (swerve) or to
turn on a slippery road. Then the vehicle may understeer or
oversteer.
– When a vehicle understeers it turns less than the driver intended and
continues in a forward direction because the front wheels have
insufficient traction.
– When it oversteers it turns more than the driver intended because the
rear end is spinning or sliding out.
• ESC estimates the direction of the skid, and then applies the brakes
to individual wheels asymmetrically in order to create torque about
the vehicle's vertical axis, opposing the skid and bringing the vehicle
back in line with the driver's commanded direction. Additionally,
the system may reduce engine power or operate the transmission
to slow the vehicle down.
Oversteering and Understeering
 Understeer and Oversteer

Understeer Oversteer

Vehicle does not turn as sharply as Vehicle turns in more sharply than
desired. The vehicle seems to “plow” desired. The rear of the vehicle
straight ahead. ESP will brake the swings outward. ESP will brake the
inside rear wheel. outside front wheel.
 Comparison – with/without ESP in a
critical situation

This figure shows an

example of how ESP
can contribute to
vehicle stability by
maintaining the
vehicle’s intended
path even in extreme
driving conditions
 How Does ESP Enhances Vehicle
Safety?
• It helps to maintain directional stability in
critical or extreme situations
• It provides enhanced stability during everyday
traffic situations like stopping the vehicle,
accelerating, overrun, etc.
• The combined action of ABS, ETC and ESP
improves braking distances, increases traction
and gives better steering response in
conjunction with improved stability.
 Action of ESP in an avoidance
situation
Vehicle without ESP
1 Vehicle approaches an obstacle
2 Vehicle breaks away and does not
follow the driver's steering movements
3 Vehicle slides uncontrolled off the road

Vehicle with ESP

1 Vehicle approaches an obstacle
2 Vehicle almost breaks away ESP intervention,
vehicle follows driver's movements
3 Vehicle almost breaks away again when
recentering the steering wheel ESP intervention
4 Vehicle is stabilised.
 ESP operation
during increased
braking force

Increased braking force

1 Driver steers, lateral force buildup
2 Incipient instability Right: ESP
intervention at left front
3 Countersteer
Left: Driver loses control of vehicle;
Right: Vehicle remains under control
4 Left: Vehicle becomes uncontrollable,
Right: ESP intervention at top front,
complete stabilization.
 ESP system and components
• Sensors that provide inputs of the vehicle dynamic
state consisting of:
– yaw rate sensor
– steering angle sensor
– brake pressure sensor
– wheel speed sensors.
• Actuators to control the forces at the wheels.
• ABS hydraulic modulator.
• Interface to engine ECU.
• The ESP control unit with its sophisticated controller
structure.
 Sensors used for ESC
• Steering wheel angle sensor: determines the driver's
intended rotation; i.e. where the driver wants to steer.
This kind of sensor is often based on AMR-elements.
• Yaw rate sensor: measures the rotation rate of the car;
i.e. how much the car is actually turning. The data from
the yaw sensor is compared with the data from the
steering wheel angle sensor to determine regulating
action.
• Lateral acceleration sensor: often based on the Hall
effect. Measures the lateral acceleration of the vehicle.
• Wheel speed sensor: measures the wheel speed.
 Steering wheel angle sensor
The steering-angle sensor that Bosch produces
for various renowned international car
manufacturers is now being made of Ultradur*
High Speed Plastics, BASF’s very easy-flowing
polybutylene terephthalate (PBT). These
plastics allow injection molders not only to
markedly shorten the cycle times, but also to
make their components with an even more
filigree design. The steering-angle sensor plays
an integral role in the safety of vehicles and
provides the electronic stability program (ESP)
with information about the position of the
steering wheel. This is why this part and its
electronics are located directly on the steering
column.
 Steering Angle Sensor
• The task of the steering angle sensor is to
measure the position of the steering wheel by
determining the steering angle.
• From the steering angle, the vehicle speed
and the desired braking pressure or position
of the acceleration pedal, the driving intention
of the driver is calculated (desired state)
 Wheel-speed sensor
• The control unit uses the signals from the
wheel-speed sensors to compute teh speed of
the wheels
• Two different operative principles are used:
passive and active wheel-speed sensors
• Both measure the wheel-speed in a contact-
free way via magnetic field
• They can identify both the direction of the
rotation and the standstill of a wheel
Wheel Speed Sensor
 Yaw rate sensor

The GyroChip consists of a microminiature double-ended tuning fork fabricated via

photolithography from piezoelectric quartz. An oscillator powers one of the tuning
forks--the drive tines--at resonance. And as long as the GyroChip is stationary, the
other set of tines--the pickup tines--do not oscillate. As soon as the chip is rotated,
however, the pickup tines respond to Coriolis force and begin to oscillate perpendicular
to the drive tines and with a magnitude that is proportional to the rotational rate. An
amplifier and demodulator convert the signals from the pickup tines to plus or minus
DC voltage that is then used by the StabiliTRAK system.
 Lateral acceleration sensor

Produces a signal corresponding to the cornering forces.

 Yaw Rate and Lateral Acceleration

Senses rotational speed of the

vehicle about the vertical axis and
the lateral acceleration
Location shown on chassis

The measurement of the yaw rate is based on the Coriolis principle, using the
inertial force of a moving mass in a rotating system. The acceleration is
measured by using the capacitive effects of micro-machined structures.
 Yaw-rate and lateral acceleration
sensor
• A yaw rate sensor registers all the moments of
the vehicle around its vertical axis
• In combination with the integrated lateral
acceleration sensor, the status of the vehicle
(actual state) can be determined and comared
with driver's intention
Hydraulic Modulator with attached
control unit
• The hydraulic modulator executes the commands
from the control unit and regulates, via solenoid
valves, the pressure in the wheel brakes.
• The hydraulic modulator is a hydraulic connection
between the master cylinder and the wheel
cylinders.
• It is located in the engine compartment
• The control unit takes over the electrical and
electronic tasks as well as the control functions of
the system
Hydraulic Modulator
Bosch VDC/Mercedes ESP Stability
Control
 Overall Control System of ESP

1. Wheel Speed Sensors, 2. Brake pressure sensors, 3. Steering angle sensor

4. Yaw rate sensor, 5. Lateral Acceleration sensors, 6. Brake pressure modulation
7. Engine management, 8. Sensor signals for ESP
α = true slip angle, λNo= Normal tire slip, δR = Steering angle
 Other sensors
• Longitudinal acceleration sensor: similar to the
lateral acceleration sensor in design but can offer
additional information about road pitch and also
provide another source of vehicle acceleration
and speed.
• Roll rate sensor: similar to the yaw rate sensor in
design but improves the fidelity of the
controller's vehicle model and correct for errors
when estimating vehicle behavior from the other
sensors alone
How ESP Works
 Hydraulic Modulator in ESC
• ESC uses a hydraulic modulator to assure that
each wheel receives the correct brake force.
• ABS also uses a hydraulic modulator. ABS
needs to reduce pressure during braking, only.
• ESC additionally needs to increase pressure in
certain situations and an active vacuum brake
booster unit may be utilized in addition to the
hydraulic pump to meet these demanding
pressure gradients.
 ECU
• The heart 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.
 Inputs and Outputs
• Input signals measured via sensors:
– yaw velocity
– steering-wheel angle
– lateral acceleration
– torque demand (via throttle position)
– brake demand (via pressure sensor).
• Input signals inferred/calculated:
– vehicle linear velocity
– tire forces and slip rates.
• From these inputs, the following are derived:
– Lateral forces at the wheel
– slip angle
– side-slip angle
– Vehicle lateral speed.
Alternative names for ESC
Manufacturer Name(s) Acronym(s)
Alfa Romeo Vehicle Dynamic Control VDC
Audi Electronic Stabilization Programme ESP
BMW Dynamic Stability Control DSC
Chrysler Electronic Stability Programme ESP
Citroen Electronic Stability Programme ESP
Fiat Vehicle Dynamic Control/Electronic Stability Programme VDC/ESP
Ford Electronic Stability Programme ESP
General Motors StabiliTrak StabiliTrak
Hyundai Vehicle Dynamic Control/Electronic Stability Programme VDC/ESP
Honda Vehicle Stability Assist VSA
Jaguar Dynamic Stability Control DSC
Jeep Electronic Stability Programme ESP
Kia Electronic Stability Programme ESP
Land Rover Dynamic Stability Control DSC
Lexus Vehicle Dynamics Integrated Management/Vehicle Stability Control VDIM/VSC
Mazda Dynamic Stability Control DSC
Mercedes Electronic Stability Programme ESP
Mini Cooper Dynamic Stability Control DSC
Mitsibishi Active Yaw Control AYC
Nissan Vehicle Dynamic Control VDC
Peugeot Electronic Stability Programme ESP
Porsche Porshe Stability Management PSM
Renault Electronic Stability Programme ESP
Saab Electronic Stability Programme ESP
SEAT Electronic Stability Programme ESP
Skoda Electronic Stability Programme ESP
Subaru (Subaru) Vehicle Dynamics Control (S)VDC
Toyota Vehicle Dynamics Integrated Management/Vehicle Stability Control VDIM/VSC
Vauxhall Electronic Stability Programme ESP
Volvo Dynamic Stabililty and Traction Control DSTC
VW Electronic Stability Programme ESP
 ESC system manufacturers
• Robert Bosch GmbH, which produce the ESP system
• Aisin Advics
• Bendix Corporation
• Continental Automotive Systems
• Delphi
• Hitachi
• ITT Automotive, since 1998 part of Continental AG
• Mando Corporation
• Nissin Kogyo
• Teves, now part of Continental AG
• TRW
• WABCO
• Hyundai Mobis
 From ABS to ESP

If your vehicle has ESP on board, it also provides you with two further active
safety systems: the Antilock Braking System ABS and the Traction Control
System TCS. ABS prevents the wheels from locking during braking; TCS
prevents the wheels from spinning when starting off and accelerating. While
ABS and TCS intervene on a vehicle’s longitudinal dynamics, ESP
additionally improves the lateral dynamics, thus ensuring stable driving in all
directions
 ESP – different names for the same
safety benefit
• 80 percent of vehicle manufacturers in Europe use
the acronym ESP for the Electronic Stability Program.
• Some carmakers market the ESP under different
names, such as
– DSC (Dynamic Stability Control),
– VSA (Vehicle Stability Assist)
– VSC (Vehicle Stability Control).
• The functionality and operation of the ESP, as well as
the gain it provides in driving safety, is the same.
 Skidding & ESP
• Skidding is one of the main causes of road crashes.
• International studies show that at least 40 percent
of all fatal traffic crashes are caused by skidding.
• ESP could prevent up to 80 percent of all skidding
crashes.
• ESP recognizes if skidding is imminent and
intervenes at lightning speed. The driver stays in
control of the vehicle and does not get into a skid
provided that the physical limits are not exceeded.
 How does ESP work?
• A microcomputer monitors the signals from the ESP
sensors and checks 25 times a second, whether the
driver's steering input corresponds to the actual
direction in which the vehicle is moving.
• If the vehicle moves in a different direction ESP
detects the critical situation and reacts immediately
– independently of the driver.
• It uses the vehicle's braking system to "steer" the
vehicle back on track. With these selective braking
interventions ESP generates the desired
counteracting force, so that the car reacts as the
driver intends.
 How does ESP work?
• ESP not only initiates braking intervention, but
can also intervene on the engine side to
accelerate the driven wheels. So, within the
limits of physics, the car is kept safely on the
desired track.
• ESP substantially reduces the complexity of
the steering process and lessens the demands
placed on the driver.
• ABS, TCS, and ESP were all introduced to the
market by Bosch
 Communication with engine
management
• Via the data bus, the ESP control unit is able to
communicate with the engine control unit.
• In this way, engine torque can be reduced if
the driver accelerates too much in certain
driving situations
• Similarly, it can compensate for excessive slip
of the drive wheel provoked by the engine
drag torque
 ESP value-added functions
• Hill Hold Control
• Hydraulic Brake Assist
• Load Adaptive Control
• Roll Over Mitigation
• Tire Pressure Monitoring
• Trailer Sway Mitigation
 Hill Hold Control
• Hill starts are not always easy, particularly when the
vehicle is heavily loaded. The driver has to operate
brake, accelerator and clutch pedals very fast in
order to prevent the vehicle from accidentally rolling
backwards.
• The Hill Hold Control facilitates a hill start by keeping
the brakes applied for about two more seconds after
the driver has already released the brake pedal.
• The driver has enough time for changing from brake
to accelerator pedal without using the handbrake.
The vehicle drives off comfortably and without rolling
backwards.
 Hydraulic Brake Assist
• In critical driving situations, drivers often brake too
hesitantly.
• The Hydraulic Brake Assist identifies an imminent
emergency braking situation by monitoring the
pressure on the brake pedal as well as the pressure
gradient.
• If the driver does not brake strongly enough, the
Hydraulic Brake Assist increases the brake force to a
maximum. The stopping distance is reduced.
 Load Adaptive Control
• The volume and position of a commercial vehicle's load can
vary considerably from trip to trip. The load has an important
impact on the braking, the traction, the cornering ability and
the roll-over tendency.
• The ESP value-added function Load Adaptive Control
identifies changes in the vehicle mass and center of gravity
along the longitudinal axis of the vehicle and adapts the
interventions of the safety systems ABS, TCS and ESP to the
vehicle load. In this way, Load Adaptive Control optimizes
braking effectiveness, traction and stability.
• In addition, it reduces the risk of roll over via the improved
utilization of Roll Over Mitigation and minimizes brake-pad
wear by optimizing the distribution of braking forces.
 Roll Over Mitigation
• Roll Over Mitigation constantly monitors the
vehicle behavior with the help of the ESP sensors
and intervenes when the vehicle threatens to roll
over.
• Roll Over Mitigation brakes individual wheels
and reduces the driving torque to prevent roll
over and to stabilize the vehicle.
 Tire Pressure Monitoring
• A loss of tire pressure leads to a deviant
rotation speed of the wheel concerned.
• By comparing the wheel speeds a potential
tire deflation is detected.
• This value-added function permits tire
pressure monitoring without the use of
pressure sensors in the tires.
 Trailer Sway Mitigation
• Trailers sway easily. A minor steering error, a gust of
wind or a bump on the road surface can cause a
critical increase in the swaying movement. The
counter steering and the acceleration of the towing
vehicle make the critical situation even worse.
• With the help of the ESP sensors, Trailer Sway
Mitigation identifies these swaying movements of
the trailer and intervenes by braking individual
wheels of the towing vehicle. The vehicle and trailer
are slowed down to an uncritical speed and
stabilized.
ESP effectiveness and net benefit
studies
 ESP in critical everyday situations
• A vehicle driving ahead of you suddenly changes lane
and forces you to take avoiding action.
• The curve on an expressway exit is tighter than you
thought.
• A door of a parked car is suddenly opened.
• A cyclist in front of you unexpectedly pulls out into
your path.
• A badly cleared road compels you to drive with half
your vehicle on snow.
• You hit an unexpected pothole on a bend.
• An animal suddenly crosses the road, forcing you to
take avoiding action.