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A Seminar Report on

ELECTRONIC STABILITY PROGRAM


Submitted in partial fulfillment of the requirements for the Award of the degree of BACHELOR OF TECHNOLOGY In

ELECTRICAL AND ELECTRONICS ENGINEERING


Submitted by

ANEETH K.R Register No: 08418003

DEPARTMENT OF ELECTRICAL & ELECTRONICS ENGINEERING MARY MATHA COLLEGE OF ENGINEERING & TECHNOLOGY
THIRUVANANTHAPURAM Approved by AICTE, New Delhi & Affiliated to the University of Kerala

OCTOBER 2011

MARY MATHA COLLEGE OF ENGINEERING & TECHNOLOGY PALIYODE, THIRUVANANTHAPURAM

DEPARTMENT OF ELECTRICAL AND ELECTRONICS

CERTIFICATE
Certified that seminar work entitled ELECTRONIC STABILITY PROGRAM [ESP] is a bonafide work carried out in the seventh semester by VINAY P in partial fulfillment for the award of Bachelor of Technology in ELECTRICAL AND ELECTRONICS ENGINEERING from University of Kerala during the academic year 2011-2012, who carried out the seminar work and no part of this work has been submitted earlier for the award of any degree.

STAFF IN CHARGE ALWIN.S Dept. of EEE

HEAD OF THE DEPARTMENT

Mr.RAVEENDRAN NAIR
MMCET

ABSTRACT

Electronic stability control (ESC) is a computerized technology that may potentially improve the safety of a vehicle's stability by detecting and minimizing skids. When ESC detects loss of steering control, it automatically applies the brakes to help "steer" the vehicle where the driver intends to go. Braking is automatically applied to wheels individually, such as the outer front wheel to counter over steer or the inner rear wheel to counter under steer. Some ESC systems also reduce engine power until control is regained. ESC does not improve a vehicle's cornering performance; instead, it helps to minimize the loss of control. The "Electronic Stability Program" (ESP) is an active safety system which improves vehicle stability in all driving situations. It operates by actuating the brakes individually on one or more wheels on the front or rear axle. ESP stabilizes the vehicle when cornering, braking, or during non-driven coasting to keep it on the road and in the desired lane. The Electronic Stability Program (ESP) includes the following system interplay ABS & ASR

ACKNOWLEDGEMENT

I extend my sincere thanks to Prof. M. Raveendran Nair, Head of the Department for providing me with the guidance and facilities for the Seminar.

I express my sincere gratitude to Seminar coordinator Mr. Alwin, Staff in charge, for their cooperation and guidance for preparing and presenting this seminar.

I also extend my sincere thanks to all other faculty members of Electrical and Electronics Department and my friends for their support and encouragement.

ANEETH K.R

CONTENTS

INTRODUCTION HISTORY ELECTRONIC STABILITY CONTROLLER OPERATION EFFECTIVENESS STABILIZING CONCEPT ESC BUILDING BLOCKS ANTI-LOCK BRAKING SYSTEM FEATURES ON-GOING WORK PRODUCT NAMES DEFINITIONS, ACRONYMS, ABBREVIATIONS CONCLUSION REFERENCES

1 2 3 4 5 7 9 12 14 15 16 19 20 21

INTRODUCTION
There are basically two types of safety systems, Passive Safety Systems These are systems that protect you once a crash has occurred, by reducing the risk and severity of injury. Examples of passive safety systems include: Airbag Seatbelt

Active Safety Systems Systems that improve driving safety through technology designed to prevent crashes before they happen. Examples of active safety systems include: ABS - Antilock Braking System TCS - Traction Control System

HISTORY
In 1987, the earliest innovators of ESC, Mercedes-Benz and BMW, 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. In 1990, Mitsubishi released the Diamante (Sigma) in Japan. It featured a new electronically controlled traction system called traction control system, developed by Mitsubishi, the first of it kind in the world. Simply named TCL in 1990, the system has since evolved into Mitsubishi's modern Active Skid and Traction Control (ASTC) system. Developed to help the driver maintain the intended path through a corner, an onboard computer monitored several vehicle operating parameters through the use of various sensors. When too much throttle has been used, while taking a curve, engine output and braking are automatically regulated to ensure the proper path through a curve and to provide the proper amount of traction under various road surface conditions. While conventional traction control systems at the time featured only a slip control function, Mitsubishi developed TCL system had a preventive (active) safety feature, which improved the course tracing performance by automatically adjusting the traction force, and thereby restraining the development of excessive lateral acceleration, while turning. Although not a true modern stability control system, trace control monitors steering angle, throttle position and individual wheel speeds and there is no yaw rate input. The TCL system's standard wheel slip control function improves traction on slippery surfaces or during cornering. In addition to the TCL's traction control feature, it also works together with Diamante's electronic controlled suspension and four-wheel steering that Mitsubishi had equipped to improve total handling and performance. BMW, working with Robert Bosch GmbH and Continental Automotive Systems, developed a system to reduce engine torque to prevent loss of control and applied it to the entire BMW model line for 1992. From 1987 to 1992, Mercedes-Benz and Robert Bosch GmbH co-developed a system called Elektronisches

Stabilittsprogramm (Ger. "Electronic Stability Programme" trademarked as ESP) a lateral slippage control system, the electronic stability control (ESC). GM worked with Delphi Corporation and introduced its version of ESC called "StabiliTrak" in 1997 for select Cadillac models. StabiliTrak was made standard equipment on all GM SUVs and vans sold in the U.S. and Canada by 2007 except for certain commercial and fleet vehicles. While the "StabiliTrak" name is used on most General Motors vehicles for the U.S. market, the "Electronic Stability Control" identity is used for GM overseas brands, such as Opel, Holden and Saab, except in the case of Saab's 9-7X which also uses the "StabiliTrak" name. Ford's version of ESC, called AdvanceTrac, was launched in the year 2000. Ford later added Roll Stability Control to AdvanceTrac which was first introduced in Volvo XC90 in 2003 when Volvo Cars was fully owned by Ford and it is now being implemented in many Ford vehicles.

ESC - ELECTRONIC STABILITY CONTROLLER


These safety-enhancement systems maintain vehicle stability and steering response in critical situations. Electronic Stability Controller is an active safety system that assists the driver to keep the vehicle on the intended path and thereby helps to prevent accidents. ESC is especially effective in keeping the vehicle on the road and mitigating rollover accidents, which account for over 1/3 of all fatalities in single vehicle accidents. In 1995 Bosch was the first supplier to introduce Electronic Stability Control (ESC) for the Mercedes-Benz S-Class Sedan. Since then, Bosch has produced more than 10 million systems worldwide, which are marketed as ESP - Electronic Stability Program. In this report, Bosch will present ESC contributions to active safety and the required adaptations to support four wheel driven vehicles and to mitigate rollover situations

OPERATION
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). ESC intervenes only when it detects loss of steering control, i.e. when the vehicle is not going where the driver is steering. This may happen, for example, when skidding during emergency evasive swerves, under steer or over steer during poorly judged turns on slippery roads, or hydroplaning. 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. ESC can work on any surface, from dry pavement to frozen lakes. It reacts to and corrects skidding much faster and more effectively than the typical human driver, often before the driver is even aware of any imminent loss of control. In fact, this led to some concern that ESC could allow drivers to become overconfident in their vehicle's handling and/or their own driving skills. For this reason, ESC systems typically inform the driver when they intervene, so that the driver knows that the vehicle's handling limits have been approached. Most activate a dashboard indicator light and/or alert tone; some intentionally allow the vehicle's corrected course to deviate very slightly from the driver-commanded direction, even if it is possible to more precisely match it. Indeed, all ESC manufacturers emphasize that the system is not a performance enhancement nor a replacement for safe driving practices, but rather a safety technology to assist the driver in recovering from dangerous situations. ESC does not increase traction, so it does not enable faster cornering (although it can facilitate better-controlled cornering). More generally, ESC works within inherent limits of the

vehicle's handling and available traction between the tires and road. A reckless maneuver can still exceed these limits, resulting in loss of control. For example, in a severe hydroplaning scenario, the wheel(s) that ESC would use to correct a skid may not even initially be in contact with the road, reducing its effectiveness. In July 2004, on the Crown Majesta, Toyota offered a Vehicle Dynamics Integrated Management (VDIM) system that incorporated formerly independent systems, including ESC. This worked not only after the skid was detected but also to prevent the skid from occurring in the first place. Using electric variable gear ratio steering power steering this more advanced system could also alter steering gear ratios and steering torque levels to assist the driver in evasive maneuvers.

EFFECTIVENESS
Numerous studies around the world confirm that ESC is highly effective in helping the driver maintain control of the car, thereby saving lives and reducing the severity of crashes. In the fall of 2004 in the U.S., the National Highway and Traffic Safety Administration confirmed the international studies, releasing results of a field study in the U.S. of ESC effectiveness. The NHTSA in United States concluded that ESC reduces crashes by 35%. Additionally, Sport utility vehicles (SUVs) with stability control are involved in 67% fewer accidents than SUVs without the system. The United States Insurance Institute for Highway Safety (IIHS) issued its own study in June 2006 showing that up to 10,000 fatal US crashes could be avoided annually if all vehicles were equipped with ESC. ESC is described as the most important advance in auto safety by many experts. including Nicole Nason, Administrator of the NHTSA, Jim Guest and David Champion[] of Consumers Union of the Fdration Internationale de l'Automobile (FIA), E-Safety Aware, Csaba Csere, editor of Car and Driver, and Jim Gill, long time ESC proponent of Continental Automotive Systems The European New Car Assessment Program (EuroNCAP) "strongly recommends" that people buy cars fitted with stability control.

Electronic Stability Controller Worldwide traffic is increasing with more and more vehicles on the road. Considering the different regions of the world, the development of the mobility shows a clear correlation to the gross domestic product (Fig. 1). With further economic growth, we will see more increase in mobility and in traffic density throughout the world. This will require additional efforts to furthermore enhance the road safety.

STABILIZING CONCEPT
In critical driving situations most drivers are overburdened with the stabilizing task. The drivers are typically startled by the altered vehicle behavior in in-stable driving situations; as a result, a well-considered and thought-out reaction of the driver cannot be expected. For that reason the ESC has to be designed to stabilize the vehicle even in situations with panic reactions and driving failures like exaggerated steering. Steering of a vehicle yields in a yaw moment, this results in a directional change. The effect of a given steering angle depends on the actual sideslip angle [5, 6]. Only slight alterations of the yaw moment are possible at large sideslip angles even for extensive steering interventions, which can be seen in Fig. 4.

The characteristic sideslip angles, where the steer ability of the vehicle is vanishing, are dependent on the road friction coefficient. On dry asphalt it is around 12 as shown in Fig. 4, whereas on polished ice it is in the range of 2. The driver experiences in all day traffic situations sideslip angle values of typically not more than 2.Remarkable yaw moments by brake interventions. The slip value 0 is typically in the range of 10%. Considering the left front wheel during right hand cornering (Fig. 5, wheel 1), the resulting wheel force in free rolling condition FR (0) is in lateral direction.

By adjusting the tire slip to 0, the maximum brake force FB (0) is applied and by this means the lateral force is reduced to FS (0). The resulting force vector FR (0) is turned relative to the tire thereby modifying the yaw moment, the longitudinal and the lateral forces.

The required yaw moment can be applied by controlling the longitudinal tire slip and in that way employing it as a vehicle dynamics control variable. This approach is utilized with anti-lock and traction slip control, yaw rate control with restricted sideslip angle and with a limitation of lateral acceleration for rollover mitigation functionality. The main focus of attention is the range of SUV and LT vehicles that are suitable for use on public roads but also have qualities under off-road conditions. Part of the offroad capacities is due to the elevated center of gravity which augments the susceptibility to rollover. This makes SUV and LT the preferred target for ESC applications. Special adaptations of the ESC system and the control concept are required for the cooperation with a four-wheel drive (4WD) power train.

ESC BUILDING BLOCKS


ABS and Traction Control are the primary Building Blocks in a Stability Control System. For ESC, the final necessary ingredients are a yaw rate sensor (which identifies how quickly the car is changing direction), longitudinal and lateral G sensors and a steering angle sensor. Some systems have additional inputs such as brake fluid pressure and throttle position. A stability control processor is required to analyze the sensor inputs and determine the appropriate action to maintain a safe vehicle attitude.

ADAPTATIONS TO FOUR WHEEL DRIVE Several center coupling concepts are used in the various types of four wheel drive vehicles. Most of them can be combined with an ESC system. The major element of a four-wheel drive (4WD) vehicle is the center coupling. The objective is to distribute drive torque to the front and rear axle and at the same time to permit different axle velocities that occur as soon as the vehicle drives around a bend.

The classic solution for a 4WD drive train is the open center differential. Its disadvantage is - analogous to a transversal axle differential - the drive torque limitation of an axle if the other one shows increased slip. In the worst case a 4WD car with an open center differential does not move if only one wheel is spinning. With an ESC system available, this drive train concept can be supported by the brake interventions of the traction slip control without the necessity to install additional longitudinal and transversal lock devices (Fig. 7).

The longitudinal differential lock controller in the ESC restrains the difference speed between both axles through a symmetric brake intervention on both wheels of one axle. The transversal differential lock controls the difference speed on one axle through wheel individual brake interventions.

Another class of differential locks or center couplings are self-locking devices, where the locking degree depends on torque or rotation speed differences between the two driven axles. Examples are Torsen - for Torque-sensing - or viscous coupling. If their locking potential is exceeded, the above described longitudinal differential lock via brake intervention will support and secure the lock functionality.

A 100% mechanical differential lock is useful for heavy off road applications, as it prevents any axle speed differences. Since ESC relies on a wheel individual slip control, cooperation with a mechanically locked center differential is not feasible unless the lock is opened either manually or electronically. Even anti-lock control (ABS) is deactivated or distinctively reduced.

ANTI-LOCK BRAKING SYSTEM


Anti-lock brakes keep individual wheels from locking up during emergency braking or in inclement weather. If the system detects that a wheel is starting to lock up it will release the braking pressure just slightly to help keep the vehicle in control. A System without ABS can lock up one or more wheels when the brakes are applied too firmly and the driver can potentially lose control of the vehicle. Apart from the mentioned devices that have a system inherent locking effect, there are center couplings that can be fully influenced by an external controller so called Center Coupling Control (CCC). In this case an electric or hydraulic actuator operates a clutch, providing adjustable locking torque. In combination with vehicle dynamics signals, as vehicle speed and wheel speeds, yaw rate, lateral acceleration and engine torque, the locking torque can be adjusted to tune to the desired vehicle dynamics behavior suitable for the specific driving conditions (Fig. 8).

Even in critical driving situations the variable drive torque distribution can positively influence the road behavior of the vehicle. By shifting drive torque to the rear axle, the under steering behavior of a vehicle can be reduced; by shifting drive torque to the front axle, the over-steering behavior can be trimmed down (Fig. 6.1). Overall a more responsive vehicle handling can be achieved. The ESP is well suited to extend the brake and engine torque interventions with a center coupling torque interface to optimize the dynamic behavior of the vehicle. One example is shown in Fig. 9. The ESP detects an under steering situation and requests a reduction of the coupling torque transferred to the front axle. Beside this drive torque transfer an additional ESP brake intervention on the curve inner rear wheel supports in case of strong under steering to achieve the desired vehicle yaw rate.

For vehicle dynamics and traction optimization a controllable, well defined opening and closing of the coupling is necessary. On the other hand, during a wheel individual brake intervention, a fully or partially locked center coupling would result in an unintended torque transfer. Therefore a fast opening must also be demanded during stabilizing brake interventions and an active ABS function. In some instances, it may also be necessary during partial braking to allow the Electronic Brake Distribution function to prevent the over braking of the rear axle. This requires the clutch to be opened in less than 100ms. Additional adaptations support off-road functionality. The off-road features of the ESC controller improve robustness and maintain superior traction under off-road conditions.

FEATURES
Adaptation of start of control thresholds for vehicle dynamics under off-road conditions; increased yaw rate target allowed. Self-tuning of traction target slip dependent on the road surface and terrain. Lessening of engine torque reductions to maintain traction even under difficult drive conditions. Adaptive pre-control for the brake torque controller. Enhanced vehicle speed estimation under off-road conditions even without use of longitudinal acceleration sensor. Robustness measurements for the ABS controller with increased target slip under off-road conditions. The off-road situation can be detected automatically by a special function of the ESC. Based on the wheel speed sensor signals, the off-road detection function analyses wheel excitations and looks for specific oscillations in the wheel circumference speed. Alternatively the driver may select the off-road adaptations via a switch setting, the activation of a countershaft gearbox or the vertical adjustment of a level control system. In powerful ESC systems for 4WD vehicles, even different performance settings can be selected by the driver. This can be as simple as disabling the engine torque reduction triggered by the ESC to allow for full driver control of the propulsion. Other possibilities are terrain specific adaptations to surfaces like ice, snow, grass, sand, mud or bedrock. Some drive train concepts allow a flexible configuration by switching from rear wheel drive or front wheel drive to 4WD. Even 4WD with locked center differential is possible. With a cooperating ESC system, the stabilizing and traction control functionality can be automatically adjusted to the selected drive train concept. In cooperation with four-wheel drive train concepts, ESC delivers the expected safety benefits and excellent off-road functionality. Since most of the respective vehicles are characterized by an elevated center of gravity, road safety can be further improved by implementing rollover mitigation functionality.

ON-GOING WORK
Currently we are developing a closed feedback ESC, ESC II. It uses the same project layout as the ESC I such as driver interface, vehicle configuration, and actuators; however, ESC II uses data from the INS to monitor the vehicles dynamics and stability. Once the ESC II is developed, it will be tested by simulations and experiments to determine how an intelligent vehicle model affects performance. Vehicle properties that will be varied to test the ESC include tire stiffness, roll center height, wheelbase length, un-sprung mass, and roll and yaw inertias. These tests will yield understanding to the characteristics of the stability threshold as a function of the vehicle parameters tested. These tests will also reveal the effectiveness of an ESC that monitors vehicle properties and adjusts the controllers knowledge of the vehicles stability threshold accordingly. These results will allow designers to make an evaluation on how adding sensors that monitor the vehicle loading conditions will make ESC more effective in reducing rollover fatalities. Finally, this test bed of a scaled vehicle and simulation gives ability to test and validate new control methods and ideas with experiments while being cost effective at the same time.

ESC I Logic The first generation of our ESC is implemented open loop. ESC I monitors the drivers inputs to determine the drivers desired path, and uses actuators on the vehicle, steering angle and throttle, to track this path. The controller evaluates the lateral acceleration that is caused by these inputs. If this lateral acceleration is within the stability region, the controller does not intervene; however, if these inputs cause the vehicle to leave the stable region, the throttle and steer angle are adjusted to keep the vehicle within the stability region threshold.

PRODUCT NAMES

Electronic stability controller (ESC) is the generic term recognized by the European Automobile Manufacturers Association (ACEA), the North American Society of Automotive Engineers (SAE), the Japan Automobile Manufacturers Association, and other worldwide authorities. However, vehicle manufacturers may use a variety of different trade names for ESC:

Acura: Vehicle Stability Assist (VSA) Alfa Romeo: Vehicle Dynamic Control (VDC) Audi: Electronic Stability Program (ESP) Bentley: Electronic Stability Program (ESP) BMW: Dynamic Stability Control (DSC) (including Dynamic Traction Control)

Bugatti: Electronic Stability Program (ESP) Buick: StabiliTrak Cadillac: StabiliTrak & Active Front Steering (AFS) Chery Automobile: Electronic Stability Program Chevrolet: StabiliTrak; Active Handling (Corvette only) Chrysler: Electronic Stability Program(ESP) Citron: Electronic Stability Program (ESP) Dodge: Electronic Stability Program (ESP) Daimler: Electronic Stability Program (ESP) Fiat: Electronic Stability Program (ESP) and Vehicle Dynamic

Control[VDC]

Ferrari: Controllo Stability (CST) Ford: AdvanceTrac with Roll Stability Control (RSC) and Interactive Vehicle Dynamics (IVD) and Electronic Stability Program (ESP);

Dynamic Stability Control (DSC) (Australia only)


General Motors: StabiliTrak Honda: Vehicle Stability Assist (VSA)

Holden: Electronic Stability Program (ESP) Hyundai: Electronic Stability Program (ESP), Electronic Stability Control (ESC), and Vehicle Stability Assist (VSA)

Infiniti: Vehicle Dynamic Control (VDC) Jaguar: Dynamic Stability Control (DSC) Jeep: Electronic Stability Program (ESP) Kia: Electronic Stability Control (ESC)' and 'Electronic Stability Program (ESP)'

Lamborghini: Electronic Stability Program (ESP) Land Rover: Dynamic Stability Control (DSC) Lexus: Vehicle Dynamics Integrated Management (VDIM) with Vehicle Stability Control (VSC)

Lincoln: AdvanceTrac Maserati: Maserati Stability Program (MSP) Mazda: Dynamic Stability Control (DSC) (including Dynamic Traction Control)

Mercedes-Benz (co-inventor): Electronic Stability Program (ESP) Mercury: AdvanceTrac MINI: Dynamic Stability Control Mitsubishi: Active Skid and Traction Control MULTIMODE and Active Stability Control (ASC)

Nissan: Vehicle Dynamic Control (VDC) Oldsmobile: Precision Control System (PCS) Opel: Electronic Stability Program (ESP) Peugeot: Electronic Stability Program (ESP) Pontiac: StabiliTrak Porsche: Porsche Stability Management (PSM) Proton: Electronic Stability Program Renault: Electronic Stability Program (ESP) Rover Group: Dynamic Stability Control (DSC) Saab: Electronic Stability Program (ESP) Saturn: StabiliTrak

Scania: Electronic Stability Program (ESP) SEAT: Electronic Stability Program (ESP) Skoda: Electronic Stability Program (ESP) Smart: Electronic Stability Program (ESP) Subaru: Vehicle Dynamics Control (VDC) Suzuki: Electronic Stability Program (ESP) Toyota: Vehicle Dynamics Integrated Management (VDIM) with Vehicle Stability Control (VSC)

Vauxhall: Electronic Stability Program (ESP) Volvo: Dynamic Stability and Traction Control (DSTC) Volkswagen: Electronic Stability Program (ESP)

DEFINITIONS, ACRONYMS, ABBREVIATIONS

ESC: ESP: SUV: LT: 4WD: ABS: CCC: CoG: SSF: NHTSA: RMF: HRMC:

Electronic Stability Control Electronic Stability Program Sport Utility Vehicle Light Truck Four Wheel Drive Anti-Lock Control Center Coupling Control Center of Gravity Static Stability Factor National Highway Traffic Safety Administration Rollover Mitigation Function Hybrid Rollover Mitigation Controller

CONCLUSION

The results of several independent studies show a consistent picture of the ESC with remarkable safety benefits and proof the positive impact. Further potential is available with functional extensions especially for SUV and light trucks concerning rollover mitigation and 4WD adaptations. The ESC with Rollover Mitigation functions helps the driver to stay on the road and to avoid tripping obstacles by a specific yaw control. It also supports the driver with an optimized lateral acceleration control to manage rollover critical on-road situations. In cooperation with four wheel drive train concepts, ESC delivers at the same time the expected safety benefits and excellent offroad and handling functionality.

REFERENCES

1. www.esceducation.org 2. www.google.com 3. Electronics For You 4. National Highway Traffic Safety Administration (NHTSA): Final Policy Statement on NCAP Rollover Resistance Rating, Consumer Information, 2003. 5. BMW EDC, [http://www.bmw.co.za/Products/FIRST/Active/act-DC.htm] 6. edwin.liebemann@de.bosch.com

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