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Newly Mandated Electronic Stability · Control Takes Over Braking to Prevent Spinouts-And Promises Smarter

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Newly Mandated Electronic Stability · Control Takes Over Braking to Prevent Spinouts-And Promises Smarter By A/an S. Brown, Associate Editor Downloaded from http://asmedigitalcollection.asme.org/memagazineselect/article-pdf/129/12/35/6356619/me-2007-dec3.pdf by guest on 24 September 2021 Newly mandated electronic stability · control takes over braking to prevent spinouts-and promises smarter. safer vehicles in the future . rafflc accidents occur vent as many as 238,000 injuries each year. with mind-numbing ESC is more than a safety breakthrough. It opens regularity. According the door to entirely new types of intelligent safety to the us. Department systems that use sensors and computers to anticipate ! of Transportation, more and respond to threats-independently of the driver. I.' than 10 million vehicles The Department of Transportation safety estimates were involved in 6.2 mil- are based on experience. The number of ESC-en­ lion accidents in 2005. Of abled cars on the road has been growing steadily that, 1.8 million collisions since Germany's Robert Bosch GmbH and Daintier injured nearly 2.7 million AG introduced the technology in 1995. Today, m.ost people. Another 39,189 crashes left 43,443 dead. European cars and about one-third of US. vehicles It sounds like wholesale carnage. Yet the number use ESC. US. automakers make it standard on nearly of fatalities and injuries per mile has fallen by half all sport utility vehicles and vans, and plan to increase over the past 20 years. the number of cars with ESC well in advance of the The reason is that passenger vehicles protect their 2011 deadline. occupants better. Active safety systems, such as trac­ This has given researchers plenty of data to analyze. tion control and antilock brakes, provide more In 2004, the National Highway and Traffic Safety control during emergency maneuvers. Passive safety Administration looked at 1997-2002 crash data from systems, such as seat belts, air bags, and energy­ the first cars with ESC. It found that the system. re­ absorbing crumple zones, lessen the severity of in­ duced single-vehicle crashes by 35 percent in pas­ juries in a crash. According to the Department of . senger cars and by a remarkable 67 percent in SUVs. Transportation, seat belts saved 16,000 lives and air It also reduced fatalities by similar percentages. bags 3,000 lives in 2005. In 2006, the Insurance Institute for Highway Safe­ This past April, the us. Department of Trans­ ty concluded that electronic stability control could portation announced that it would go beyond active prevent nearly one-third of all fatal crashes and re­ and passive safety systems to mandate the first use of duce rollovers by as much as 80 percent. Automakers a truly intelligent safety system. The new standard apparently knew this well before the study because requires automakers to equip all vehicles with elec­ ESC comes.·as standard equipment on most top­ tronic stability control, which automatically brakes heavy SUVs. individual wheels during skids, by Sept. 1,2011. A 2006 study by the University of Michigan's The agency estimates that electronic stability con­ Transportation Research Institute found that elec­ trol will save between 5,300 and 9,600 lives and pre- tronic stability control reduced non-fatal, loss-of- mechanical engineering December 2007 35 Electronic Stability Program ESp® Electronic stability control senses that the vehicle's direc­ Components of the Electronic Stability Program ESp® from Bosch: 1 ESP-Hydraulic unit with integrated ECU tion is not changing fast enough for the steering wheel po­ 2 Wheel speed sensors 3 Steering angle sensor sition, and when the front of the car starts to drift, it ap­ 4 Yaw rate sensor with integrated plies brakes selectively to keep the vehicle on the road. acceleration sensor 5 Engine-management Electronic stability control builds on two earlier ad­ ECU for comrryunication vances, antilock brakes and traction control, according to Phil Headley, chief engineer for advanced technol­ ogy in Continental AG's Continental automotive sys- tems division, a major ESC supplier. "It has been an evolution," Headley said. Antilock brakes, he noted, can only reduce, not in- crease, brake pressure. They generally use induction or magnetic sensors to monitor the speed of each wheel as it Downloaded from http://asmedigitalcollection.asme.org/memagazineselect/article-pdf/129/12/35/6356619/me-2007-dec3.pdf by guest on 24 September 2021 rotates. When the driver brakes and the system senses some wheels moving slower than the others, it releases brake pressure on the slow wheels to keep them from locking. This results in faster, more accurate braking. Electronic stability control gathers information about wheel speed, steering wheel direction, lateral acceleration, and yaw rate. It compares the data Traction control keeps the car from losing traction when with a computer algorithm to determine if the vehicle has begun to skid. the driver applies too much throttle or steering. Both trac­ tion control and antilock brakes measure wheel spin. But whereas antilock brakes release pressure on wheels that are control crashes by 53 percent for SUVs and 40 percent for slowing down, traction control increases brake pressure on passenger cars. On wet, snowy, or icy roads, those percent­ wheels that are rotating too fast. ages climb to 88 percent for SUVs and 75 percent for cars. "This system adds more valves and more logic to antilock "Electronic stability control is probably the most signif­ brakes," Headley s;lid. "It can brake the drive wheels and icant automotive safety technology since the seat bel~," use the engine controller to reduce torque. The most im­ said John Woodrooffe, who heads the institute's safety portant difference is that traction control can apply the analysis division. brakes without the driver touching them." Electronic stability control combines sophisticated sensors and high-octane computing to take intelligent brake con­ Over and Under trol to an entirely new level. ESC helps maintain control of a vehicle by keeping it A typical ESC system starts with some of the same basic headed in the direction the driver wants it to go. elements as antilock brakes and traction control. These ele­ Spinning out, or oversteering, occurs when a car turns ments include wheel speed sensors and a hydraulic modu­ too quickly. Imagine, for example, that an object falls off the . lator unit that senses and controls brake pressure for each back of a truck. The driver swerves sharply to the left to individual wheel. ESC takes over operation of the hydraulic avoid it and then tries to straighten the car. Turning the modulator when engaged. front wheels back to the right orients the car in the ;ight ESC uses three types of sensors not fo~nd on other active direction, but the momentum from the turn keeps the rear safety systems. The first measures the angle of the steering of the car sliding to the left. The car fishtails, starts to spin, wheel to determine where the driver wants to go. One and can go off the road. variation uses an LED to shine a light through a pelforated Drivers can maintain control by working the brakes and disc on the steering column that turns with the wheel, but countersteering, momentarily turning away from their in­ it takes a few moments of driving to fully enable the sys­ tended direction. Even a driver who learns how to do this tem. A second variant uses a calibrated microprocessor that may fail to execute during the few seconds that a crisis lasts. retains the position of the steering wheel in memory, even ESC works in the background, constantly comparing the if the car battery has been removed. direction of the vehicle's fi-ont wheels-its intended direc­ The second critical ESC sensor is the microelectro­ tion-with its actual direction. It can tell when the car's di­ mechanical accelerometer, which measures lateral accelera­ rection changes too quickly, and apply the brakes selective­ tion. The accelerometers usually use a cantilever or comb ly to individual wheels (some ESC systems also reduce that deforms during acceleration or deceleration (much engine torque) to keep the vehicle from fishtailing and like the antenna on a car whipping back and forth). The spinning out. deformation changes the cantilever's electrical properties in The system also works when drivers understeer. This of­ proportion to the degree of acceleration. Micro accelerom­ ten happens when they misjudge a curve. They enter too eters have been used on vehicles to activate air bags since fast, and then try to execute a sharp turn at high speeds. the rnid-1990s. 36 December 2007 mechanical engineering The yaw rate sensor, which measures the degree of rota­ you can calibrate and test." tion around a vehicle's vertical axis, was new when Bosch Bosch said the tests last for two winter test cycles. They and Mercedes introduced it in 1995. At its heart is a MEMS try to anticipate all types of dr-iving conditions. An ESC test gyroscope that takes advantage of the tendency of vibrating includes performance on loose snow, hard-packed snow, objects to keep vibrating in the same plane. When the gyro slush, and snow over ice. rotates out of that plane, it creates a bending strain that Not only do technicians tune each car differently, but electronics sense and transmit to the ESC computer. some require massive changes. "Bosch's first ESC systems The sensors work together, measuring, calcuiating, and were developed for rear-wheel-drive sedans," Dahl said. comparing to determine when the cbntrol system should "When we did our first pickup truck, we had to take into intervene. ESC monitors the yaw rate sensor and ac­ account four-wheel-drive as well as the modes in which celerometers to gauge the position of the car and how fast the axles are locked together.
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