Advanced Chassis and Body Control Systems-Part2

VGRS
Variable Gear Ratio

Steering System
1 JCT-Engines & Automotives Department Advanced chassis and body control systems Dr. Bellakhdhar Bilel
Why VGRS ?
To control the steering angle variably in

accordance with the vehicle speed.
This system is controlled by the VGRS ECU witch

operates the VGRS actuator.
The operating angle of the

VGRS is added to the steering
angle in order to vary the
turning angle.
System diagram
Outlines of the VGRS System
In conventional system, the gear ratio is set for

high speed
To avoid over-sensitive steering
Large steering angle at low speed
How VGRS Works?
Extremely low Low to medium High speed
speed (parking) speed (city) (highway)
Smallest gear Optimal gear maximum

ratio ratio gear ratio
Reduce driver More agility Prevent over-

steering angle and handling sensitivity
Fail safe system
Control with a signal
from skid ECU
Antilock brakes
Why ABS?
Under braking conditions, if one or more of the vehicle wheels lock
(begins to skid):
• braking distance increases
• steering control is lost;
• tire wear is abnormal.
Requirements of ABS
‘What must the system be able to do?’
Fail safe system: If ABS fails, conventional brakes must still operate to their full potential+ a warning light
Maneuverability must be maintained: Good steering and road holding must continue when the ABS is operating.
Immediate response: Even over a short distance.
Operational influences: Normal driving and maneuvering, no reaction on the brake pedal. The stability and steering
must be retained under all road conditions. The system must also adapt when the brakes are applied, released and then
re-applied
Controlled wheels: In its basic form, at least one wheel on each side of the vehicle should be controlled on a separate
circuit. It is now general for all four wheels to be controlled on passenger vehicles
Speed range of operation: The system must operate under all speed conditions.
Other operating conditions: The system must still operate on an uneven road surface.
braking from slow speed on snow.

The ABS will actually increase stopping distance in snow but steering will be maintained.
The most important of the inputs are the wheel
speed and the main output is some form of brake
system
pressure control.
The task of the control unit is to compare signals

from each wheel sensor to measure the
acceleration or deceleration of an individual wheel.
From this data and pre-programmed look-up

tables, brake pressure to one or more of the
wheels can be regulated. Brake pressure can be
reduced, held constant or allowed to increase.
The maximum pressure is determined by the

driver’s pressure on the brake pedal.
From the wheel speed sensors, the electronic control unit (ECU) calculates:
• Vehicle reference speed

• Wheel acceleration or deceleration
• Brake slip
• Vehicle deceleration
14
JCT-Engines & Automotives Department Advanced chassis and body control systems Dr. Bellakhdhar Bilel
ABS components
Wheel speed sensors
Most of these devices are simple inductance sensors and work in conjunction with a toothed
wheel. As the toothed wheel rotates, the changes in inductance of the magnetic circuit
generates a signal, the frequency and voltage of which are proportional to wheel speed.
The frequency is the signal used by the ECU. The coil resistance is in the order of 800–1000
Ω. Coaxial cable is used to prevent interference affecting the signal. Some systems now
use ‘Hall effect’ sensors.
Electronic control unit
The function of the ECU is to take in information from the wheel sensors and
calculate the best course of action for the hydraulic modulator.
The heart of a modern ECU consists of two microprocessors such as the
Motorola 68HC11 which run the same programme independently of each
other. This ensures greater security against any fault which could adversely
affect braking performance, because the operation of each processor should
be identical. If a fault is detected, the ABS disconnects itself and operates a
warning light.
Both processors have non-volatile memory into which fault codes can be
written for later service and diagnostic access.
The ECU performs a self-test after the ignition is switched on. A failure will
result in disconnection of the system.
The self-test procedure:
current supply;
exterior and interior interfaces;
transmission of data;
communication between the two microprocessors;
operation of valves and relays;
operation of fault memory control;
reading and writing functions of the internal memory.
All this takes less than 300 ms.
Hydraulic modulator
A hydraulic modulator has three operating positions:

 pressure build-up brake line open to the pump;
 pressure holding brake line closed;
 pressure release brake line open to the reservoir.
The valves are controlled by electrical solenoids, which

have a low inductance so they react very quickly. The
motor only runs when ABS is activated.
Antilock brakes fault diagnosis table
ABS speed sensor waveform ABS speed sensor waveform zoomed
in to show the effect of a broken tooth
Hall effect sensor
Traction control
The steerability of a vehicle is not only lost when the wheels lock up on braking, the same effect
arises if the wheels spin when driving off under severe acceleration. Electronic traction control has
been developed as a supplement to ABS. This control system prevents the wheels from spinning
when moving off or when accelerating sharply while on the move. In this way, an individual wheel
which is spinning is braked in a controlled manner. If both or all of the wheels are spinning, the
drive torque is reduced by means of an engine control function. Traction control has become
known as traction control system (TCS), anti-slip regulation (ASR) or just traction control (TCR)
Traction control is not normally available as an independent system but in combination with ABS.
This is because many of the components required are the same as for the ABS. Traction control
only requires a change in logic control in the ECU and a few extra control elements such as
control of the throttle.
Traction control will intervene to:

 maintain stability;
 reduce yawing moment reactions;
 provide optimum propulsion at all speeds;
 reduce driver workload.
Control functions
Control of tractive force can be by a number of methods.
System operation
When accelerating, if driving torque exceeds that which can be transferred then wheel slip
will occur on at least one wheel. The result of this is that the vehicle becomes unstable.
System operation
When wheel spin is detected, the throttle position and ignition timing are
adjusted, but the best results are gained when the brakes are applied to the
spinning wheel. This not only prevents the wheel from spinning but acts to
provide a limited slip differential action. This is particularly good when on a
road with varying braking force coefficients
When the brakes are applied, a valve in the hydraulic modulator assembly
moves over to allow traction control operation. This allows pressure from the
pump to be applied to the brakes on the offending wheel. The valves, in the
same way as with ABS, can provide pressure build-up, pressure hold and
pressure reduction. All these take place without the driver touching the brake
pedal.
The summary of this is that the braking force must be applied to the slipping
wheel so as to equalize the combined braking coefficient for each driving
wheel.
Electronic Stability Program (ESP)
The ESP is a closed-loop system designed to

improve vehicle handling and braking response
through programmed intervention in the braking
system and/or drivetrain.
It helps drivers to avoid crashes by reducing the

danger of skidding, or losing control as a result of
over-steering.
Why do I need it?
Australian research shows that ESC reduces the risk of:
 Single car crashes by 25%
 Single 4WD crashes by 51%
 Single car crashes in which the driver was injured by 28%
 Single 4WD crashes in which the driver was injured by 66%
No other active safety device has such potential to reduce single

car crashes.
How popular is ESC?
Increases from around 12% in 2004 to 76% in early 2011
Are there different names for ESC?
o Electronic Stability Program (ESP) - Holden, HSV, Hyundai, Kia, Mercedes Benz,
Jeep, Renault, Saab, Chrysler, Citroen, Peugeot, Ssangyong
o Dynamic Stability Control (DSC) - Ford, FPV, BMW, Mazda, Land Rover, Jaguar
Vehicle Stability Control (VSC) - Suzuki, Toyota
o Vehicle Dynamic Control (VDC)- Nissan, Subaru, Alfa Romeo
o Dynamic Stability And Traction Control (DSTC)- Volvo
o Electronic Stabilisation Program (ESP) - Audi, Volkswagen
o Active Stability Control (ASC) - Mitsubishi
o Vehicle Stability Assist (VSA)- Honda
o Vehicle Stability/Swerve Control (VSC) - Lexus
o Automatic Stability Control + Traction (ASC+T) - Mini
o Electronic Stability Programme (ESP) - Dodge, Skoda
o Maserati Stability Program (MSP)- Maserati
o Porsche Stability Management - Porsche
o Stability and Traction Control - Fiat
33 33 JCT-Engines & Automotives Department Advanced chassis and body control systems Dr. Bellakhdhar Bilel
Is ESC different to Antilock Braking
(ABS) and Traction Control?
ABS and Traction control are integral components of an ESC system. Whilst
every car with ESC has ABS and Traction Control, those with ABS and Traction
control do not necessarily have ESC.
ABS and Traction Control only work in the driving (longitudinal) direction.
ESC can help drivers to cope with sideways (lateral) movements which create
instability. Unlike ABS and Traction Control, ESC is a holistic system that can
control a car’s entire movements.
Vehicle Dynamics Integrated
Management (VDIM)
Ii is an integrated vehicle handling and software control system developed by Toyota.
The system was first introduced in the Japanese domestic market in July 2004, when
Toyota debuted VDIM on the Toyota Crown Majesta.
This was followed by the VDIM's export debut on the third generation Lexus GS, which
was launched in 2005.
VDIM integrates the company's Electronically Controlled Brake (ECB),Anti-Lock

Brakes (ABS), Electronic Brakeforce Distribution (EBD), Traction Control (TRC)
and Vehicle Stability Control (VSC) active safety systems with the Adaptive Variable
Suspension (AVS), Electric Power Steering (EPS) and Variable Gear Ratio
Steering (VGRS) systems which previously worked independently using proprietary
software.
This way all the systems function together rather than the ECU prioritizing which is the
most important.
VDIM vs VSC
VSC remains the baseline electronic stability control system used by Toyota.
VSC intervene after a VDIM takes measures to prevent

skid is detected skids, slides, or wheel spins
In further contrast with VSC, VDIM can also calibrate driver steering input
according to vehicle speed, with active steering and throttle adjustments to
improve ride quality and directional control during performance driving, such as in
slalom courses.
With the EPS system VDIM instantly varies the amount of power steering assist
depending on driving conditions. In vehicles equipped with Variable Gear Ratio
Steering(VGRS), VDIM also manages steering gear ratios to help the driver
maintain control.
What Is Crawl Control?
Essentially, Crawl Control is an advanced feature that’s designed for low-speed off-road
driving in extreme conditions. It’s used in the most difficult of terrain, like a sand incline,
crawling over rocks, or in deep mud.
The control is essentially a powerful, intuitive sensor system that judges driving conditions
and adjusts acceleration and the brakes to each wheel as the vehicle moves over rough
terrain.
Crawl Control’s computer control of the vehicle, allowing drivers to take their foot off the
brake and gas pedal and focus on steering. Then, Crawl Control adjusts each wheel’s
output based on the condition of the terrain.
In sand, for example, it’s easy for a truck to dig deeper and get stuck. But with Crawl
Control, each wheel works independently to help drivers dig their way out.
https://youtu.be/19BNRvuNLWE
How Does Toyota Crawl Control Work?
Crawl Control’s computer takes in information provided from a variety of sensors. The
vehicle’s stability control sensors provide data, as well as wheel speed sensors and
braking sensors. These sensors are designed to accurately detect slippage, if the tires
are stuck.
Then this information is delivered to the computer, which independently calculates

output for each wheel based on the road condition. Crawl Control applies more
acceleration, or more braking, to each tire.
Which Vehicles Have Crawl Control?

Since it was first available on the Toyota 4Runner in 2008, Crawl Control has been
introduced into several other Toyota trucks and SUVs.
They include the Tacoma and 4Runner, as well as the Toyota Land Cruiser and
previously the Toyota FJ Cruiser, which has since been discontinued.
How Do You Use Crawl Control?
The system does all the work for you. All you have to do is put your foot on the
brake and put the vehicle in neutral. Then, drivers turn the transfer case into the 4-
Low position, and select one of the five Crawl Control speeds. Speed can be set up
to 5 mph.
Additionally, Crawl Control isn’t designed to be used for extended periods of time.
The system works continuously for up to 12 minutes, and while in use, it can be
overridden by stepping on the brake or accelerator. If you brake, the vehicle will
stop, and then when you remove your foot from the brake, the vehicle begins to
move again.
Which Vehicles Have Crawl Control?

Since it was first available on the Toyota 4Runner in 2008, Crawl Control has been
introduced into several other Toyota trucks and SUVs.
They include the Tacoma and 4Runner, as well as the Toyota Land Cruiser and
previously the Toyota FJ Cruiser, which has since been discontinued.
4 wheels AHC (Active Height Control)
and
AVS(Active Variable suspension)
https://youtu.be/uynhbaiKDqQ
Pre-collision system (PCS)

https://en.wikipedia.org/wiki/Collision_avoidance_system
https://www.youtube.com/watch?v=zAeEnLr3WYk
Intuitive Parking Assist System
Intelligent Parking Assist System (IPAS),
also known as the
Advanced Parking Guidance System (APGS)
https://en.wikipedia.org/wiki/Intelligent_Parking_Assist_System
http://www.lexudrive.com/lexsu-678.html
http://www.trav4.net/intuitive_parking_assist-112.html
EMS (Electronically-Modulated Suspension) and air
suspension electronically control the damping force of
the shock absorbers and air springs to further improve
riding comfort and driving performance.
For EMS, The size of the shock absorber orifice is

changed so that the amount of oil flow is adjusted,
causing the damping force to vary.
The air suspension uses an ECU to electronically control

the suspension which uses air springs that utilize the
elasticity of compressed air.
There are models that combine air suspension with EMS
1.Diagnosis
If the EMS/air suspension ECU detects a
malfunction in this system, it blinks the
damping mode or vehicle height indicator light
to alert the driver of the malfunction. The ECU
will also store the codes of the malfunctions.
Reading DTC
by connecting the hand-held tester to the
DLC3 or causing a short between TC and CG
terminals of the DLC3 and observing the
blinking pattern.
Clearing DTC
by connecting the hand-held tester to the
DLC3 or causing a short between TC and CG
terminals of the check connector and
depressing the brake pedal 8 or more times
within 5 seconds.
2.Fail-safe
the ECU prohibits the vehicle height control
and/or the damping force control.
Electrical Motor Power Steering
(7) Combination meter
(Warning light)
(1) EPS ECU
(3) DC Motor
(4) Reduction
(2) Torque sensor mechanism
(8) Relay
(5) ABS ECU
Vehicle speed signal is outputted to EPS ECU.
(6) Engine ECU
Engine speed signal is outputted to EPS ECU.
(7) Combination meter
In case of a malfunction in the system,
(5) ABS Actuator
turns on the warning light.
(6) Engine ECU
and ABS ECU (8) Relay
Supplies power to DC motor and EPS ECU.
Hall IC Type Torque
Sensor
Reduction
Mechanism
Power Steering Motor

DLC3
Vehicle Speed Signal

Combination Power Steering ECU
Meter
Power Steering
Warning Light Temp. Sensor
Engine Speed Signal
ECM
Idle-up Signal
51
Torque sensor: A signal proportional to the
input torque is outputed to the ECU.
Based on this signal, the ECU calculates the
motor assist torque for the vehicle speed and
drives the motor.
The temperature sensor detects the

temperature around the ECU. When EMPS
ECU detects overheating, it may reduce the
assist current to the DC motor.
Engine immobilizer
80hTMyD1https://www.youtube.com/watch?v=KPg
SRS airbag system
60

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VGRS

Variable Gear Ratio

To control the steering angle variably in

This system is controlled by the VGRS ECU witch

The operating angle of the

In conventional system, the gear ratio is set for

To avoid over-sensitive steering

Large steering angle at low speed

Smallest gear Optimal gear maximum

Reduce driver More agility Prevent over-

Immediate response: Even over a short distance.

braking from slow speed on snow.

The task of the control unit is to compare signals

From this data and pre-programmed look-up

The maximum pressure is determined by the

• Vehicle reference speed

A hydraulic modulator has three operating positions:

The valves are controlled by electrical solenoids, which

Traction control will intervene to:

The ESP is a closed-loop system designed to

It helps drivers to avoid crashes by reducing the

No other active safety device has such potential to reduce single

VDIM integrates the company's Electronically Controlled Brake (ECB),Anti-Lock

VSC intervene after a VDIM takes measures to prevent

Then this information is delivered to the computer, which independently calculates

Which Vehicles Have Crawl Control?

Which Vehicles Have Crawl Control?

Pre-collision system (PCS)

For EMS, The size of the shock absorber orifice is

The air suspension uses an ECU to electronically control

There are models that combine air suspension with EMS

(1) EPS ECU

Power Steering Motor

Vehicle Speed Signal

The temperature sensor detects the

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