SW Catalogue V38 Eng 040302

RECHTSVORBEHALTSVERMERK...VERTRAULICH. ALLE RECHTE VORBEHALTEN - EIGENTUM DER CONTINENTAL TEVES AG & Co. oHG.
Jegliche Vervielfltigung, Offenbarung oder Benutzung dieser Informationen ist ohne schriftliche Zustimmung von Continental Teves verboten. Continental Teves behlt sich weltweit alle Rechte auch fr den Fall der Erteilung von gewerblichen Schutzrechten vor. Die gleichen Regelungen gelten fr diesbezgliche mndliche Mitteilungen entsprechend.
Version 3.8 March 3rd, 2004
COPYRIGHT...CONFIDENTIAL..AND..PROPRIETARY. ALL RIGHTS RESERVED - PROPERTY OF CONTINENTAL TEVES AG & CO. oHG. This information carrier and the information it contains are the property of Continental Teves AG & Co. oHG. Any reproduction, disclosure or use of either is prohibited without the prior written consent of Continental Teves. Continental Teves reserve worldwide all rights also in the case of industrial property rights being granted. The same provisions apply to any verbal communications related thereto accordingly.
Continental Teves Innovative SW Functions

Where comfort, safety, and fun meet together ...
Safety
Comfort
Support in every day situations (drive off, traffic jam,)
Competence Center Control Systems Software
Fun
Reduced stopping distance, better steerability & stability Off road features (limited speed without driver braking)
Version 3.8 - February 2004
RECHTSVORBEHALTSVERMERK...VERTRAULICH. ALLE RECHTE VORBEHALTEN - EIGENTUM DER CONTINENTAL TEVES AG & Co. oHG. Jegliche Vervielfltigung, Offenbarung oder Benutzung dieser Informationen ist ohne schriftliche Zustimmung von Continental Teves verboten. Continental Teves behlt sich weltweit alle Rechte auch fr den Fall der Erteilung von gewerblichen Schutzrechten vor. Die gleichen Regelungen gelten fr diesbezgliche mndliche Mitteilungen entsprechend.
Driver Comfort Functions (Take over tasks of the driver) I

HSA - Hill Start Assist Hill Start Assist supports the driver during drive off and parking on slope, by avoiding the vehicle to roll back when the brake pedal is released without hand brake apply. AVH - Automatic Vehicle Hold (HSA in combination with Electronic Parking Brake) Automatic Vehicle Hold assists the driver in holding the vehicle by using the service brake. In addition, the Electric Parking Brake is used to safely park the vehicle, e.g. if the driver has left the vehicle. For a smooth and safe drive off on a slope, the standard HSA logic is used. HDC - Hill Descent Control Hill Descent Control is a speed control (in low speed range) that keeps the vehicle velocity during steep downhill driving to a limit selected by the driver. EBA - Engine Brake-Torque Assist The Engine Brake Torque Assist is an off-road feature to avoid unexpected and abrupt vehicle acceleration during a descent in trailing throttle state caused by wheels losing their grip to the ground surface. So the vehicle is forced to a sufficiently low crawl speed without driver brake apply. ACC - Adaptive Cruise Control Adaptive Cruise Control is an extension of a normal cruise control with a tracking distance control function. Remark: Continental Teves provides the actuator controller that controls the brake pressure and the engine torque demand. SSA - Smooth Stop Assist The Smooth Stop Assist increases comfort while stopping the vehicle by reducing acceleration peaks in the transition from driving to standing still.
ContiTeves SW-Functions
Driver Comfort Functions (Take over tasks of the driver) II

DAC Downhill Acceleration Control The vehicle acceleration is limited by an autonomous brake activation depending on slope angle (e.g. support of parking on slope). ASG Assisted Stop & Go A velocity control down to 0kph depending on accelerator pedal position to support driver in stop & go situations. (vehicle is stopped by an autonomous brake activation when driver releases accelerator pedal)
Enhanced Brake Functions (Improvement of safety of the brakes) I

HBA - Hydraulic Brake Assist The Hydraulic Brake Assist function supports the driver to reach the shortest possible stopping distance in panic braking situations, by building up the maximum necessary brake pressure. MBS - Maximum Brake Support The Maximum Brake Support is a hydraulic support in full braking situations when the brake pressure is not high enough to activate ABS at rear axle. FBS - Fading Brake Support The Fading Brake Support is a hydraulic support to compensate a higher locking pressure caused by brake fading in hard braking situations. BFS - Booster Failure Support The Booster Failure Support reduces the stopping distance after a booster failure to meet the legal requirements. BPS - Booster Performance Support The Booster Performance Support is a hydraulic support to compensate low booster performance in high braking situations. CSS - Cold Start Support The Booster Performance Support is a hydraulic support to compensate too low booster performance caused by a lack of vacuum during cold start phase.
Enhanced Brake Functions (Improvement of safety of the brakes) II

RAB - Ready Alert Brakes The Ready Alert Brakes function predicts hard braking situations and prepares the brake system by reducing/compensating the air gap between brake pads and disk. RBS - Rain Brake Support To improve the brake efficiency in rainy conditions, Rain Brake Support gently squeezes the brake pads against the disk to remove water from the surface of the disk. DLC - Dive Limiting Control The Dive Limiting Control avoids vehicle instability and longer stopping distance by keeping sufficient weight on the rear axle in hard braking situations.
Enhanced Brake Functions (Improvement of comfort and safety)

TSP - Trailer Stability Program The Trailer Stability Program detects snaking coming from driving with a trailer and reduces the trains velocity, until the oscillation stops. UCL - Understeer Control Logic In addition to the ESP-intervention in understeering situations, the Understeer Control Logic adapts the vehicle speed to the curve radius via active brake intervention. LDE Low Dynamic ESP Low Dynamic ESP control stabilize the car in partial braking situations, if small differences in brake forces or inhomogeneous road surfaces lead to asymmetric longitudinal and lateral axle forces. ARP - Active Rollover Protection The Active Rollover Protection is designed to reduce on road (friction) the risk of rollover in case of dynamic (e.g. lane change) and stationary (e.g. circle driving) maneuvers. ISC - Integrated Stability Control Integrated Stability Control is an expansion of ABS/TCS systems. It detects unstable driving situations and stabilizes the vehicle by autonomous actuation of one or both front wheel brakes and by adjustment of engine torque. SCL - Side Slip Control Logic The Side Slip Control Logic is designed to limit the side slip angle in case of dynamic (e.g. lane change) and stationary (e.g. circle driving) maneuvers.
Driver Information Systems (Only Indication)

DDS - Deflation Detection System The Deflation Detection System detects deflation of tires indirectly, by using the standard ABS wheel speed sensor information. TPMS - Tire Pressure Monitoring System The Tire Pressure Monitoring System detects and locates deflation of tires directly, by using additional wheel pressure sensors. BPW - Brake Pad Wear Indication The Brake Pad Wear Indication function estimates the wear of the brake pads.
Active front steering functions (Improvement of comfort and stability)

Enhanced stability control functions using Active Front Steering system in addition to conventional ESP actuators. YTC Yaw Torque Compensation The Yaw Torque Compensation calculates and activates an automatic countersteering to compensate the disturbance yaw torque caused by braking on roads with different friction coefficients.
Additional SW functions for Electric Parking Brake (EPB) systems

DAR - Drive Away Release The Drive Away Release Function releases the Electric Parking Brake if drive-off is detected.
Content I
Driver Comfort Functions (Take over tasks of the driver)

HSA - Hill Start Assist AVH - Automatic Vehicle Hold (HSA in combination with EPB) HDC - Hill Descent Control EBA - Engine Brake-Torque Assist ACC - Adaptive Cruise Control SSA - Smooth Stop Assist
Content I Driver Comfort Functions
Hill Start Assist (HSA)

Hill Start Assist supports the driver during drive off and parking on slope, by avoiding the vehicle to roll back when the brake pedal is released without hand brake apply
Hill Start Assist enhances the handling of a vehicle on slope, such as easy drive-off or parking a vehicle. The driver can release the brake pedal without rolling back to start driving-off.
1) The driver stops or holds the vehicle by using the service brake. The applied braking torque is sufficient to hold the vehicle in a complete standstill.
2) The vehicle stands still. The driver releases the brake pedal and starts to accelerate. HSA holds the braking pressure to ensure that there is no rolling back.
3) The vehicle is still standing. While the driver increases the driving torque, HSA reduces the pressure in balance to ensure that there is neither rolling back nor a drive-off against the brake.
4) The driving torque is sufficient to accelerate the vehicle forward. HSA has reduced the brake pressure to zero. The vehicle drives off.
Hill Start Assist Function Description
During drive-off, the function estimates the driving torque at the driven axle. The braking torque will be reduced until driving torque is high enough to drive-off.
Torque
driving torque Required torque to avoid rolling back 1-2 sec
4
braking torque Time
Hill Start Assist Technical Realization
System
ABS
Mk 25/60/70
ESP
Mk 25/60
ESP - E1
Mk 25/60 E1
ESP - E5
Mk 25/60 E5
EHB
Additional Components Vehicle Requirements
Longitudinal Acceleration Sensor Active Booster
CAN Engine Interface
Reverse Gear Switch
Time for development / application: 2 years, incl. 2 winter tests, 1 summer test Test vehicle: Vehicle(s) with proper configuration available for TEVES during development
feasible
not feasible
no need
Hill Start Assist - Requirements
Customer value Vehicle safety End Customer Vehicle comfort Frequency of use Cost savings Marketing potential
Reason No roll back / improved handling on slope Easier drive off on slope Benefit in everyday situations Improved safety may help to prevent accidents and damage Additional function without expensive automatic gear Easy marketing because of good perceptibility and frequency of application Improvement of brand image concerning comfort and innovation Additional function for an additional charge -----
Brand Image OEM Increase of sales Cost savings Necessity to meet legal requirements
- highly relevant
- not relevant
Hill Start Assist Customer Value
Automatic Vehicle Hold (AVH)

AVH assists the driver in holding the vehicle by using the service brake. In addition, the Electric Parking Brake is used to safely park the vehicle, e.g. if the driver has left the vehicle. For a smooth and safe drive off on a slope, the standard HSA logic is used
AVH assists the driver in holding the vehicle by using the service brake. The Electric Parking Brake might be used to safely park the vehicle.
P
The vehicle will be held for an extended period of time
1) The driver stops or holds the vehicle by using the service brake. By request or on a slope the vehicle is being held automatically.
2) In case the driver gets out, the Electric Parking Brake is automatically activated to safely park the vehicle.
3) While the driver increases the driving torque, AVH enables a comfortable drive-off without rolling backwards.
4) The driving torque is sufficient to accelerate the vehicle forward. The vehicle drives off.
Automatic Vehicle Hold Function Description
Request to Open Request to Lock Parking Brake Switch
Active Braking v = 0 with EBS
Significant Slope (HSA)
Hold
with
(Increasing axle torque) or (Request to Open)
v=0
Check Conditions for Activation
Peak in Brake Pedal Force

(manual activation)
EBS
(On slope) and (sufficient axle torque)
Release all Brake Pressure
Active Pressure Increase

(automatic activation)
Launch support
(Time limit exceeded) or (Ignition off) or (Driver leaves vehicle)
(Request to open) or (Ignition on and Driver in vehicle) or (Driver intends to move vehicle)
Power on Power off
EPB / EHP locked

Standstill Management
Automatic Vehicle Hold Technical Realization
System
ABS
Mk 25/60/70
ESP
Mk 25/60
ESP - E1
Mk 25/60 E1
ESP - E5
Mk 25/60 E5
EHB
Longitudinal Acceleration Sensor Active Booster Electric Parking Brake Reverse Gear Switch CAN Engine Interface
feasible
not feasible
no need
Automatic Vehicle Hold Requirements
Customer value Vehicle safety
Reason No roll back / improved handling on slope Easier drive off on slope / automatic apply of parking brake Benefit in everyday situations Improved safety may help to prevent accidents and damage, Additional function without expensive automatic gear
End Customer
Vehicle comfort Frequency of use Cost savings Marketing potential
Easy marketing because of good perceptibility and frequency of application Improvement of brand image concerning comfort and innovation Additional function for an additional charge -----
- highly relevant
- not relevant
Automatic Vehicle Hold Customer Value
Hill Descent Control (HDC)

Hill Descent Control is a speed control (in low speed range) that keeps the vehicle velocity during steep downhill driving to a limit selected by the driver
- Off-road driving aid for steep downhill driving
speed control
- Speed limiting control in low speed range (without driver brake apply)
- Variable vehicle speed selectable by accelerator pedal
Hill Descent Control - Function Description
HDC Switch
Actuators of the Electronic Brake System
Gear Selector
Engine RPM Torque Accelerator Pedal
HDC & Pressure Control Brake Light Switch
4 Wheel Speeds
2 Lights Info & Warning

CAN Hardwired intern
Hill Descent Control - Technical Realization I
HDC Closed Loop Control
v_req
Velocity Controller
a_req
Acceleration Controller
P_req
valves
Pressure Controller
pump
Vehicle
v_ref
Pressure Model
P_model
a_vehicle v_vehicle
Hill Descent Control - Technical Realization II
System
ABS
Mk 25/60/70
ESP
Mk 25/60
ESP - E1
Mk 25/60 E1
ESP - E5
Mk 25/60 E5
EHB
Longitudinal Acceleration Sensor
CAN Engine Interface
Activator switch / Warning lamp
feasible
not feasible
no need
Hill Descent Control Requirements
Customer value Vehicle safety Improved handling on slope
Reason
End Customer
Easy steep downhill drive with no need to apply brakes Benefit in off-road situations Improved off-road performance / additional function without low range gear Easy marketing because increased comfort is easy to understand for offroad driver Improvement of brand image concerning innovative off-road features Additional function for an additional charge (activation switch) -----
- highly relevant
- not relevant
Hill Decent Control Customer Value
Engine Brake-Torque Assist (EBA)

The Engine Brake Torque Assist is an off-road feature to avoid unexpected and abrupt vehicle acceleration during a descent in trailing throttle state caused by wheels losing their grip to the ground surface. So the vehicle is forced to a sufficiently low crawl speed without driver brake apply
Wheel has lost grip on surface

Engine braking torque can no longer be transmitted:
FH >> FM
therefore:
dv >> 0 dt
Vehicle accelerates; the wheel that has lost its grip is retarded and possibly rotates backwards
FM SP FH FN FG
FG FH FN FM SP
- Vehicle weight - Downgrade force - Normal force - Engine braking force - Vehicle center of gravity
Engine Brake-Torque Assist Function Description I
HDC Hill Descent Control

EBA Engine Brake Torque Assist
Offroad function to increase safety, comfort and fun during steep downhill driving
Velocity limiting control
Prevention of unpredictable acceleration in offroad situations
Velocity limited by autonomous brake intervention

Function has to be activated by the driver Activation switch and display required Patent not owned by CT
Velocity limited by engine brake torque (Efficiency guaranteed by EBA)
Function is always activated during driving with low range gear EBA intervention is triggered by recognition of critical situations

Low range gear required Patent owned by CT
Engine Brake-Torque Assist Comparison with HDC
Vehicle speed (kph) 20

15
Vehicle behaviorwithout without EBA MBU Vehicle behaviour
10
-5
-10
-15
-20
-25
-30 0
Time (s) 6
Vehicle velocity
Wheel velocities
Engine Brake-Torque Assist Technical Realization I
Vehicle speed (kph) 20

15
Vehicle behaviorwith withEBA MBU Vehicle behaviour
10
EBA
-5
MBU pressure request pressure (bar) request (bar)

20
-10
-15
10
-20
-25
-30 0
Zeit (s) Time (s)
Vehicle velocity
Wheel velocities
Engine Brake-Torque Assist Technical Realization II
System
ABS
Mk 25/60/70
ESP
Mk 25/60
ESP - E1
Mk 25/60 E1
ESP - E5
Mk 25/60 E5
EHB
No additional hardware required
Low Range Gear
feasible
not feasible
no need
Engine Brake Torque Assist Requirements
Adaptive Cruise Control (ACC)

Adaptive Cruise Control is an extension of a normal cruise control with a tracking distance control function Remark: Continental Teves provides the actuator controller that controls the brake pressure and the engine torque demand
Vehicle
Brake
Actuators
Engine
Throttle Wheel pressure Sensor Data
Engine Control Unit

C A N
ACC ECU
Wheel velocity
ESP ECU
ABS/TCS/ESP Control Unit MK60 E
Engine Torque
Object Data
ACC Control Unit
CAN
Longitudinal acceleration
Adaptive Cruise Control Function Description
VEHICLE
ENGINE
ACC Display in Vehicle
EMS CONTROL UNIT Torque Controller
DRIVER
vvehicle Switch pack on steering wheel dd

Acceleration Controller LAC
(New Development) Vehicle Setspeed Distance Actual speed ACC status
Adriver Max. possible deceleration Actuator limited
Td
Engine
ACC CONTROL UNIT Determine desired Distance
vdriver
Velocity Controller
ACC Status
Arbitration
Ad Ad,cruise
Select State
d,follo Target detected w Relative Velocity Distance
Deceleration Controller LDC

(Software Available)
Pd Brakes
Select Target vehicle
T R A N S M I S S I O N
Pressure Controller
(Software Available) Yawrate Vehicle acceleration Steering wheel angle
HEADWAY SENSOR
Distance Controller
Detected Vehicles
ABS/TCS/ESP CONTROL UNIT
BRAKE
Adaptive Cruise Control Technical Realization
System
ABS
Mk 25/60/70
ESP
Mk 25/60 Active Booster
ESP - E1*
Mk 25/60 E1
ESP - E5
Mk 25/60 E5
EHB
No additional components
Object-Registration (ACC-Sensor)
ACC-Receiver (ACC-Controller) CAN Engine Interface (for deceleration interface)
*) Only acceleration/deceleration interface. Possible comfort restriction because of brake pulling has to be evaluated at project start
feasible
not feasible
no need
Adaptive Cruise Control Requirements
Smooth Stop Assist (SSA)

The Smooth Stop Assist increases comfort while stopping the vehicle by reducing acceleration peaks in the transition from driving to standing still
To achieve a smooth stopping of the vehicle, the wheel pressure is decreased below drivers demand just before vehicle stands still.
Smooth Stop Assist Active driver support in normal comfortable stopping situations to prevent nicking of stopping vehicles.
Brake pressure decrease based on the driver brake pressure and the velocity of the vehicle.
Driver braking pressure Wheel pressure Vehicle velocity
Driver behaviour in normal braking situation Constant brake pressure demand, leads to high deceleration peak, when the vehicle is stopping. This causes nicking of the vehicle.
Detection of a normal comfortable brake situation, below a threshold velocity leads to SSA activation
Vehicle velocity Characterestics without SSA
Vehicle velocity Characterestics with SSA
Smooth Stop Assist Function Description
System
ABS
Mk 25/60/70
ESP
Mk 25/60
ESP - E1
Mk 25/60 E1
ESP - E5*
Mk 25/60 E5
EHB
No additional requirements
Time for development / application: 1 year, incl. 1 winter test, 1 summer test Test vehicle: Vehicle(s) with proper configuration available for TEVES during development
not feasible no need *) brake intervention noticeable: noise and pedal vibration (limited comfort)
feasible
Smooth Stop Assist Requirements
Content II/I
Enhanced Brake Function (Improvement of safety of the brakes )

HBA - Hydraulic Brake Assist MBS - Maximum Brake Support FBS - Fading Brake Support BFS - Booster Failure Support
BPS - Booster Performance Support

CSS - Cold Start Support
Content II Enhanced Brake Functions I
Content II/II
Enhanced Brake Function (Improvement of safety of the brakes )

RAB - Ready Alert Brakes RBS - Rain Brake Support
Content II Enhanced Brake Functions II
Hydraulic Brake Assist (HBA)

The Hydraulic Brake Assist function supports the driver to reach the shortest possible stopping distance in panic braking situations, by building up the maximum necessary brake pressure
The HBA-function supports the driver in panic braking situations. This is done by increasing wheel pressure quickly up to locking pressure.
STOPPING DISTANCE WITH AND WITHOUT HBA
WITH HBA INSUFFICIENT DRIVER REACTION WITHOUT HBA
Hydraulic Brake Assist Active driver support in emergency situations: Fast pressure increase to the maximum limited only by ABS based on Tire-Road friction
WITH HBA HESITANT DRIVER REACTION WITHOUT HBA
10
20
30
40
50
60
70
80
STOPPING DISTANCE FROM 100km/h
Hydraulic Brake Assist Function Description
If panic braking is detected, by monitoring the master cylinder pressure gradient, the wheel pressures are increased above the master cylinder pressure. This active pressure increase is realized by activating the hydraulic pump and the MCI/ERV (Master Cylinder Isolation Valves/ Electrical Reversing Valves) valves of both hydraulic circuits.
10 8 6 4 2
DECELERATION CHARACTERISTIC
0,2
0,4
0,6
0,8
1,0
TIME in s
Hydraulic Brake Assist Active driver support in emergency situations:

Pressure in bar
100 80 60 40
Fast pressure increase to the maximum limited by ABS depending on Tire-Road friction Driver reaction in emergency situation High pedal speed often insufficient pedal force
wheel pressure
Detection of high TMC pressure gradient leads to HBA activation
TMC
20
0,2
0,4
0,6
0,8
1,0
Time in s
Hydraulic Brake Assist Technical Realization
System
ABS
Mk 25/60/70
ESP
Mk 25/60
ESP - E1
Mk 25/60 E1
ESP - E5
Mk 25/60 E5
EHB
feasible
not feasible
no need
Hydraulic Brake Assist Requirements
Maximum Brake Support (MBS)

The Maximum Brake Support is a hydraulic support in full braking situations when the brake pressure is not high enough to activate ABS at rear axle
without Maximum Brake Support

120
with Maximum Brake Support

120
100
pressure [bar]
80 60 40 20
pressure [bar]
rear axle pressure

front axle pressure master cylinder pressure
100 80 60 40
20
0,2
0,4
0,6
0,8
1,0
0,2
0,4
0,6
0,8
1,0
In full braking situations it is possible that the brake pressure is not high enough at the rear axle to achieve the maximum deceleration of the vehicle (e.g. because of high loading conditions)
Actions: Active pressure increase with the help of pump, MCI and ERV valves in order to increase rearwheel pressure up to locking pressure
Activation conditions: master cylinder pressure over threshold ABS control at front axle no ABS control at rear axle
Maximum Brake Support Technical Realization
System
ABS
Mk 25/60/70
ESP
Mk 25/60
ESP - E1
Mk 25/60 E1
ESP - E5
Mk 25/60 E5
EHB
feasible
not feasible
no need
Maximum Brake Support Requirements
Fading Brake Support (FBS)

The Fading Brake Support is a hydraulic support to compensate a higher locking pressure caused by brake fading in hard braking situations
Two possibilities to realize FBS:
With additional double vacuum Sensor (to detect booster knee point)
Support of booster above knee point pressure
Brake Fading:
High locking pressure
without additional double vacuum sensor
Triggered pressure increase up to locking pressure level, if brake fading is detected
Fading Brake Support Function Description
Problem caused by brake fading: High master cylinder pressure is not sufficient for maximum deceleration
pressure in bar
High- locking pressure fading
160 140 120 100 80
Wheel pressure
Activation of FBS: Master cylinder pressure exceeds threshold, front wheel is not in ABS and deceleration is not enough
High- locking pressure normal
60
40 20
TCM
Fading Brake Support Active Support for the driver in panic brake situation with brake fading: Pressure increase to maximum, limited by ABS intervention
0,2
0,4
0,6
0,8
1,0
time in s
10 8 6 4 2
with FBS
without FBS
0,2
0,4
0,6
0,8
1,0
time s
Fading Brake Support Function Description (without additional double vacuum sensor)
Hydraulic support to compensate high locking pressure caused by brake fading. Hydraulic control unit is used to increase wheel pressure up to locking pressure.
brake pressure without FBS
brake pressure with FBS Fading locking pressure Normal locking pressure Triggered pressure increase to locking level
hydraulic support
pedal force
Fading Brake Support Technical Realization

(without additional double vacuum sensor)
Hydraulic support to compensate a higher locking pressure (above designed knee point pressure) caused by brake fading. Hydraulic control unit is used to increase pressure via pump and to decrease pressure using analogue MCI (master cylinder isolation valves) depending on driver brake request.
brake pressure without FBS
brake pressure with FBS Fading locking pressure Normal locking pressure Linear hydraulic support
hydraulic support
pedal force
pedal force
Fading Brake Support Technical Realization

(with additional double vacuum sensor)
System
ABS
Mk 25/60/70
ESP
Mk 25/60
ESP - E1
Mk 25/60 E1
ESP - E5
Mk 25/60 E5
EHB
No additional components *)
*) improved
feasible
not feasible
no need
performance with additional double vacuum sensor
Fading Brake Support Requirements
Customer value Vehicle safety End Costumer Vehicle comfort Frequency of use Cost savings Marketing potential Brand Image Increase of sales OEM Cost savings
Reason Reduced stopping distance in fading brake situations --Benefit in fading situations Improved safety may help to prevent accidents and damage --Improvement of brand image concerning brake performance --Potential cost reduction for mechanical brake fading countermeasures
Necessity to meet legal requirements
---
- highly relevant
- not relevant
Fading Brake Support Customer Value
Booster Failure Support (BFS)

The Booster Failure Support reduces the stopping distance after a booster failure to meet the legal requirements
Gross vehicle Weight (GVW) of some cars exceeds 2 tons. In case of booster failure legal provisions for stopping distance are difficult to meet.
2 tons
BFS allows to meet legal provisions - at low cost - by increasing deceleration - therefore decreasing stopping distance
Legal requirement
without BFS
met
missed
with BFS
stopping distance
Booster Failure Support Function Description
Possible reason for lack of vacuum: - booster failure - failed vacuum supply
brake pressure
Hydraulic control unit is used to increase brake pressure above the master cylinder pressure.
brake pressure with BFS
hydraulic support
without BFS
pedal force
pedal force
Booster Failure Support Technical Realization
System
ABS
Mk 25/60/70
ESP
Mk 25/60
ESP - E1
Mk 25/60 E1
ESP - E5
Mk 25/60 E5
EHB
+ double vacuum sensor or delta-s sensor (integrated at vacuum booster)
feasible
not feasible
no need
Booster Failure Support Requirements
Reason Sufficient brake performance even after vacuum failure --Activated in case of vacuum failure Improved safety may help to prevent accidents and damage ------Allows to meet legal provisions at low cost Gross vehicle weight (GVW) of some cars exceeds 2 tons. In case of booster failure legal provisions for stopping distance are difficult to meet.
End Customer
OEM
Vehicle comfort Frequency of use Cost savings Marketing potential Brand Image Increase of sales Cost savings Necessity to meet legal requirements
- highly relevant
- not relevant
Booster Failure Support Customer Value
Booster Performance Support (BPS)

Hydraulic support to compensate low booster performance in high braking situations
Possible reason for low runout point of vacuum booster: Small booster
brake pressure
Hydraulic control unit is used to increase brake pressure up to drivers request.

brake pressure with BPS
hydraulic support
without BPS
pedal force
pedal force
Booster Performance Support Technical Realization
System
ABS
Mk 25/60/70
ESP
Mk 25/60
ESP - E1
Mk 25/60 E1
ESP - E5
Mk 25/60 E5
EHB
+ double vacuum sensor (integrated at vacuum booster)
feasible
not feasible
no need
Booster Performance Support Requirements
Customer value Vehicle safety -------
Reason
End Customer
Vehicle comfort Frequency of use Cost savings Marketing potential Brand Image Increase of sales
Supports development of fuel efficient vehicle at low price, helps to reduce emissions ------No necessity for vacuum pump in modern gasoline vehicles (reduced emission and fuel consumption) Helps to meet legal requirements for these vehicles
OEM
Cost savings
- highly relevant
- not relevant
Booster Performance Support Customer Value
Cold Start Support (CSS)

The Booster Performance Support is a hydraulic support to Compensate too low booster performance caused by a lack of vacuum during cold start phase
Hydraulic support of the booster to compensate a lack of vacuum during cold start of modern gasoline engines.
Booster Performance Support compensates lack of vacuum Booster Performance Support helps to reduce emissions
Cold Start Support Function Description
Possible reason for low runout point of vacuum booster: low vacuum level (reduction of emissions during cold-start)
brake pressure
Hydraulic control unit is used to increase brake pressure up to drivers request.

brake pressure with CSS
hydraulic support
without CSS
pedal force
pedal force
Cold Start Support Technical Realization
System
ABS
Mk 25/60/70
ESP
Mk 25/60
ESP - E1
Mk 25/60 E1
ESP - E5
Mk 25/60 E5
EHB
+ double vacuum sensor (integrated at vacuum booster)
feasible
not feasible
no need
Cold Start Support Requirements
Customer value Vehicle safety -------
Reason
End Customer
Vehicle comfort Frequency of use Cost savings Marketing potential Brand Image Increase of sales
Supports development of fuel efficient vehicle at low price, helps to reduce emissions ------No necessity for vacuum pump in modern gasoline vehicles (reduced emission and fuel consumption) Helps to meet legal requirements for these vehicles
OEM
Cost savings
- highly relevant
- not relevant
Cold Start Support Customer Value
Ready Alert Brakes (RAB)

The Ready Alert Brakes function predicts hard braking situations and prepares the brake system by reducing/compensating the air gap between brake pads and disk
Activation conditions
Prediction of an emergency brake situation by evaluation of -accelerator pedal signal (quick release) -Information from ACC controller (opt.) -Other (opt.) Driver is not (already) braking No electronic brake intervention Vehicle velocity > minimum velocity
Activation
Switch on pump Brake actuators
Stopping Conditions
Driver braking is detected
Brakes are pre filled
Any other electronic brake system gets active
Air gap is compensated
Maximum activation time has expired
Improved reaction time of brake system
Ready Alert Brakes Function Description
System
ABS
Mk 25/60/70
ESP
Mk 25/60
ESP - E1*)
Mk 25/60 E1
ESP - E5
Mk 25/60 E5
EHB
Acceleration Pedal Position on CAN
feasible
not feasible
no need
*)
limited performance
Ready Alert Brakes Requirements
Reason Potential reduced stopping distance in hard braking situations --Automatically activated if hard braking situation is assumed Improved safety may help to prevent accidents and damage Increased marketing potential due to reduced stopping distance Improvement of brand image concerning safety --Avoidance of mechanical improvements to reduce air gap ---
End Customer
OEM
Vehicle comfort Frequency of use Cost savings Marketing potential Brand Image Increase of sales Cost savings Necessity to meet legal requirements
- highly relevant
- not relevant
Ready Alert Brakes Customer Value
Rain Brake Support (RBS)

To improve the brake efficiency in rainy conditions, Rain Brake Support gently squeezes the brake pads against the disk to remove water from the surface of the disk
Conditions for Activation

CAN
Rainy condition detected & Driver is not braking & No electronic brake intervention & Accelerator pedal is applied & Vehicle velocity > minimum threshold
Rain sensor or wiper active
Periodically repeated execution of RBS
Water accumulation on brake disk is possible

Water is removed from brake disk
Rain Brake Support - Function Description
In rainy conditions water may accumulate on the brake disks. To increase brake efficiency, even in these conditions, RBS gently squeezes the brake pads against the disk without building any significant brake force. The target of this activation is to remove water from the surface of the disk.
Periodically repeated execution Brake pressure

Execution time Execution time Execution time
Distance threshold
Distance threshold
<3bar
Execution start Execution finished
Time / distance
Rain Brake Support Technical Realization
System
ABS
Mk 25/60/70
ESP
Mk 25/60
ESP - E1
Mk 25/60 E1
ESP - E5
Mk 25/60 E5
EHB
Rain Signal on CAN Acceleration Pedal Position on CAN
feasible
not feasible
no need
Rain Brake Support Requirements
Reason Potential reduced stopping distance in rainy conditions --Automatically activated in rainy conditions Improved safety may help to prevent accidents and damage Function is easy to understand for end customer Improvement of brand image concerning safety Avoidance of bad press (comparison of brake performance) --Avoidance of mechanical improvements to reduce water accumulation on brake disks ---
End Customer
OEM
Vehicle comfort Frequency of use Cost savings Marketing potential Brand Image
Increase of sales Cost savings

- highly relevant
- not relevant
Rain Brake Support Customer Value
Content III Enhanced Brake Functions (Improvement of comfort and safety)

TSP - Trailer Stability Program UCL - Understeer Control Logic LDE - Low Dynamic ESP - Active Rollover Protection
ARP
ISC - Integrated Stability Control SCL Side Slip Control Logic
Content III Enhanced Brake Functions
Trailer Stability Program (TSP)

The Trailer Stability Program detects snaking coming from driving with a trailer and reduces the trains velocity, until the oscillation stops
steer angle
single track model
model yaw rate detection signal +
yaw rate detection phase
intervention phase threshold for exit
detection signal
threshold for entry
deceleration request
(realized by reducing engine torque and building up brake pressure)
no detection at high steering dynamics deceleration request depends on detection signal amplitude
Trailer Stability Program Technical Description
System
ABS
Mk 25/60/70
ESP
Mk 25/60
ESP - E1
Mk 25/60 E1
ESP - E5
Mk 25/60 E5
EHB
feasible
not feasible
no need
Trailer Stability Program Requirements
Understeer Control Logic (UCL)

In addition to the ESP-intervention in understeering situations, the Understeer Control Logic adapts the vehicle speed to the curve radius via active brake intervention
PUCL
PUCL - PESP
PUCL
PESP
PESP - PUCL
IF (Pesp < Pucl)

System without UCL Active pressure increase generated by ESP only Limitation due to wheel load and friction coefficient
IF (Pesp >= Pucl)
System with UCL - FUNCTION UCL command and ESP activated
Especially in curve driving understeer situations with high lateral acceleration, UCL supports ESP, because the ESP-controlled wheel is relieved
Understeer Control Logic Technical Description
System
ABS
Mk 25/60/70
ESP
Mk 25/60
ESP - E1
Mk 25/60 E1
ESP - E5
Mk 25/60 E5
EHB
No additional hardware required
feasible
not feasible
no need
Understeer Control Logic Requirements
Low Dynamic ESP (LDE)

Low Dynamic ESP control stabilize the car in partial braking situations, if small differences in brake forces or inhomogeneous road surfaces lead to asymmetric longitudinal and lateral axle forces
In driving situations with partial braking small differences in brake forces or inhomogeneous road surfaces may lead to asymmetric longitudinal and lateral axle forces. This force spread causes a significant yaw torque. If no additional yaw torque control is active the driver has to initiate a counter steer reaction to keep the desired driving direction. Low Dynamic ESP
The deviation of the desired motion can be recognized using yaw torque control sensors. Depending on this deviation a counter reaction can be calculated and an additional yaw torque is initiated to stabilize the vehicle. Low Dynamic ESP is just using pressure decrease to generate an additional yaw torque and to stabilize the car.
Neither special valve activities (MCI, LPF) nor pump control activations are
needed. Other Valve activities are reduced to a minimum by using a stepwise pressure decrease request.
Low Dynamic ESP Function Description
System
ABS
Mk 25/60/70
ESP
Mk 25/60
ESP - E1
Mk 25/60 E1
ESP - E5
Mk 25/60 E5
EHB
feasible
not feasible
no need
Low Dynamic ESP Requirements
Active Rollover Protection (ARP)

The Active Rollover Protection is designed to reduce the risk of on- road (friction) rollover in case of dynamic (e.g. lane change) and steady state (e.g. circle driving) maneuvers
ARP during dynamic driving maneuvers:
0.5
1.0
1.5
2.0
2.5
3.0
3.5
4.0
4.5
Time in s
Active Rollover Protection Function Description I
ARP during steady state maneuvers:

Constant radius increasing velocity (e.g. circle driving) Constant velocity decreasing radius (e.g. J-turn)
Lateral Acceleration
Brake Forces
Vehicle Velocity Radius (const)
Limitation of the lateral acceleration in the ESP reference model results in an earlier control cycle entry
Active Rollover Protection Function Description II
ECU HARDWARE MIKROPROCESSOR SOFTWARE (Yaw Rate Sensor) Steering Angle YAW TORQUE Lateral Acceleration SIGNAL CONTROL PROCESSING ALGORITHMUS Yaw Rate Wheel Speeds Driving Condition ESP Reference Yaw Rate ...
ARBITRATION
ACTUATORS
ARP
SIGNAL PROCESSING
SITUATION DETECTION
ARP INTERVENTION
ARP SOFTWARE EXTENSION
Active Rollover Protection Technical Description
System
ABS
Mk 25/60/70
ESP
Mk 25/60
ESP - E1
Mk 25/60 E1
ESP - E5
Mk 25/60 E5
EHB
feasible
not feasible
no need
Active Rollover Protection Requirements
Reason Improved rollover safety of dynamic (e.g. lane changes) and steady state maneuvers (e.g. in curves) --Benefit in critical driving situations Improved safety may help to prevent accidents and damage - Benefit is easy to understand for end customer - Better NHTSA ratings for rollover resistance - VDA lane change test is passed at higher speed Important for safety image --No additional costs in comparison to systems with add. sensors NHTSA recommendations
End Customer
OEM
Brand Image Increase of sales Cost savings Necessity to meet legal requirements
- highly relevant
- not relevant
Active Rollover Protection Customer value
Integrated Stability Control (ISC)

Integrated Stability Control is an expansion of ABS/TCS systems. It detects unstable driving situations and stabilizes the vehicle by autonomous actuation of one or both front wheel brakes and by adjustment of engine torque
Function:
Detection of unstable driving situations by evaluation of

Steering wheel angle sensor (relative, 3-channel) Lateral acceleration sensor (integrated in ECU) Vehicle stabilization in the majority of critical situations, Control functions (Yaw Stability Assistance): Oversteer brake intervention Understeer brake intervention (deceleration control) Understeer engine intervention Improved ABS and TCS for extended range of covered driving situations (using additional sensor signals) Limitations:
Intended for small or compact vehicles Applicable for front wheel driven vehicles only lower performance than ESP
(particularly restrictions on rough road or in braking situations) Limited vehicle velocity range (stability control between 20 kph and 130 kph approx.)
Integrated Stability Control Function Description
Deceleration
Acceleration ISC Functions:
Advanced ABS
Yaw Stability Assistance
Advanced TCS
Advanced ABS
ABS using steering wheel angle and lateral acceleration signal
EBD
Electronic Brake Force Distribution
Control Area Performance ESP
Advanced TCS
TCS using steering wheel angle and lateral acceleration signal
YSA
TCS ABS
ISC
Price
Yaw Stability Assistance
HBA
Hydraulic Brake Assist
Integrated Stability Control Technical Description
System
ABS
Mk 25/60/70
ESP
Mk 25/60
ESP - E1
Mk 25/60 E1
ESP - E5
Mk 25/60 E5
EHB
Relative Steering Wheel Angle Sensor (3-channel) Lateral Acceleration Sensor (integrated) Pressure Sensor Front Wheel Driven CAN Engine Interface Reverse Gear Switch
Time for development / application: 1,5 years, incl. 1 winter test, 1 summer test Test vehicle: Vehicle(s) with proper configuration available for TEVES during development
feasible
not feasible
no need
Integrated Stability Control - Requirements
Customer value Vehicle safety End Customer Vehicle comfort Frequency of use Cost savings Marketing potential
Reason Vehicle stability control in oversteer and understeer situations --Benefit in critical driving situations Improved safety may help to prevent accidents and damage Possibility to offer stability control system in the cost-sensitive segment of small and compact cars Improvement of brand image concerning safety Additional function for additional charge Less expensive than ESP due to cheaper steering wheel angle sensor and missing yaw rate sensor ---
- highly relevant
- not relevant
Integrated Stability Control Customer Value
Side Slip Control Logic (SCL)

The Side Slip Control Logic is designed to limit the side slip angle in case of dynamic (e.g. lane change) and stationary (e.g. circle driving) maneuvers
Available Information for Control

Side Slip Angle Front Axle Side Slip Angle Lat. Velocity Side Slip Angle Rear Axle Drive Torque Lat. Force Long. Force
SCL Data
Steer Angle
Eng.-Torque Eng.-Speed
Long. Lateral Velocity Accel.
Yaw Rate
Long. Accel.
Wheel Speed
Wheel Pressure
MK25/60E5 ESP Data
Side Slip Control Logic Technical Realization I
Improvement in Double-Lane Change

Standard ESP ESP with SCL
20
20
Steering angle Side-slip angle
10 Angle [] Angle []
10
-10
-10
-20 0 5 Time [s] 10
-20 0 2 4 Time [s] 6 8
Double lane change on snow Arvidsjaur, v0=115 kph Vehicle: BMW 328i, E46 Tires: Conti TS790 205/55R16 91W
Side Slip Control Logic Technical Realization II
Active Yaw Control
30
Standard ESP ESP with SCL
20 Side Slip Angle [] 10 0 -10

Comfort Zone of average driver
Significant stability enhancement
-20 -1000
-500 0 500 Steering Wheel Angle Rate [/sec]
1000
Double Lane Change on Snow, v0=115 km/h
Side Slip Control Logic Technical Realization III
100 m
Distance
with Side-Slip Angle Control
with conventional ESP
Driver intervention necessary!
Distance Tests showed that drivers might not be able to handle oversteering induced by load alteration in curves despite of ESP, in particular when they are untrained or distracted.
Side Slip Control Logic Technical Realization IV
System
ABS
Mk 25/60/70
ESP
Mk 25/60
ESP - E1
Mk 25/60 E1
ESP - E5
Mk 25/60 E5
EHB
Longitudinal Acceleration Sensor
CAN Engine Interface 2 wheel drive or electronic controlled powertrain
feasible
not feasible
no need
Side Slip Control Logic - Requirements
Reason Improved safety of dynamic (e.g. lane changes) and stationary maneuvers (e.g. in curves). Vehicle handling with reduced driver steering effort. Benefit in critical driving situations. Improved safety may help to prevent accidents and damage. -VDA lane change test is passed at higher speed. -Potential to improve ESP sport modes. Important for safety and dynamic handling image. -------
End Customer
OEM
Brand Image Increase of sales Cost savings Necessity to meet legal requirements
- highly relevant
- not relevant
Side Slip Control Logic Customer Value
Content IV Driver Information Systems (Only Indication)

DDS - Deflation Detection System TPMS - Tire Pressure Monitoring System BPW - Brake Pad Wear Indication
Content IV Driver Information Systems
Deflation Detection System (DDS)

The Deflation Detection System detects deflation of tires indirectly, by using the standard ABS wheel speed sensor information
DDS
Deflation Detection System
Usage of existing ABS-components (wheel-speed sensors, ECU) Detects pressure drops of 30% and higher of nominal pressure
Data acquisition
ECU-Hardware
Underinflated tire
ABSSoftware Wheel-speed sensors Driving situation detection DDS-Software Warning lamp
Deflation Detection System Function Description
A pressure change results in change of dynamic rolling radius This change is detected and a warning is given.
Tire
Inflated Tire (P = Pnom)
Rdyn Function
Rdyn Monitoring
Userinterface
Warning
Pnom
Rdyn=f(P)
Rdyn
Learn DRdyn among wheels
Compare
Flat Tire (P < Pnom) Pflat Rdyn=f(P) Rdyn Current DRdyn among wheels
ECU
Deflation Detection System Technical Realization
System
ABS
Mk 25/60/70
ESP
Mk 25/60
ESP - E1
Mk 25/60 E1
ESP - E5
Mk 25/60 E5
EHB
CAN Engine Interface Reset Switch / Warning Display
Time for development / application: 1,5 years, incl. 1 winter test, 1 summer test Test vehicle: Vehicle(s) with proper configuration available for TEVES during development
feasible
not feasible
no need
Deflation Detection System Requirements
Customer value
Reason Detects critical low tire pressure on one wheel --Always monitoring during driving Improved safety may help to prevent accidents and damage Cheaper than direct tire pressure monitoring systems Fuel Consumption
End Customer
Vehicle safety Vehicle comfort Frequency of use Cost savings
Marketing potential Brand Image OEM Increase of sales Cost savings Necessity to meet legal requirements
Function is easy to understand for end customer Improvement of brand image concerning safety Additional function for an additional charge Monitoring system almost without additional hardware US NHTSA rule making requires a tire pressure monitoring system (dependent on variety of released tire dimensions)
- highly relevant
- not relevant
Deflation Detection System Customer Value
Tire Pressure Monitoring System (TPMS)

The Tire Pressure Monitoring System detects and locates deflation of tires directly, by using additional wheel pressure sensors
TPMS
Tire Pressure Monitoring System
Direct pressure-measurement with Accuracy (0,1 bar, 2C) Warning-threshold adaptive No need to check tire pressure
Data acquisition
ECU Hardware with TPMS-Receiver
Underinflated tire
Wheel Module
Wheel-speed signals
DDS Back-up
(optional)
Wheel-speed Sensors
Display
Attention !! Tire Pressure Loss
4 Antennas or central antenna
Wheel-speed signals
TPMS signals
TPMS-Software
1,5
2.2
2.2
2.2
TPMS Function Description
ABS ECU with TPMS-Receiver and TPMS Warning Strategy
Antenna with HF-Coupler Optional: External Central antenna
Wheel Module
TPMS Variation A
4 Wheel modules EBS-ECU 4 antennas with HF-coupler
TPMS Variation B
4 Wheel modules EBS-ECU 1 Central antenna TPMS Technical Realization
2-Sensor-TPMS
2 Wheel modules EBS-ECU 1 Central antenna
System
ABS
Mk 25/60/70
ESP
Mk 25/60
ESP - E1
Mk 25/60 E1
ESP - E5
Mk 25/60 E5
EHB
TPMS Hardware depending on configuration
Display Wheel modules
Time for development / application: 1,5 years, incl. 1 winter test1, 1 summer test Test vehicle: Vehicle(s) with proper configuration available for TEVES during development
feasible
not feasible
no need
TPMS Requirements
Reason Detects critical low tire pressure even on all wheels individually (redundant system with additional DDS) Tire pressure can be checked by driver without leaving the car Always monitoring during driving Improved safety may help to prevent accidents and damage Reduced tire wear and fuel consumption
End Customer
Vehicle comfort Frequency of use Cost savings Marketing potential Brand Image
Function is easy to understand for end customer Improvement of brand image concerning safety Additional function for an additional charge Integration in existing HW with synergy effects, no additional ECU US NHTSA rule making requires a tire pressure monitoring system
OEM
Increase of sales Cost savings Necessity to meet legal requirements
- highly relevant
- not relevant
TPMS Customer Value
Brake Pad Wear Indication (BPW)

The Brake Pad Wear Indication function estimates the wear of the brake pads
Electric Solution (without BPW): Sensor (based on sliding contact break) detecting critical minimum thickness of the brake pad.
(!)
Electronic Solution (with BPW): Model based calculation of the brake pad thickness by evaluating wheel speed and brake pressure with one calibration point by sensor (based on sliding contact break) detecting predefined brake pad thickness. Advantage: wear can be displayed continuously
BPW 8000km left!
Brake Pad Wear Indication Function Description
System
ABS
Mk 25/60/70
ESP
Mk 25/60
ESP - E1
Mk 25/60 E1
ESP - E5
Mk 25/60 E5
EHB
Display Sliding contact break
Time for development / application: 1,5 years, incl. 1 winter test1, 1 summer test Test vehicle: Vehicle(s) with proper configuration available for TEVES during development
feasible
not feasible
no need
Brake Pad Wear Indication Requirements
Content V Active Front Steering Functions (Improvement of comfort and stability)
YTC Yaw Torque Compensation
Additional SW Functions for Electronic Parking Brake (EPB) systems
DAR - Drive Away Release
Content V Active Front Steering Functions
EBS
Vehicle stability control (ESP + extension)
Wheel angle change (stability control) Requested course angle
Steering System State
Wheel angle actual
Coordination (+)
Wheel angle set value
Vehicle Speed
Wheel angle set value
Dynamic actuator limits
Requested course angle Steering actuator Driver Steering Input
AFS
Active Front Steering Functions
Yaw Torque Compensation (YTC)

The Yaw Torque Compensation calculates and activates an automatic countersteering to compensate the disturbance yaw torque caused by braking on roads with different friction coefficients
Due to YTCs automatic countersteering when braking on roads with different friction coefficients there is almost no steering effort for the driver. At the same time the braking distance is reduced up to 15% by a modified ABS control strategy (modified yaw torque control and select low) depending on the road friction coefficients.
Braking distance [m]
Continental Teves Test track Arvidsjaur, Sweden (m-Split)
Braking distance on -Split

ABS today (with GMB and Select Low) YTC (with superimposed steering intervention)
Right wheel Left wheel
l = 1,20 r = 0,12
l = 1,20 r = 0,22
l = 1,20 r = 0,31
l = 1,20 r = 0,50
l = 1,20 r = 0,81
Yaw Torque Compensation Function Description II
high- m
low-m
Problem:
Braking on roads with different friction (m-Split / m-Spot) results in asymmetric brake forces
Disturbance yaw torque towards high-m
ESP II (with active steering
To not overstress the driver, todays ABS is a trade-off between optimal deceleration and steering effort
conventional ABS
Solution:
Automatic countersteering towards low-m Compensation (to a great extend) of the disturbance torque by means of feedforward control, using the brake-pressure information Superposed feedback control of vehicle states (primarily yaw rate) Modified ABS control strategy to minimize braking distance
Start of braking
Advantages:
Reduction of braking distance due to modified ABS-control strategy
Less steering effort for the driver
Yaw Torque Compensation Function Description I
pi dWHL
Estimation of disturbancetorque
MZ
Feedforward control r z = f(pFA, v)
Ddz
M z
dDRV
ESP Yaw Rate Reference Model
ref
+ -
Yaw Rate Control r = f(v)
DdC
DdDRV
Vehicle Velocity vVeh [km/h] 60 40 20 0 60 50 40 30 20 10 0 -10 0 Steering Angle dDRV w/o GMK dDRV with GMK DdGMK Braking dist. 35,16 m Braking dist. 40,88 m
~ 10%
d []
Time [s]
Friction coefficients: mlow = 0,2; mhigh = 1,0
4 5 with YTC, modified ABS w/o YTC, conventional ABS
Yaw Torque Compensation Technical Realization
System
ABS
Mk 25/60/70
ESP
Mk 25/60
ESP - E1
Mk 25/60 E1
ESP - E5
Mk 25/60 E5
EHB
redundant sensor cluster (yaw rate, lateral acceleration)
vehicle needs an active steering system
feasible
not feasible
no need
Yaw Torque Compensation Requirements
Reason Reduction of braking distance on -split Almost no countersteering while braking on -split for driver Benefit in everyday situations Improved safety may help to prevent accidents, damage and saves lives Easy marketing because of good perceptibility and frequency of application (easy to demonstrate and feel the benefit) Improvement of brand image concerning safety, innovation and comfort Additional function for an additional charge
End Customer
OEM
Brand Image
Increase of sales
Cost savings
- highly relevant
--Steering system must be conform with ECE R76
- not relevant
Yaw Torque Compensation Customer Value
Drive Away Release (DAR)

The Drive Away Release Function releases Parking Brake after detection of drive-off conditions
Operating principle: complete release of EPB after detection of drive-off conditions the detection of driving-off depends on the inclination of the road function will support the driver during drive-off after parking (no automatic EPB apply after vehicle stop)
Limitation of DAR: delay time to release the brake is about 600ms maximal amount of durability cycles of actuator is 100.000 cycles (includes static and dynamic braking)
Conditions for activation of DAR: ignition switched on and engine is running DAR requested by EPB logic (velocity < dynamic threshold) requested driver torque is higher than the downgrade force
Drive Away Release Function Description

SW Catalogue V38 Eng 040302

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RECHTSVORBEHALTSVERMERK...VERTRAULICH. ALLE RECHTE VORBEHALTEN - EIGENTUM DER CONTINENTAL TEVES AG & Co. oHG.

Version 3.8 March 3rd, 2004

Continental Teves Innovative SW Functions

Version 3.8 - February 2004

Version 3.8 March 3rd, 2004

Driver Comfort Functions (Take over tasks of the driver) I

Competence Center Control Systems Software

Version 3.8 March 3rd, 2004

Driver Comfort Functions (Take over tasks of the driver) II

Competence Center Control Systems Software

Version 3.8 March 3rd, 2004

Enhanced Brake Functions (Improvement of safety of the brakes) I

Competence Center Control Systems Software

Version 3.8 March 3rd, 2004

Enhanced Brake Functions (Improvement of safety of the brakes) II

Competence Center Control Systems Software

Version 3.8 March 3rd, 2004

Enhanced Brake Functions (Improvement of comfort and safety)

Competence Center Control Systems Software

Version 3.8 March 3rd, 2004

Driver Information Systems (Only Indication)

Competence Center Control Systems Software

Version 3.8 March 3rd, 2004

Active front steering functions (Improvement of comfort and stability)

Additional SW functions for Electric Parking Brake (EPB) systems

Competence Center Control Systems Software

Version 3.8 March 3rd, 2004

Driver Comfort Functions (Take over tasks of the driver)

Competence Center Control Systems Software

Content I Driver Comfort Functions

Version 3.8 March 3rd, 2004

Hill Start Assist (HSA)

Competence Center Control Systems Software

Version 3.8 March 3rd, 2004

Competence Center Control Systems Software

Hill Start Assist Function Description

Version 3.8 March 3rd, 2004

driving torque Required torque to avoid rolling back 1-2 sec

Competence Center Control Systems Software

Hill Start Assist Technical Realization

Version 3.8 March 3rd, 2004

Additional Components Vehicle Requirements

Longitudinal Acceleration Sensor Active Booster

CAN Engine Interface

Reverse Gear Switch

Competence Center Control Systems Software

Hill Start Assist - Requirements

Version 3.8 March 3rd, 2004

Competence Center Control Systems Software

Hill Start Assist Customer Value

Version 3.8 March 3rd, 2004

Automatic Vehicle Hold (AVH)

Competence Center Control Systems Software

Version 3.8 March 3rd, 2004

The vehicle will be held for an extended period of time

Competence Center Control Systems Software

Automatic Vehicle Hold Function Description

Version 3.8 March 3rd, 2004

Request to Open Request to Lock Parking Brake Switch

Active Braking v = 0 with EBS

Significant Slope (HSA)

(Increasing axle torque) or (Request to Open)

Check Conditions for Activation

Peak in Brake Pedal Force