ESP_JM

ESP (Electronic Stability Program)


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Chonan Technical Service Training Center


CONTENTS 1. BASIC PHYSICS OF DRIVING DYNAMICS -------------------------------2. ESP GENERAL --------------------------------------------------------------------3. JM ESP SYSTEM -----------------------------------------------------------------4. ESP CONTROL MODULE ------------------------------------------------------5. HYDRAULIC CONTROL UNIT -------------------------------------------------6. INPUTS AND OUTPUTS --------------------------------------------------------7. INPUTS ------------------------------------------------------------------------------8. OUTPUTS ---------------------------------------------------------------------------9. DIAGNOSIS & FAILSAFE --------------------------------------------------------

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1. BASIC PHYSICS OF DRIVING DYNAMICS

STOPPING DISTANCE The stopping distance depends on the vehicle weight and the speed at which the vehicle travels when the brakes are first applied. This also applies to vehicles equipped with ABS. Although ABS attempts to adjust an optimum braking force at each wheel, the forces which take effect between tires and road surface are so high that even wheels equipped with ABS may squeal and leave rubber on the road. The skid mark produced by an ABS brake application may clearly show the tread pattern of the tire. However, in the event of an accident, the speed at which the vehicle was traveling cannot be concluded from the skid mark of an ABS vehicle because any such mark will be clearly visible at the start of brake application only.

BRAKING FORCE Depressing the brake pedal causes the braking force to rise until it reaches a maximum, after which it drops until the wheel locks.

BRAKING FORCE AT A WHEEL The maximum braking force that can be achieved at any wheel depends upon the load on the wheel and the frictional grip between tire and road surface, which is expressed as the ‘coefficient of adhesion’. If the coefficient of adhesion is low, the braking force that can be achieved is very low. You will probably be familiar with this situation from driving on winter roads. With a high coefficient of adhesion on a dry road, the braking force that can be achieved is substantially higher. The maximum braking force that can be achieved can also be calculated.

MAXIMUM BRAKING FORCE FBmax = wheel load F wheel x coefficient of adhesion

µ

Fwheel

However, the calculated braking forces do no provide a sufficiently accurate description of what happens during braking. The calculated values are only valid if the wheel does not lock. If a wheel locks, adhesion changes to sliding friction, which exerts less deceleration. In technical literature, this loss of friction is described as ‘slip’.

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FB Brake force on a wheel



CORNERING FORCE The cornering force is highest when the wheel is rolling freely with no slip. Braking causes the cornering force to drop to zero when the wheel locks (slip=100%).

SLIP Brake slip is the difference between the vehicle speed and the circumferential speed of the wheel. The slip is highest (100%) when the wheel locks and lowest (0%) when the wheel rotates unbraked. While vehicle driving or braking, complex physical forces occurs in the tire’s contact area with the road. The tire’s rubber elements become distorted and are exposed to partial sliding movements, even if the wheel has not yet locked. The slip can be calculated from the vehicle speed V vhc and the wheel speed V whl using the following equation: S = (Vvhc - Vwhl) / Vvhc x 100%

TYPICAL SLIP CURVES The picture shows coefficients of adhesion for various road surfaces. The typical shape of the curves is always the same, with one exception: the curve for new snow rises when the slip reaches 100%. On a vehicle without ABS, the wheel locks when braked, causing a wedge of loose surface material or new snow to build up in front, resulting in a higher resistance and a shorter stopping distance. If the vehicle is equipped with ABS, the stopping distance cannot be reduced because the wheel will not lock. On loose surface material or new snow, the stopping distance of a vehicle with ABS is longer than that of a vehicle without ABS. This is a physical phenomenon for which the anti-lock braking system as such cannot be blamed. However, as already mentioned, ABS is not concerned with stopping distance, but with steerability and driving stability, permitting you to steer around an obstacle. A vehicle without ABS is not steerable when the wheels lock.

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Concrete (dry) Concrete (wet)

Snow Ice


ESP (Electronic Stability Program) ABS WORKING RANGE

B r r a ak k i i n ng f o g or r c c e e

e c r o f g n i r e n r o c d n a g n i k a r B

C o r r n ne r e r i in g n f g o o r rc c e e

ABS working range

Slip (%) 100

0

The working range starts just before the braking force reaches its maximum and ends when the maximum is reached, because this is the point where the unstable range starts in which control is no longer possible. ABS controls pressure modulation in such a manner that the braking force always stays below a limit where a sufficiently high proportion is still available for cornering. With ABS, only truly reckless driving can move us out of the Kamm circle.

KAMM’S CIRCLE

C Lateral force

R

B

Kamm’s frictional force Longitudinal force

Before we discuss the Kamm circle, you should know that a tire cannot transmit more than 100% of the forces to which it is subjected. For the tire it is all the same whether you need the 100% in the braking direction or in the effective direction of the lateral force during cornering, for example. If you enter a bend too fast and the tire needs the full 100% which it can transmit as cornering force, 5


ESP (Electronic Stability Program) it cannot transmit an additional braking force. The car will leave the road in spite of ABS. Kamm’s circle helps us to visualize the relationship between barking force (B) and cornering force (C). To demonstrate our point, we place a road wheel into the circle: As long as the acting forces and the resultant force (F) stay within the circle, the vehicle is directionally directionally stable. If one force leaves the circle, the t he vehicle leaves the road.

OVERSTEERING When the rear tires lose traction before the front tires, a car is oversteering. Recovery from an oversteer situation must be quick since directional control can be lost. Oversteering causes the tail end of the vehicle to swerve toward the outer side of the band (typical of rear wheel drive vehicles).

UNDERSTEERING When the front tires lose traction before the rear tires, a car is understeering. Instinctively, a driver will compensate for understeer simply by turning the steering wheel further. Understeering pushes the front wheels toward the outer verge of the bend (typical of front wheel drive vehicle). Point of acceleration

[Oversteering & Understeering] Increasing the vehicle’s speed at this point causes the vehicle to move either outside the original circle due to “Understeering”, or inside the original circle due to “Oversteering”

Oversteering Understeering Center point

SLIP ANGLE Slip angle is the deviation of a wheel between wheel deflection (steer angle) and actual course.

SIDESLIP ANGLE Sideslip angle (attitude angel) is the deviation of the vehicle from its longitudinal axis is the direction of travel.

YAW RATE The yaw rate is a measure of the speed with which a vehicle turns about its vertical axis (swerving).

LATERAL ACCELERATION

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ESP (Electronic Stability Program) Lateral acceleration acts at right angles to the direction of travel and occurs during cornering. It is a measure of the cornering speed.

STEERING ANGLE The steering angle equals the wheel deflection and represents the course desired by the driver.

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2. ESP GENERAL

ABS IN ‘ADD ‘ ADD ON’ DESIGN (INTEGRATED (INTEGRATED TYPE) With these systems, a hydraulic ABS control unit is inserted into the hydraulic braking system between tandem master cylinder and the wheel brakes. By adding wheel sensors with gear wheels and an electronic ABS control unit, the system is converted into an electronic anti-lock braking system. The system consists of the following conventional components: components: -

Brake booster

-

Tandem master cylinder

-

Wheel brakes (disc or drum)

-

Hydraulic ABS control unit

-

Electronic ABS control unit

-

Wheel sensors with tone wheels

[ABS construction]

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ESP (Electronic Stability Program) TRACTION CONTROL SYSTEM (BTCS/FTCS) This system is an extension of the well-known ABS function to incorporate BTCS (Brake Intervention Traction Control System) and FTCS (Full Traction Control System) which controls engine torque.

ESP (ELECTRONIC STABILITY PROGRAM) Combines the ABS and TCS components with additional sensors monitoring yaw, lateral acceleration and the driver’s intention (steer angle sensor).

* ESP: ABS + TCS + AYC (Active Yaw Control)

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3. JM ESP SYSTEM JM ESP is model MGH-25 developed by MANDO Corp.. ESP recognizes critical driving conditions, such as panic reactions in dangerous situations, and stabilizes the vehicle by wheel-individual braking and engine control intervention with no need for actuating the brake or the gas pedal. ESP adds a further function known as Active Yaw Control (AYC) to the ABS, TCS, EBD functions. Whereas the ABS/TCS function controls wheel slip during braking and acceleration and, thus, mainly intervenes in the longitudinal dynamics of the vehicle, active yaw control stabilizes the vehicle about its vertical axis. This is achieved by wheel-individual brake intervention and adaptation of the momentary engine torque with no need for any action to be taken by the driver. ESP essentially consists of three assemblies: the sensors, the electronic control unit and actuators. Sensors measure the position of the steering wheel, the pressure in the master brake cylinder, the yaw velocity (‘yaw rate’) and the acceleration transverse to the vehicle (lateral acceleration). This makes it possible to compare the driver’s intention with the momentary vehicle behavior so that in the event of interfering deviations with adverse affect on driving safety the electronic control unit can initiate appropriate corrective action. The electronic control unit incorporates the technological experience accumulated in connection with the MGH-10/20 system, but has been substantially expanded in terms of capacity and monitoring concept in order to permit the additional sensor signals and arithmetic operations to be processed and converted into corresponding valve, pump and engine control commands. Of course, the stability control feature works under all driving and operating conditions. Under certain driving conditions, the ABS/TCS function can be activated simultaneously with the ESP function in response to a command by the driver. In the event of a failure of the stability control function, the basic safety function, ABS, is still maintained.

APPLICATION TABLE OF JM ABS/TCS/ESP (O: Option item, S: Standard item) January 2004 REGION GENERAL AREA SYSTEM

MIDDLE EAST

EC

AUS

NORTH AMERICA

ABS ABS

O/S(GLS)

Ўз

S

O (4W D)

O

TCS

O/S(GLS 4WD)

Ўз

O/S(GLS 4WD)

O (4W D)

O

ESP

O(GLS only)

Ўз

Ўз

Ўз

O(2.7 V6 GLS)

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4. ESP CONTROL MODULE This unit has the t he functions as follows. - Input of signal from Pressure sensor, Steering angle sensor, Yaw & Lateral G sensor, Wheel speed sensors The signal produced by the sensors are evaluated in the electronic control unit. From the information received, received, the control unit must first compute the following variables: - Control of braking force / traction force/ yaw moment - Failsafe function - Self diagnosis function - Interface with the t he external diagnosis tester

SPECIFICATION -

OPERATING VOLTAGE VOLTAGE RANGE :

DC 10 ~ 16V

-

OPERATING TEMPERATURE RANGE : -40 ~ 110℃

-

CONSUMPTION CURRENT a. BAT 1 Max: 30A(ABS/TCS) , 40A(ESP) b. BAT 2 Max: 30A

-

DARK CURRENT: Max. 1.0mA

-

IGN RA RATED TED CURRENT: CURRENT:

Max. 300mA

A : INLET VALVE VALVE (FR) B : INLET VALVE VALVE (RL) C : INLET VALVE VALVE (RR) D : INLET VALVE VALVE (FL) E : OUT LET VALVE VALVE (FR) F : OUTLET OU TLET VALVE VALVE (RL) G : OUTLET O UTLET VALVE VALVE (RR) H : OUTLET OU TLET VALVE VALVE (FL) I : ELECTRIC SHUTTLE VALVE VALVE (ESV-R) J: ELECTRIC SHUTTLE VALVE (ESV-L) K:TRACTION VALVE(TCR) VALVE(TCR) L: TRACTION TRACTIO N VALVE(TCL) VALVE(TCL) M: MOTOR(+) N: MOTOR(GND)

[ESPCM]

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[ESPCM BLOCK DIAGRAM]

[TCSCM BLOCK DIAGRAM]

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[ABSCM BLOCK DIAGRAM]

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BASIC FUNCTIONS OF ESP

WHAT TRIGGERS AN ESP INTERVENTION A criterion for ESP intervention exists when the yaw rate sensor senses an oversteering or understeering understeer ing tendency of at least 4°/s 4°/s (threshold depends depen ds on speed). If the plausibility plausi bility analysis shows the same situation, action is taken to stabilize the driving condition.

Brake force

Compensating yawing moment Brake force

Compensating yawing moment

[In the event of understeering]

[In the event of oversteering]

If the car is understeered with the front wheels pushing outward, a compensating yawing moment which returns the car body to the desired curse is built up by braking the rear wheel on the inside of the bend.

If a swerving tail end shows that the car is in danger of oversteering, the front wheel on the outside of the bend is braked. The compensating yawing moment, which now acts in the clockwise direction, turns the car back into the desired direction.

IN THE EVENT OF OVERSTEERING Braking intervention takes place at the wheels on the outside of the bend. Most of the braking force is introduced via the front wheel, which is caused to slip up to 50% so that the centrifugal force contributes to stabilizing the vehicle. In this case, the ABS logic is blotted out by ESP for the wheels with ESP intervention. If over-steering begins to start while turning, vehicle moves far inward. Then, over-steering control activates. When the braking force is applied to outer wheels, yaw moment in opposite direction is generated to compensate the over-steer. Therefore, vehicle moves as the driver intends. 14



Non-control FL wheel braking

Normal direction Control

Generated Moment

IN THE EVENT OF UNDERSTEERING Braking intervention takes place at the wheels on the inside of the bend. In this case, the greater force is introduced via the rear wheel so that the lateral force is selectively reduced in exact does to stabilize the vehicle. The ABS logic is again blotted out by ESP for the wheels with ESP intervention. When under-steering begins while the vehicle turning, vehicle slips outward regardless of driver’s intention. Then, under-steering control starts. The control module generates the braking force at the inner wheel of the vehicle and yaw moment generates, in which vehicle tries to turn to inner side of the road. Then, vehicle moves as the driver intends. Without control Generated Moment

Normal direction Control RR wheel braking

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5. HYDRAULIC CONTROL UNIT

In the hydraulic control unit of the MGH-25 system, -

Pump

-

Valve block

Are grouped together in one housing, forming one compact unit with the electric motor. The pump and valve concepts are largely identical with the proven MGH ABS production system. The pump itself is a silenced two-circuit pump driven by an electric motor. The solenoid valves which modulate the pressuring during ESP control are also integrated. Peculiar things to MGH-25 ESP hydraulic are that shuttle valve is changed to solenoid type from hydraulic type and TC valve is repositioned. This is because ESP system controls the brake pressure of 4 wheels respectively while driving unlike the TCS which controls the brake pressure of 2 driving wheels in operation. For a diagonal brake circuit split (K), four pairs of valves (4 inlet valves, 4 outlet valves) are provided for modulating the pressure at the wheels plus two isolating valves and two electrically operated shuttle valves. The common housing furthermore accommodates a low-pressure accumulator and a silencing chamber for each brake circuit.

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ESP (Electronic Stability Program) HYDRAULIC CIRCUIT

[MGH-25 ESP hydraulic circuit]

INLET SOLENOID VALVE (NO VALVE) VALVE) This valve connects or disconnects the hydraulic path between master cylinder and the wheel cylinders. It remains open normally but it is closed when the dump and hold mode begins during ABS operation. Check valve is to help the brake fluid returning from the wheel cylinder to the master cylinder when the brake pedal is released.

OUTLET SOLENOID VALVE (NC VALVE) This valve is normally closed but it is opened to release the wheel cylinder pressure when a dump mode begins.

SHUTTLE VALVE The valve type is changed to the solenoid valve type for MGH-25 model from the hydraulic valve type that is used in TCS. When the ESP is in operation, the brake fluid should be supplied to the motor pump from the M/C via the shuttle valve to generate the brake pressure. This solenoid valve is closed and blocks the passage when a brake pedal is applied. 17



TRACTION CONTROL VALVE (TC VALVE) In case of a normal condition, this valve remains open and the brake pressure from the M/C can be applied to the front wheel via TC valve. While TCS or ESP in operation, TC valve is closed and the generated pressure by motor delivers to wheel cylinders without returning to the master cylinder. TC valve includes a relief valve and a check valve. When excessive pressure is supplied from the motor, relief valve is opened and the pressure is relieved.

HYDRAULIC CIRCUIT DIFFERENCE BETWEEN B ETWEEN ESP AND AND TCS ESP system controls the brake pressure of 4 wheels respectively while driving unlike the TCS which controls the brake pressure of 2 driving wheels in operation.

HYDRAULIC SHUTTLE VALVE AND ELECTRIC SHUTTLE VALVE (SOLENOID VALVE) DIFFERENCES BETWEEN THE HYDRAULIC SHUTTLE VALE USED FOR ABS/TCS AND THE ELECTRIC SHUTTLE VALVE USED FOR ESP: • Like the hydraulic shuttle valve of an MGH-10/20 TCS system, the electric shuttle valve is located between the suction side of the pump and the master cylinder. • With the braking system depressurized, the hydraulic shuttle valve is open and closes as soon as a pressure between 1.5 and 2.5 bar is reached in the braking system. The hydraulic shuttle valve opens automatically when the pressure drops below 1.5 bar. • The electric shuttle valve is closed at all times, regardless of the pressure applied. It can only be opened by the electronic control unit.

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MOTOR PUMP Suction

Suction (right side of pump) The pump piston moves to the left and the suction valve opens and brake fluid is sucked in.

Pressure increase (left side of pump) The left piston moves to the left and the pressure valve opens and pressure is built up.

Dump

AIR BLEEDING IN THE WORKSHOP LOCATION When the ESP hydraulic unit is replaced in the workshop, no special action is required because replacement parts are always delivered prefilled so that the pump circuit need not be bled

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HYDRAULIC FLOW

In braking position In this position, the inlet valve and the TCS valve are open, the outlet valve and the electrically operated shuttle valve remain closed.

In ESP control (pressure increase) The on/off booster builds up a pressure of approximately 10 bar in order to enable the ESP pump to suck brake fluid at low temperatures. In this position, the inlet valve is driven in a pulsed cycle. The TCS valve is closed. The outlet valve remains closed. The electrically operated shuttle valve is opened. The hydraulic pressure is led to the wheel brakes which are to be applied for a brief period of time..

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6. INPUTS AND OUTPUTS

[ESP Components]

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7. INPUTS ACTIVE WHEEL SPEED SENSOR (HALL IC TYPE) -

Type: Hall Effect

-

Components: HALL IC, Capacitor, Magnet

-

Output signal: Digital (Open Collector Type circuit integrated)

-

Good characteristics against temperature variation and noise

-

Low RPM Detection: 0 RPM can be detected

-

Air gap sensitivity: stable output pulse width against air-gap change

-

Supplying power: DC 12V

OUTPUT SIGNAL

MAX

TYPICAL

MIN

LOW ER SIGNAL

ILOW (mA)

5.9

7

8.4

UPPER SIGNAL

IHIGH (m A)

11.8

14

16.8

SIGNAL RATIO

IHIGH / ILOW

1.85 or more

OPERATING FREQUENCY

1 ~ 2500 Hz

OPERATIN OP ERATING G DUTY

30~70%

Generated output current from the sensor is 7mA or 14mA. So in order to check the sensor function, the output current needs to be check. If the current measurement is not available, the output voltage waveform can be checked. The wheel sensors are constantly checked electrically by the control module. In addition, the sensor signal is checked while the vehicle is running. If there is a malfunction or a non-plausible physically possible signal, ABS and ESP is switched off and the ABS warning lamp and ESP OFF warning lamp is switched on.

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[Principle of Active Wheel Speed Sensor]

Comparison between the passive wheel sensor and the active wheel sensor Item

Passive sensor

Active sensor

Sensor Size

Larger

Smaller (possibly smaller by 40~50%)

One Chip

Impossible

Good

Mass production

Medium

Good

Zero Speed

Cannot be detected at low speed ( 3km/h 3km /h or less)

Nearly 0 KPH (Intelligent Type)

Temp.

-40 ~ +125 

-40 ~ +150 

Air-gap Sensitivity

Sensitive (Vout 1/(gap)2) Max.: 1.3mm

Dull (frequency change) Max.: 3.0mm

Anti-noise

Poor

Good

YAW RATE SENSOR & LATERAL ACCELERATION SENSOR 23



-

Operating Voltage: 5 ±0.25 V

-

Operating Temperature : - 40 ~ 85 G-Sensor Range : - 1.5 ~ 1.5 gYaw-Sensor Range: - 75 ~ +75 ˚ /secZero Output Voltage: Voltage: 2.5 VOutput Voltage Voltage Range: Range: 0.5 ~ 4.5 V

[Output Characteristics of Yaw Rate]

[Output Characteristics of Acceleration]

* Driving through a left curve leads to a more positive output signal

c. Hi-scan data

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Right turn Chonan Technical Service Training Center Left turn


[Output of Lateral G - 90˚ left]

[Output of Lateral G - 90˚ right]

STEERING ANGLE SENSOR Steering sensor signal will be used as the input signal for anti-roll control. The steering sensor uses LED and photo-transistor, and sensor A (ST1) and sensor B (ST2) are installed steering wheel. A Slit plate is installed between the photo-transistor photo-transistor and the LED. The slit plate has 45 holes, so it will rotate when the steering wheel rotates. The photo-transistor operates depending on light that will pass the slit plate holes, and the digital pulse signal is output. ECM will use the signal to figure the steering wheel speed and angle.

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ESP (Electronic Stability Program) Application - Location: Inside steering wheel - Calculate the steering amount and direction - 3 Input Signals (ST 1, ST 2, ST N) - ST N detects the neutral position of steering wheel

Specification STN

- Sensor type : Photo interrupt type - Sensor output type : Open Collector Type - Output pulse quantity :45pulse (Pulse cycle 8°) - Duty ratio : 50±10% - Phase difference of outputs : 2.0 ±0.6° - Supply voltage :IGN1(9~16V) - Output voltage :1.3≤VOL ≤2.0V, 3.0≤VOH ≤4.1V - Maximum rotational velocity : 1,500° /s

Operation There is a hall plate between the photo-controller LED and the photo transistor. As the hole plate rotates with steering wheel rotation, electrical signal will be generated depending on whether the LED light passes through the plate to the photo-transistor or not. The signal is the steering wheel operation angular velocity and used to detect the t he steering wheel turning direction.

Hican

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ESP (Electronic Stability Program) data

ST1

ST1

ST2

ST

[Steering sensor output, ST1/ST2]

[Steering sensor output, ST1/STN]

[When the sensor is open]

[Current data when the sensor is open]

PRESSURE SENSOR

Application

• Sense the driver’s braking intentions (braking while an ESP intervention is in progress)

• Control the precharging pressure Design The sensor consists of two ceramic disks, one of which is stationary and the other movable. The distance between these disks changes when pressure is applied. 27

Installation



Function

• The pressure sensors operate on the principle of changing capacitance. • The distance (s) between the disks and, thus, the capacitance changes when pressure is applied to the movable disk by a braking intervention.

• The characteristic of the sensor is linearized. • The fluid displacement of the sensor is negligible. Max. measurable pressure: 170 bar

O utput](V)

U pper fau aul ltarea

5.0 4.75

s

0.5

zero point

0.25

s1

28

0.0

Chonan Technical Service Training Center low er faultarea t

[Pressure sensor characteristics]


ESP SWITCH • The ESP switch deactivates the ESP and TCS functions. The ESP switch is located on the dash board of driver side. The system is generally active after each new start and is only deactivated by actuating the ESP switch.

• This facilitates - rocking to free the vehicle in deep snow or loose surface material - driving with snow chains - operation of the vehicle on a brake test bench • The ABS function is fully maintained. • With the ESP switch, the ESP system can only be deactivated when the vehicle is stationary or traveling at low speed. The system cannot be deactivated while an ESP intervention is in progress.

8. OUTPUTS

WARNING LAMP CONTROL

a

b 29

d

c



a) EBD warning lamp control The active EBD warning lamp module indicates the self-test and failure status of the EBD. However, in case the Parking Brake Switch is turned on, the EBD warning lamp is always turned on regardless of EBD functions. The EBD warning lamp shall be on: -

During the initialization phase after IGN ON. (continuously (continuously 3 seconds)

-

When the Parking Brake Switch is ON or brake fluid level is low

-

When the EBD function is out of order

-

During diagnostic mode

-

When the ECU Connector is seperated from ECU.

b) ABS warning lamp control The active ABS warning lamp module indicates the self-test and failure status of the ABS. The ABS warning lamp shall be on: -


-

In the event of inhibition of ABS functions by failure

-


-

When the ECU Connector is seperated from ECU.

c) TCS/ESP OFF warning lamp control The TCS/ ESP warning lamp indicates the self-test and failure status of the TCS/ESP. The TCS/ ESP warning lamp is turned on under the following conditions: -

Ring the initialization phase after IGN ON. O N. (continuously 3 seconds)

-

In the event of inhibition of TCS/ESP functions functions by failure

-

When driver turns off the t he TCS/ESP function by on/off switch 30


ESP (Electronic Stability Program) -


d) TCS/ESP function lamp control The TCS/ESP function lamp indicates the self-test and operating status of the TCS/ESP. The ESP warning lamp lights up briefly when the ignition is turned on and is extinguished as soon as the peripherals have been checked. During an ESP/TCS control cycle, the ESP function lamp flashes to show the driver that the system is active and that the vehicle is at the limit of its physical capabilities. Detection of the fault in the ESP system causes the ESP warning lamp to light up and remain on. The ESP system is then inactive, the ABS function is fully maintained. The TCS/ ESP Function lamp operates under the following conditions : -


-

When the TCS/ESP control is operating. (Blinking (Blinking - 2Hz)

9. DIAGNOSIS & FAILSAFE

WHEEL SENSOR CHECK FLOW 0

10

20

25

30

40

50 kph

7

Min. ABS operating operat ing speed (7kph)

Sensor H/W

Wrong Exciter Check Speed Jump Check (40g, 10km/h for 7ms)

Air-gap Check

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Speed Jump Check Chonan Technical Service Training Center

Air-gap Check(10kph or more)


MOTOR/SOLENOID CHECK 0

12k h

Initial check(3sec)

Motor lock check :

Sol coil open/short to GND, Short to battery ,Fuse

Motor voltage check for 84msec after Motor

open: Error after 56msec

PWM operation

Fuse open, Motor short to GND, Motor Open: Error

Motor short to battery: Error after 49msec

after 200msec

Motor Relay Open: Error after 49msec

SAFETY CONCEPT OF THE ESP CONTROL UNIT In an emergency, it is vital that all ESP components function with absolute reliability. For this reason, various safety options must be available which guarantee the function of the system. The 32


ESP (Electronic Stability Program) most important of these safety options are: • self-test of the electronic control unit • peripheral test of the connected assemblies

SAFETY AND MONITORING SYSTEM Turning on the ignition activates a self-test of the electronic control unit. After staring, all electric connections are monitored continuously. During the trip, the solenoid valves are checked at regular intervals by means of passive test pulses. In addition, all sensor signals are monitored continuously. The separation of brake circuits enables the ABS function to be maintained if one brake circuit should fail. This means that the driving stability of the vehicle is maintained during critical braking maneuvers. For workshop diagnosis, all faults detected are stored in a nonvolatile memory in the ESP control unit for retrieval in the workshop location.

SYSTEM MONITORING The following items are controlled by the t he ECU: • 12 valves • ABS pump • ABS/ESP warning lamps The following items are monitored by the t he ECU: • Electronic control unit (include pump and valves) • Wheel speed sensors • Yaw rate sensor • Lateral acceleration sensor • G sensor (for ABS of 4WD vehicle) • Pressure sensor • Onboard voltage • CAN bus communication The warning lamps, the brake light switch and the ESP on/off switch are not monitored.

DTC LIST

33



DT C

WARNIN WARNING G LAMP LAMP

T OUBLE DESCRIPT ION

EBD ABS T CS/ESP

RESET CONDITION

C1101

Battery voltage high

O

O

O

C1102

Battery voltage low

X/O X/O1)

O

O

Return to normal voltage

C1112

Sensor power - failure

X

X

O

IGN OFF/ON

C12 C1 200

Whe Wheel spe speed sens senso or fro fron nt-L t-LH open/s en/sh hort

O

O

C1201

W heel speed sensor front-LH range/performanc e

X/O

O

O

C1202

W heel speed sensor front-LH invalid/no signal

X/O

O

O

C1203

W heel speed sensor front-RH open/short

X/O

O

O

C1204

W heel speed sensor front-RH range/perform ance

X/O

O

O

C1205

W heel speed sensor front-RH invalid/no signal

X/O

O

O

C1206

W heel speed sensor rear-LH open/short

X/O

O

O

C1207

W heel speed sensor rear-LH range/perform ance

X/O

O

O

C1208

W heel speed sensor rear-LH invalid/no s ignal

X/O

O

O

C1209

W heel speed sensor rear-RH open/short

X/O

O

O

C1210

W heel speed sensor rear-RH range/performanc e

X/O

O

O

C1211

W heel speed sensor rear-RH invalid/no signal

X/O

O

O

C1235

Press ure sensor(primary) – electrical

X

X

O

IGN OFF/ON

C1237

Press ure sensor – other

X

X

O

IGN OFF/ON

C1259

Steering angle sens or – electrical

X

X

O

IGN OFF/ON

C1260

Steering angle sens or – signal

X

X

O

IGN OFF/ON

C1274

G sensor – electric al

X

O

O

IGN OFF/ON

C1275

G sensor – s ignal

X

O

O

C1282

Yaw rate & lateral G sensor – elec trical

X

X

O

IGN OFF/ON

C1283

Yaw rate & lateral G sensor – signal

X

X

O

IGN OFF/ON

C2112

Valve relay error

O

O

O

IGN OFF/ON

C2227

Excessive temperature of brake disc

X

X

O

Cool down

C2380

ABS/TCS/ESP valve error

O

O

O

IGN OFF/ON

C2402

Motor – electrical

X

O

O

IGN OFF/ON

C1503

TCS switch error

X

X

O

IGN OFF/ON

C1513

Brake switch error

X

X

O

IGN OFF/ON

C1604

ECU hardware error

O

O

O

IGN OFF/ON

C1605

CAN hardware error

X

X

O

IGN OFF/ON

C1611

CAN time-out EMS

X

X

O

IGN OFF/ON

C1612

CAN time-out TCU

X

X

O

IGN OFF/ON

C1613

CAN wrong message

X

X

O

IGN OFF/ON

C1616

CAN bus off

X

X

O

IGN OFF/ON

X/O X/O

2)

IGN OFF/ON, VREFЎ 10km/h Г10km/h

IGN OFF/ON, VREFЎ 10km/h Г10km/h

INPUT & OUTPUT SPECIFICATION SPECIFICATION

34



CONNECTOR TERMINAL SPECIFICATION PIN NAME

NOTE

SY STEM

DE SCRIPTION Over voltage range: 16.5±0.5V < V

IGN

IGNITION1 (+)

Operating voltage range: 9.5±0.5V < V < 16.5±0.5V

Common

Low voltage range: 7.0±0.5V < V < 9.5±0.5V Max. c urrent: urrent: I < 300 300mA mA Max leakage current: I < 0.8mA

BAT1

POS. BATTERY. (SOLENOID)

Common

Operating voltage range: 9.5±0.5V < V < 16.5±0.5V Max c urrent : I < 30A

ABS/ TCS only

Max c urrent : I < 40A

ESP only

Operating voltage range: 9.5±0.5V < V < 16.5±0.5V BAT2

POS. BATTERY. (MOTOR)

Rush current Continuous current

Rush current : I < 100A Max current : I < 30A

Common

Max leakage current current : I < 0.2mA Rated current : I 300mA GND

Common

GROUND Max . c urrent : I < 30A

In A BS/ TCS c ont rol

ABS/ TCS only

Max . c urrent : I < 40A

In ESP c ontrol

ESP only

In ABS/TCS/ESP control

Common

Rush current : I < 100A

PGND

PUMP MOTOR GROUND

YAW_SEN_GND

YAW & LATERAL G SENSOR GROUND GROUND

Rated current : I 65mA

ESP only

MP_SEN_GND

MASTER PRESSURE SENSOR GROUND GROUND


ESP only

SAS_GND

STEERING ANGLE SENSOR GROUND GROUND


ESP only

Max current : I < 30A

Max Output current : MP_POWER

MASTER PRESSURE SENSOR POWER

I < 10mA

4.9V YAW_POWER

YAW SENSOR POWER

ESP only

Max Output voltage : ≤

V

≤

5.1V

Max Output current : I < 65mA Max Output voltage : 4.9V

35

≤

V

ESP only ≤

5.1V




DE SCRIPTION

BLS

B RAK E LIGHT SW ITCH

NOTE

SYSTEM

Input voltage low: 0V Ў ВV L Ў В3V Input voltage High: 7V Ў ВVH Ў В16V Max current: I < 2mA

FR OUT

SENSOR FRONT RIGHT OUTPUT

External pull up resister: 10KW < R

Common

Output duty: 50 ±20% ABS/EBD WL

ABS/EBD WARNING LAMP

Common

TCS WL

TCS TCS WARNING LAMP

TCS only

ESP WL

ESP/TCS WARNING LAMP

TCS FL

TCS TCS FUNCTION LAMP

TCS only

TCS/ESP FL

TCS/ESP FUNCTION LAMP

ESP only

Max. c urrent: urrent: I < 200 200mA mA Max. output low voltage: V < 1.2V

ESP only

Input voltage low: 0V Ў ВV L Ў В3V TCS SW

TCS ON/OFF SWITCH

Input voltage High: 7V Ў ВVH Ў В16V

TCS only

Max. c urrent: urrent: I < 10mA Input voltage low: 0V Ў ВV L Ў В3V ES P SW

ESP/TCS ON/OFF SWITCH

Input voltage High: 7V Ў ВVH Ў В16V

ESP only

Max. c urrent: urrent: I < 10mA CAN L

CAN BUS LINE (LOW )

CAN H

CAN BUS LINE (HIGH)

W P _FL

SENSOR FL POW E R

W P_FR

SENSOR FR POW ER

W P _RL

SENSOR RL POW ER

W P_RR

SENSOR RR POW ER

W S _FL

SE NSOR FL SIGNAL

Input c urrent LOW : IL = 5.9 ~ 8.4 § М

Typ. 7 § М

W S_ S_FR

SENSOR FR S IG IGNAL

Input cu current HI HIGH: IH IH = 11 11.8 ~ 16 16. 8§

Typ. 14 § М

W S _RL

S ENS OR RL SGNA L

Frequenc y ra range: 1 ~ 20 2000 Hz

W S_RR

SENSOR RR S IGNAL

Input dut y: 50 ±20%

ST1

STEERING ANGLE SENSOR PHASE 1

Input duty (ST1, ST2): 50 ±10%

ST2

STEERING ANGLE SENSOR PHASE 2

Phase difference (ST1, ST2): 2 ± 0.6deg

STN

STEERING ANGLE SENSOR PHASE N

High voltage: 3.0V < V H < 4.1V Low voltage: 1.3V < VL < 2.0V

Max. current : I < 10mA

TCS/ESP only

Don’t Don ’t s hort circuit with GND like BAT & IGN terminals.

Output voltage: VIGN ± 1V Output current: Max 30mA

36

Common

Common

ESP only Typ. 3.5V Typ. 1.5V




NOTE

SYSTEM

DE SCRIPTION Sensor Input Voltage: 0V Ў ВV Ў В5V

MP SENSOR

MASTER PRESSURE SENSOR SIGNAL

Zero offset Voltage: 0.5V ± 0.15V

ESP only

Input current :Max 2 Ma LA TERAL G

YAW SENSOR

LATERAL G SENSOR SIGNAL

Sensor Input Voltage: 0V Ў ВV Ў В5V

YAW SENSOR SIGNAL

Sensor Input Voltage: 0V Ў ВV Ў В5V

A BS ACTIVE

ABS ACTIV E S IGNAL

G SENS OR

G SENSOR SIGNAL

G SEN SENSOR SOR_GND

G SEN SENSOR SOR GROUND

YAW _CBIT

S ELF TES T

ESP only

Zero offset Voltage : 2.5 ± 0.1V ESP only

Zero offset Voltage : 2.5 ± 0.1V Max . c urrent : I < 200mA

ABS 4W D only

Input V olt age : 0  V  5.0V 4WD only Rated ted cur current rent : IЈ ј 10mA Output V olt age: 0V Ў ВV Ў В5V

ESP only

Input voltage V IL < 0.3 V IGN [V] DIAG

DIAGNOSIS INPUT/OUTPUT

V IH > 0.7 V IGN [V]

Common

Output voltage : V OL < 0.2 V IGN [V] V OH > 0.8 V IGN [V]

37


ESP (Electronic Stability Program) WIRING DIAGRAM 1) ABS

38



2) TCS

39



3) ESP

40


ESP_JM

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