SERVICE TRAINING

Self-study Programme 374

Traction Control and
Assist Systems
Design and function

Commercial
Vehicles
 Increasing speed and road traffic density are increasing This fundamental information booklet provides an
the need for vehicle dynamics which offer the highest overview of these systems. In addition, their
possible level of safety under all operating conditions. fundamental functional principles and which
This is being achieved via a rising number of traction components work together in the relevant systems are
control and assist systems, some of which have been explained.
derived from the anti-lock brake system (ABS) and
which support the driver.

S374_010

This self-study programme imparts the basics of the Specified values serve only to facilitate understanding
design and function of new vehicle models, new and refer to the software status valid at the time at
vehicle components or new technologies. which the SSP was created.
The self-study programme is not a workshop For testing, servicing and repair work, please use the
manual!. current technical literature under all circumstances.
The contents will not be updated.
Further Note
information

2
Contents

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
About this booklet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Overview of the abbreviations which are used . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Classification of the systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Passive and active speed sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Acceleration sensors and the yaw rate sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

Traction control systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

Anti-lock brake system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Brake systems with brake intervention only . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Brake systems with additional engine intervention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
Electronic stabilisation programme . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40

Auxiliary ESP functions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48

Hydraulic brake assist system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
Hydraulic brake servo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
Overboost . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
Full rear axle deceleration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
Vehicle/trailer stabilisation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
Roll-over prevention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60

Assist systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .62

Hill descent assist system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
Hill start assist system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
AUTO HOLD. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
Dynamic starting assist system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
Brake disk dry braking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
Countersteering support . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
Adaptive cruise control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
Front assist system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80

Annex . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83

Test yourself . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85

3
 Introduction

About this booklet

As announced on page 2, this fundamental information booklet deals with the basic structure of the various traction
control and assist systems, which influence the vehicle dynamics via the brake system or engine intervention.

The various systems usually make use of the same types of sensor. The chapters dealing with the traction control and
assist systems are therefore preceded by a brief chapter concerning the manner in which certain new sensors function.

Information on further sensors, which work in the systems , can be found in self-study programme
204 "ESP Electronic Stability Programme" and in Skoda SSP No. 28 and No. 42.

The chapter entitled "Traction control systems" explains the structure and the way in which the individual brake
systems function. The anti-lock brake system ABS is regarded as the origin of all traction control systems and the
electronic stabilisation programme ESP as the higher-level system in this case.

The chapter on auxiliary ESP functions provides an overview of the ESP function software extensions which are
currently available.

The assist systems have the task of relieving the driver under certain conditions or during driving manoeuvres such as
e.g. starting off on a hill. They do not actually belong exclusively to the topic of the running gear and brakes. The assist
systems portrayed in this booklet are listed because they are integrated as functions into the ABS/ESP control unit or
make extensive use of ESP system functions, such as e.g. its sensor system.

4
Overview of the abbreviations which are used

S374_077

Designation VW designation
Active Roll-over Protection ARP ROP – Roll-Over Prevention
Adaptive Cruise Control ACC ACC – Adaptive Cruise Control
Stopping distance reduction 1 AWV1 AWV1
Stopping distance reduction 2 AWV2 AWV2
Anti-lock Brake System ABS ABS
Traction Control System TCS TCS
Auto-Hold AHA Auto-Hold
Driver Steering Recommendation DSR Countersteering support
Dynamic auto release DAR DAR
Electronic Parking Brake EPB Electromechanical Parking Brake
Electronic Brake pressure Distribution EBD EBD
Electronic Differential Lock EDL EDL
Electronic Stabilisation Programme ESP ESP
Extended anti-lock brake system ABSplus ABSplus
Cornering Brake Control CBC CBC - Cornering Brake Control
Fading Brake Support FBS Overboost
Front Scan Assist FSA Front Assist
Yawing moment build-up deceleration GMA YMC – Yaw Moment Control
Hill Descent Control HDC Hill descent assist system
Hill Hold Control HHC HHC – Hill start assist system
Hill Start Assist HSA HSA - Hill Start Assist (hill start assist system in the Touareg and
T5)
Full Rear Axle Deceleration FRAD FRAD
Hydraulic brake servo HBS HBS
Hydraulic Brake Assist system HBA HBA
Engine intervention anti-lock brake system E-ABS E-ABS
(extended anti-lock brake system)
Engine Braking effect Control EBC EBC
Rain Brake Support RBS BSW – Brake disk dry braking
Ready Alert Brake RAB Prefill
Roll-Over Programme ROP ROP – Roll-Over Prevention
Trailer Stabilisation Assist system TSA Vehicle/trailer stabilisation

5
 Introduction

Classification of the systems

Due to the multitude of control systems, it is difficult to classify the traction control and assist systems logically and
clearly. Amongst other aspects, the systems are hierarchically linked to each other, some are at more developed stages
and others are based on the others' hardware or software or are additions to existing functions.

One option for classifying them is to assign the traction control and assist systems to the vehicle operating statuses of
"starting off", "driving" and "braking". The following illustration shows which system may intervene in which vehicle
operating status.

Starting off Driving Braking

EDL ACC ABS

TCS TCS EBD
E-ABS ESP CBC
HHC EBC ABSplus
AUTO HOLD BSW YMC
DAR E-ABS HBA
HSA Countersteering support HBS
ROP FRAD
Hill descent assist system Front Assist
Vehicle/trailer ESP
stabilisation Overboost

S374_032

A further and more detailed option for classifying them is to sub-divide the traction control systems into two groups.
Firstly, those systems with brake intervention solely via the hydraulic brake system and secondly, those which
additionally influence vehicle dynamics via the engine management system or gearbox management system.

6
 ESP

Brake systems with engine management system intervention

only
E-ABS EBC

HBA
TCS

HBS

FRAD

Vehicle/trailer
Brake systems with brake intervention only stabilisation

ABS ROP

ABSplus Overboost
EBD EDL CBC YMC

S374_030

The anti-lock brake system ABS is the source of all traction control systems, and is a brake system with brake
intervention only. The software extensions and extensions via additional ABS system components include EBD, EDL,
CBC, ABSplus and YMC.
TCS is an extension of the ABS system. In addition to active brake intervention, this also enables intervention in the
engine management system. The brake systems with engine management system intervention only include E-ABS and
EBC.

All traction control systems are subordinate to the ESP system, when ESP is fitted in the vehicle. If the ESP function is
shut down, certain of the traction control systems function autonomously.

The electronic stabilisation programme ESP intervenes independently in the vehicle dynamics when the control
electronics ascertain a deviation between the driver's command and the vehicle's actual behaviour. This means that the
electronic stabilisation programme ESP decides the vehicle dynamic conditions, and when, which traction control
systems are activated or deactivated. ESP is the master function, so to speak.

In this booklet, the ESP extensions are called auxiliary ESP functions, and necessitate the vehicle's being equipped with
ESP.

7
 Sensors

General information
To enable a person to respond to their environment, in
order e.g. to avoid an approaching danger, they must be Control unit
able to perceive (sense) their surroundings.
To do this, we make use of our senses, which are given
to us by nature. We have optical sensors (eyes), acoustic
sensors and our sense of balance (ears), sensors which
react to chemical substances (nose & sense of taste) and
sensors which react to contact (sense of touch) or
temperature. Our ears are actually a sensor cluster, i.e. Actuators
an amalgamation of several sensors, as we can register
both sound and acceleration with them.

S374_001
Sensors
A comparable situation applies to motor vehicles and
their traction control and assist systems. To enable ABS/ESP
control unit
these systems to work, in order to defuse critical vehicle
dynamics situations or prevent them from occurring, Button
they must be equipped with sensors which enable them
to register the driving situation. In particular, these Hydraulic unit
include the speed sensors, acceleration and torque Brake light switch

sensors. However, pressure sensors, yaw rate sensors

or Hall sensors are used in the various systems, e.g. to
Steering angle
register a pedal position. sender

This booklet restricts itself to revealing the difference

Return flow pump
between active and passive speed sensors. It will also
introduce the new sensor cluster. In addition to Speed sensor
longitudinal and lateral acceleration senders, this now
also contains a yaw rate sensor.

S374_002
Sensor cluster

Sensors Data bus Actuators

connection

For more detailed information on the traction control system sensors, please refer to self-study
programme 204 "ESP Electronic Stability Programme" and Skoda SSP No. 28 and No. 42.

8
Passive and active speed sensors
Both types of sensor serve to inform the system of the vehicle speed and, much more importantly, the individual wheel
speeds. The systems use differences in the wheel speeds to determine e.g. whether the tyres are located on a road
surface with different levels of grip and there is therefore a risk of a critical vehicle dynamics situation occurring under
braking.

Passive speed sensors

This involves the older generation of speed sensors. They have no separate current supply, leading to the name passive
sensor. They usually operate according to the induction principle.

Design
Magnetic field
S374_026
A sensor element and a reference system are basically
required for speed measurement. The sensor element
essentially consists of a coil, which is wrapped around
an iron core, and a permanent magnet. The reference
system is formed by a toothed ring (incremental or
pulsed ring).

In addition to the acceleration sensors in the ESP

system, the speed sensors supply essential information.

Reference system
(sender wheel) Permanent magnet

Coil Sensor
element

9
 Sensors

How it works
Sensor signal
If a piece of iron is passed through the magnetic field of at low speed

a permanent magnet, the strength and shape of the

magnetic field change. This change in the magnetic
field can be detected with the aid of a coil, as the change
in the coil's magnetic field leads to the induction of a
voltage, which can be measured. The way in which this
type of sensor operates is therefore called the induction
principle. Each tooth on the impulse rotor which passes
into the sensor's magnetic field therefore leads to an
S374_024
induction voltage. The sequence of voltage peaks within Low frequency and voltage
a time interval (frequency) can be used to calculate the
wheel speed. Sensor signal
at high speed
Advantages/disadvantages

The advantage of passive induction speed sensors is the

simple design of the components.

The disadvantage is their reliance on a precise gap

dimension between the sender rotor and sensor. In
addition, the passive induction speed sensors are
S374_022
heavier and require more installation space. High frequency and voltage

As not only the frequency, but also the signal voltage, is

dependent on the speed of the sender rotor, passive
sensors only supply signals with a lower signal voltage at
low speeds, in contrast to active sensors.

The signal is unable to reveal whether the sensor is faulty.

10
Active speed sensors
In contrast to the passive sensors, the active sensors have a separate voltage supply. This is approx. 12 V. The functional
principle of active speed sensors is based on the Hall principle or the magnetoresistive effect.

Reference system Design

(pole rotor) Magnetic field sensor

Sensor Active sensors comprise of a sensor element and a

electronics
reference system.
The sensor element is formed by a magnetic field
sensor with sensor electronics. The reference system is
a plastic ring with opposingly magnetised surface areas
(pole rotor).

S374_006 How it works

Supply and Ground
Opposing magnetic signal If a magnetic field sensor is passed through an
orientation line alternating magnetic field, its Hall voltage changes; in
the case of the magnetoresistive principle, the
resistance changes. The faster the opposingly poled
Sensor signal magnetic fields of the reference ring pass by the
at low speed magnetic field sensor, the more frequently the Hall
voltage changes. This type of sensor therefore also uses
the frequency of voltage changes to calculate the wheel
speed.

Advantage/disadvantage

Active speed sensors supply a constantly accurate

measurement result throughout the entire
S374_007
Low frequency measurement range, because the signal strength is not
dependent on the speed, but is specified via defined
Sensor signal currents. The disadvantage is the difficulty of checking
at high speed with an ohmmeter.

S374_008 High frequency

11
 Sensors

Acceleration sensors and the yaw rate sensor

These act as the second, very important, group of These data enable the control systems to work out the
sensors for traction control systems. Via these, the direction in which the vehicle is actually moving, or
different functions find out the direction in which the which forces are acting on the vehicle and may be
vehicle is being accelerated or decelerated and whether influencing the direction of movement.
the yaw rate occurs around the vehicle's vertical axis. As these sensors react very sensitively, they can be used
to detect critical situations as they arise and to introduce
countermeasures.

Yaw rate around the vehicle's vertical axis (yawing)

Vehicle inclination around
the vehicle's longitudinal
axis (rolling) Vehicle centre of gravity

Lateral forces

Decelerating
forces

S374_009

Vehicle inclination
around the vehicle's
transverse axis (pitching)
Lateral forces Accelerating forces

Certain sensors are not required for ABS and E-ABS.

12
ESP sensor unit G419
This sensor unit is a combination of the lateral
acceleration sender G200, the longitudinal
acceleration sender G251 and the yaw rate sender
G202. Both acceleration sensors operate according to
the capacitive principle and differ only as regards the
sensors' spatial orientation to the relevant acceleration
direction.

S374_090

In vastly simplified terms, capacitive principle means

Partial capacitor 1
that the sensor consists of two partial capacitors with a
common capacitor plate, which can be moved via a
force. Due to different inertias, the common capacitor
plate moves relative to the two other capacitor plates
when acceleration or gravity acts on the sensor.
This shift in the common sensor plate changes the
capacities, i.e. the electrical storage capability of the
partial capacitors, in such a way that the extent of the
acceleration can be concluded via the ratio of capacity
C1=C2 C1 to C2.
S374_036 This type of sensor is implemented via a
Partial capacitor 2
micromechanical system consisting of silicon, in which
comb-like structures engage in each other and form the
"capacitors".
Moveable
capacitor plate

C1<C2

S374_040

13
 Sensors

The yaw rate sender operates according to the Resonance vibration

resonance principle and records the rotational speed
around the vehicle's vertical axis (yaw rate). In this
principle, part of a double tuning fork-shaped silicon
crystal is caused to vibrate with the aid of a supply
voltage. Due to the effect of the Coriolis force, the Excitation tuning
fork
resonance behaviour of the other part of the double
tuning fork changes. This can be measured electrically
and used as a measure for the yaw rate.

Measurement
tuning fork

Yaw rate

S374_038

For the precise functional principle of the individual sensor elements, please refer to self-study
programme 204 "ESP Electronic Stability Programme" and Skoda SSP No. 28.

The function of the yaw rate sender is explained here using the example of the tuning fork principle. Other
functional principles also exist for such sensors, i.e. Coriolis acceleration and the micromechanical principle.

14
 Traction control systems

The control intervention carried out by the various traction control systems prevents the wheels from locking in various
critical driving situations. The objective is to stabilise the vehicle's behaviour at all times and to maintain steerability.
As explained in the introduction, the traction control systems are broken down into those systems which influence
vehicle dynamics exclusively via the hydraulic brake system and those which additionally act via the engine
management system and, if necessary, the gearbox management system in vehicles with automatic gearboxes.

The first group includes:

- The anti-lock brake systemABS,
- Electronic brake pressure distribution EBD,
- Corner brake control CBC,
- The electronic differential lock EDL,
- The extended anti-lock brake system ABSplus and
- Yaw moment control YMC (yawing moment build-up deceleration GMA).

The second group includes:

- The traction control system TCS,
- Engine braking effect control EBC and
- The engine intervention anti-lock brake system E-ABS (extended anti-lock brake system).

The anti-lock brake system ABS is the source of all The electronic stabilisation programme ESP
traction control systems. Many of the listed systems independently intervenes, via the brake system, in the
represent an extension of the original ABS function's vehicle dynamics when the control electronics
software. ascertain a deviation between the driver's command
and the vehicle's actual behaviour. ESP can be regarded
None of the listed brake systems require the vehicle to as a higher-level system.
be equipped with ESP, but are functional by themselves
when the vehicle is fitted with an ABS brake system.
The EDL function requires an extended hydraulic unit.

15
 Traction control systems

Anti-lock brake system

If we regard ESP as the higher-level system, the anti-lock brake system ABS is the source of all traction control systems.
The first electronic ABS control systems were used in 1969.

During full braking, one or more wheels always tend to Vehicles without ABS
lock uplock up earlier than the others because the S374_041
friction between the wheels and the road surface
changes constantly as a result of many influences.
A locked-up wheel is also referred to as 100% slip.
In this case, the locked-up wheels slip across the road
surface like an eraser on paper. When frictional
adhesion is lost, the establishment of lateral guidance
forces, which keep the vehicle on course, is impossible.
The vehicle breaks away as a result of the centrifugal
force and can no longer be steered.

In the event of full braking on the wet road surface, the wheels
lock up. The vehicle begins to skid.

Combating this hazardous driving situation only Vehicles with ABS

became possible when the first ABS systems which were S374_043
adequate for series production were introduced. ABS
increases the vehicle's stability by preventing the
wheels from locking up on braking. It reduces the brake
pressure at the corresponding wheels to such an extent
that the maximum frictional adhesion can be
transmitted. As a result, forces can again be transmitted
onto the road surface, and it remains possible to steer
the vehicle.

Reducing the brake pressure at the wheels on the wet road

surface prevents the wheels from locking up. It remains
possible to steer the vehicle.

16
Design

The ABS system consists of:

● The hydraulic unit with

- Electric return flow pump,
- Two damping chambers and
- Two pressure accumulators plus
- Four ABS inlet and outlet valves each,
- Several non-return valves, which ensure that the brake fluid flows in the necessary direction.
● The ABS control unit,
● The four speed sensors,
● The brake light switch to detect brake actuation,
● The ABS warning lamp and
● Two separate brake circuits, which are supplied with brake fluid and brake pressure via a brake servo.

ABS warning lamp

Speed sensor

Tandem brake
master cylinder

Speed sensor
S374_045

Brake light
ABS control unit with switch
hydraulic unit

Splitting the brake system into two separate brake Within a brake circuit, one ABS inlet valve and one ABS
circuits increases the vehicle's safety. If one circuit fails, outlet valve is assigned to each wheel brake cylinder.
the vehicle can still be brought to a stop via the second As a result of this, each wheel brake can be actuated
brake circuit. individually. The low-pressure accumulator in each
The system can be sub-divided into the front axle and brake circuit supports fast pressure reduction from the
rear axle brake circuit or diagonally (left front wheel/ wheel brake cylinder. Transporting the hydraulic fluid
right rear wheel and right front wheel/left rear wheel). back from the low-pressure accumulator to the
Diagonal sub-division is usually implemented. reservoir is carried out by the return flow pump. This is
designed in such a way that both brake circuits have a
separate return flow stage, both of which are driven by a
common electric motor.

17
 Traction control systems

ABS hydraulic circuit diagram

1 2

4 3

8 6

9 12 14 15

10 11 13 16

17 19

18 20

21 23

22 24
S374_308

Legend
1 - Reservoir 13 - Front right ABS inlet valve
2 - Brake servo 14 - Front right ABS outlet valve
3 - Brake pedal sensor system 15 - Rear left ABS inlet valve
4 - Brake pressure sender 16 - Rear left ABS outlet valve
5 - ABS/ESP control unit 17 - Front left wheel brake cylinder
6 - Return flow pump 18 - Front left speed sensor
7 - Pressure accumulator 19 - Front right wheel brake cylinder
8 - Damping chamber 20 - Front right speed sensor
9 - Front left ABS inlet valve 21 - Rear left wheel brake cylinder
10 - Front left ABS outlet valve 22 - Rear left speed sensor
11 - Rear right ABS inlet valve 23 - Rear right wheel brake cylinder
12 - Rear right ABS outlet valve 24 - Rear right speed sensor

Inlet valve IV(9): Open Outlet valve OV(10): Open

S374_310 S374_316

Inlet valve IV(9): Closed Outlet valve OV(10): Closed

S374_312 S374_314

18
 How it works

Brake actuation by the In contrast to ESP, ABS requires the driver to actuate the
driver
brake. The system does not act independently.
1 - Foot brake depressed
2 - Tandem brake
1 master cylinder On braking, ABS compares the speeds of the four
2 6 - Return flow pump
7 - Pressure accumulator wheels. If there is a danger of individual wheels locking
8 - Damping chamber up, ABS prevents a further increase in brake pressure.
9 - ABS inlet valve
10- ABS outlet valve
The driver perceives ABS control intervention as slight
17- Wheel brake cylinder brake pedal pulsation. This arises due to the changes in
18- Speed sensor brake pressure during ABS intervention.
6
8 The vehicle's steerability is maintained, because ABS
7
prevents individual wheels from locking up. The ABS
function cannot be manually deactivated.
9 10

17

18 S374_302

ABS regulation Pressure maintenance

"maintain pressure"
1 - Foot brake depressed
2 - Tandem brake If the ABS control unit ascertains that a wheel is in
master cylinder danger of locking up, the control system closes the
6 - Return flow pump
1 7 - Pressure accumulator affected wheel's ABS inlet valve whilst the ABS outlet
2 8 - Damping chamber valve is closed at the same time. As a result of this, the
9 - ABS inlet valve
pressure in the wheel brake cylinder is maintained and
10- ABS outlet valve
17- Wheel brake cylinder cannot be increased further by the driver's depressing
18- Speed sensor the brake.

6 IV(9): Closed
8 OV(10): Closed
7

9 10

17

18 S374_304

19
 Traction control systems

Pressure reduction

If the tendency to lock up remains, the control system ABS regulation

"reduce pressure"
opens the ABS outlet valve with the ABS inlet valve
1 - Foot brake depressed
closed. 2 - Tandem brake
The wheel cylinder's pressure can now be released into master cylinder
6 - Return flow pump 1
the pressure accumulator. 2
7 - Pressure accumulator
As a result, the wheel is able to accelerate again. 8 - Damping chamber
9 - ABS inlet valve
If the capacity of the pressure accumulator is not 10- ABS outlet valve
sufficient to eradicate the wheels' tendency to lock up, 17- Wheel brake cylinder
the ABS control system switches the return flow pump 18- Speed sensor
6
on to pump the brake fluid back into the reservoir
counter to the brake pressure applied by the driver. 8
7
This causes the pulsation in the brake pedal.

IV(9): Closed 9 10
OV(10): Open

17

18
S374_306

Pressure build-up ABS regulation

"build up pressure"
1 - Foot brake depressed
If the wheel speed again exceeds a defined value, the 2 - Tandem brake
control system closes the ABS outlet valve and opens the master cylinder 1
6 - Return flow pump 2
ABS inlet valve. The return flow pump continues to run 7 - Pressure accumulator
as required. 8 - Damping chamber
If the lock up limit is reached again, the "maintain 9 - ABS inlet valve
10- ABS outlet valve
pressure", "reduce pressure" and "build up pressure" 17- Wheel brake cylinder
cycle is repeated until the braking process is completed 18- Speed sensor

or comparison of the wheel speeds shows that there is 6

no further danger of the wheels' locking up. 8

7
IV(9): Open
OV(10): Closed 9 10

17

18
S374_328

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Brake systems with brake intervention only
In the case of the following traction control systems, a critical driving situation is combated by means of brake
intervention via the hydraulic brake system. These traction control systems include:

● Yaw moment control YMC,

● Electronic brake pressure distribution EBD,
● Cornering brake control CBC,
● The electronic differential lock EDL and
● The extended anti-lock brake system ABSplus.

Yaw moment control

In the past, yaw moment control YMC was also called An ABS control system software extension enables this
yawing moment build-up deceleration GMA. yawing moment to be combated by temporally limiting
the difference in brake pressure build-up between the
It frequently occurs that a passenger car's four wheels left and right wheels to different degrees. This is
roll on road surfaces with varying grip. For example, it therefore referred to as yaw moment control.
may be the case that road surface defects have been
filled with chippings or that parts of the road surface A brake pressure difference is built up slowly to give the
have been worn smooth to varying degrees, as in ruts. driver more time to react.
During braking manoeuvres, it may therefore be the
case that, due to the road surface's different grip levels,
yawing moments occur around the vehicle's vertical
axis. These attempt to send the vehicle off course.

Due to yaw moment control YMC, the stopping distance is extended, by necessity, in favour of improved vehicle
stability.

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 Traction control systems

Vehicle without YMC Vehicle with YMC

S374_065 S374_067

The side of the vehicle on the surface with better grip is braked The brake pressure at the wheels on the surface with better
more extensively than the side of the vehicle on the smooth grip does not increase so quickly. The dangerous yaw rate is
surface. The yawing moment which occurs in this case causes overcome.
a yaw rate, which the driver cannot compensate quickly
enough via the steering.

How it works

If the ABS control system within the YMC function Braking the wheels with the higher speed is therefore
ascertains during a braking manoeuvre that the wheel delayed slightly until the wheel speeds on the right- and
speeds of the wheels on the left-hand side deviate from left-hand sides match each other again. To achieve this,
those on the right-hand side, the system concludes that the relevant ABS inlet valves are opened slightly later by
disturbing yawing moment may develop. the control system, with the result that pressure build-
up at the wheel brake cylinder takes place more slowly.

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Electronic Brake pressure Distribution
If the vehicle's rear axle locks-up, the vehicle is unstable and can break away in an uncontrolled manner.
The electronic brake pressure distribution (EBD) function exists to avoid this critical driving condition.

S374_055 Due to weight distribution in the vehicle, rear axle

wheel load is significantly lower than that on the front
axle. To achieve controllable vehicle dynamics, brake
pressure distribution has been defined such that the
front axle brakes should lock up before the rear axle
brakes (Directive ECE13; ECE=Economic Commission
for Europe), in order to maintain residual vehicle
stability in the longitudinal direction.

Weight distribution in the vehicle reveals higher axle load at

the front axle.

S374_014 When braking hard, the vehicle weight is shifted onto

the front wheels. The vehicle pitches around its
transverse axis. Due to this movement, the rear axle is
relieved. As a result, the rear wheels are able to lock up,
as the brake power can no longer be applied onto the
road due to the reduced ground contact. The brake
force distribution directive would therefore be violated.

Due to the pitching motion on braking, the axle load at the

front axle is increased and the rear axle is relieved.

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 Traction control systems

Based on the speed sensors, the control system detects S374_012

the rear axle overbraking which occurs in the case of Brake Brake
pitching. Via solenoid valves in the ABS unit, the EBD pressure pressure
system regulates the brake pressure for the rear wheels
and thereby ensures maximum brake power at the front
and rear axles. This prevents the rear end from
breaking away due to rear wheel overbraking. Brake pressure Brake pressure
at the front axle reduction at the
rear axle

EBD function prevents rear axle

overbraking

This rear axle overbraking effect was originally

overcome via mechanical brake pressure distributors.
On introduction of the ABS system, the brake pressure
distribution function was also implemented via the
vehicle's hydraulic brake system.

Pitching motions on braking and lateral inclination on

cornering contribute towards an extensive variation in
wheel load depending on the driving situation.
Consequently, the brake pressures have to be
distributed in different ways. In contrast to mechanical
brake pressure distribution, the EBD system is able to
S374_057
regulate the brake pressure individually for each rear
wheel. Consideration can therefore also be given to Different brake pressure distribution between the two rear
different road surface conditions. wheels due to different road surface conditions

EBD detects the deceleration of one or both rear wheels

and reduces the brake pressure at the corresponding
wheel.

The EBD system's range of action ends as soon as a

wheel reveals an increased tendency to lock up. ABS
intervenes in this case.

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