Function of Electronic Brake Force Distribution System (EBD)

Is a technology that enables the braking force of a vehicle to be increased or applied automatically, depending on road conditions, speed of the vehicle, and weight of vehicle. In a regular braking system, when the brake pedal is applied, the brake fluid travels from the master cylinder to the brake cylinders. When the fluid goes inside the brake cylinder, the pressure of the fluid being applied forces the two pistons to push out resulting in the brake shoes or pads being pushed out. This push or pressure is in direct proportion to the push by the pistons, which causes the shoes or pads to rub against the drum or caliper. This reaction creates friction and decreases the turning of the wheels.

What EBD does is it electronically monitors, through sensors, the conditions of the road, the feel of pressure on the brake pedal, and vehicle weight, to determine when to apply pressure to the wheel cylinders. The sensors are designed to monitor the movements of the wheels and determine based on weight, which wheels may need the maximum force applied, as per the condition met. Supposedly, this is to provide better and more precise braking under every condition imaginable. Since the front end has the most weight on a vehicle, the EBD system recognizes this and electronically controls the back brakes so when the driver applies the brakes, the back brakes do not lock up causing a skid. EBD is a good system for drivers because it can increase the vehicles ability to stop under any conditions. But this is only effective if the brains of the computer works, along with the sensors that make up the system. If one of those sensors should fail, and you run into a bad situation, you could end up in a precarious predicament.

Operation of Electronic Brake Force Distribution (EBD)

The job of the EBD as a subsystem of the ABS system is to control the effective adhesion utilization by the rear wheels. The pressure of the rear wheels is approximated to the ideal brake force distribution in a partial braking operation. To do so, the conventional brake design is modified in the direction of rear axle over braking, and the components of the ABS are used. EBD reduces the strain on the hydraulic brake force proportioning valve in the vehicle. EBD optimizes the brake design with regard to adhesion utilization, driving stability, wear, temperature stress, and pedal force. EBD may work in conjunction with ABS and Electronic Stability Control (ESC) to minimize yaw accelerations during turns. ESC compares the steering wheel angle to vehicle turning rate using a yaw rate sensor. "Yaw" is the vehicle's rotation around its vertical center of gravity (turning left or right). If the yaw sensor detects more/less yaw than the steering wheel angle should create, the car is under steering or over steering and ESC activates one of the front or rear brakes to rotate the car back onto its intended course. For example, if a car is making a left turn and begins to under steer (the car plows forward to the outside of the turn) ESC activates the left rear brake, which will help turn the car left. The sensors are so sensitive, and the actuation is so quick that the system may correct direction before the driver reacts. ABS helps prevent wheel lock-up and EBD helps apply appropriate brake force to make ESC work effectively.

Function of Brake Assist Principle (BA)

Emergency brake assist (EBA) or Brake Assist (BA or BAS) is a generic term for an automobile braking technology that increases braking pressure in an emergency situation. The first application was developed jointly by Daimler-Benz and TRW/LucasVarity. Research conducted in 1992 at the Mercedes-Benz driving simulator in Berlin revealed that more than 90% of drivers fail to brake with enough force in emergency situations. By interpreting the speed and force with which the brake pedal is pushed, the system detects if the driver is trying to execute an emergency stop, and if the brake pedal is not fully applied, the system overrides and fully applies the brakes until the Anti-lock Braking System (ABS) takes over to stop the wheels locking up. The BA function is triggered through extension of the ESC software and requires inputs e.g. from the pressure sensor in the tandem master cylinder.

Construction of Brake Assist Principle (BA) This system supports pedal actuation during emergency braking by providing additional braking force. Once brake force exceeds a certain level, the brake booster gain is increased, and, while the braking force is applied, the effectiveness of ABS becomes evident. Brake Assist is standard equipment on the Colt, Lancer, Air trek, Dion, and Grand is, and an optional set with ABS on mini-sized vehicles

Operation of the Brake Assist Principle (BA)

Brake Assist detects circumstances in which emergency braking is required by measuring the speed with which the brake pedal is depressed. Some systems additionally take into account the rapidity of which the accelerator pedal is released, pre-tensioning the brakes when a "panic release" of the accelerator pedal is noted. When panic braking is detected, the Brake Assist system automatically develops maximum brake boost in order to mitigate a driver tendency to brake without enough force. In doing so, Brake Assist has been shown to reduce stopping distance by a significant margin; up to 20% in some studies. The brake power assist device increases the braking force by augmenting the force applied when stepping on the brakes when emergency braking or powerful braking is necessary. The device thus enables even those who may be unable to step on the brake forcefully to exert the same degree of braking power as stronger individuals during emergency braking. The BAS Plus system has been shown to significantly reduce the incidence of collisions, and so is very significant in the development of driver aids that improve road safety.

Function of Electronic Stability Control (ESC)

Electronic stability control (ESC) is a safety feature that detects and prevents (or recovers from) skids. ESC can help keep the driver from losing control of the car in a panic swerve or when driving on slippery roads. Braking is automatically applied to wheels individually, such as the outer front wheel to counter over steer or the inner rear wheel to counter under steer. Some ESC systems also reduce engine power until control is regained. ESC does not improve a vehicle's cornering performance instead it helps to minimize the loss of control.

Construction of Electronic Stability Control (ESC)

ESC uses sensors in the car (wheel speed sensors, steering wheel position sensors, yaw sensors, etc.) to determine which direction the driver wants the car to go, and compares that to which way the car is actually going. If the system senses that a skid is imminent or has already started -- in other words, that the car is not going in the direction the driver is telling it to go. It can apply the brakes on individual wheels to bring the car back under control. Because the system can brake individual wheels, whereas the driver can only brake all four wheels at once. The sensors used for ESC have to send data at all times in order to detect possible defects as soon as possible. They have to be resistant to possible forms of interference (rain, holes in the road, etc.).

The most important sensors are: Steering wheel angle sensor: determines the driver's intended rotation; i.e. where the driver wants to steer. This kind of sensor is often based on AMR elements. Yaw rate sensor : measures the rotation rate of the car e.g. how much the car is actually turning. The data from the yaw sensor is compared with the data from the steering wheel angle sensor to determine regulating action. Lateral acceleration sensor: often an accelerometer. Wheel speed sensor : measures the wheel speed.

Operation of Electronic Stability Control (ESC)

ESC works in the background and continuously monitors steering and vehicle direction. It compares the driver's intended direction (determined through the measured steering wheel angle) to the vehicle's actual direction (determined through measured lateral acceleration, vehicle rotation (yaw), and individual road wheel speeds). ESC intervenes only when it detects a probable loss of steering control, e.g when the vehicle is not going where the driver is steering. This may happen, for example, when skidding during emergency evasive swerves, under steer or over steer during poorly judged turns on slippery roads, or hydroplaning. ESC may also intervene in an unwanted way during high-performance driving, because steering input may not always be directly indicative of the intended direction of travel .ESC estimates the direction of the skid, and then applies the brakes to individual wheels asymmetrically in order to create torque about the vehicle's vertical axis, opposing the skid and bringing the vehicle back in line with the driver's commanded direction. Additionally, the system may reduce engine power or operate the transmission to slow the vehicle down.

 ESC can work on any surface, from dry pavement to frozen lakes. It reacts to and corrects skidding much faster and more effectively than the typical human driver, often before the driver is even aware of any imminent loss of control. In fact, this led to some concern that ESC could allow drivers to become overconfident in their vehicle's handling and/or their own driving skills. For this reason, ESC systems typically inform the driver when they intervene, so that the driver knows that the vehicle's handling limits have been approached.

Function of Traction Control System (TRAC)

A traction control system (TCS), also known as anti-slip regulation (ASR), is typically (but not necessarily) a secondary function of the anti-lock braking system (ABS) on production motor vehicles, designed to prevent loss of traction of driven road wheels. When invoked it therefore enhances driver control as throttle input applied is mis-matched to road surface conditions (due to varying factors) being unable to manage applied torque. The purpose of the traction control system is to prevent wheel spin from occuring due to acceleration. The maximum torque that can be transmitted to the wheel is determined by the coefficient of friction generated between the road and the tires. If torque exceeds that level, the wheels are likely to spin. Conditions for TRAC operation may include loose gravel, slippers road surfaces, acceleration while cornering and hard acceleration. Once active, the TRAC system reduces engine torque and drive wheel speed as necessary to bring the vehicle under control which improves vehicle stability when starting, acceleration or turning on slippery roads.

Construction of Traction Control System (TRAC)

Traction control shares many of the same components and sensor inputs with the ABS system: A common control module is often used with additional software and control circuits for TCS. In some vehicles, a separate TCS control module may be used. The same wheel speed sensors are used to monitor wheel speeds. The same pump and high pressure accumulator are used to generate and store hydraulic pressure for TCS braking. The same modulator (with a couple of extra solenoid valves) is used to control braking.

Operation of Traction Control System (TRAC)

When the traction control computer (often incorporated into another control unit, like the anti-lock braking system module) detects one or more driven wheels spinning significantly faster than another, it invokes the ABS electronic control unit to apply brake friction to wheels spinning with lessened traction. Braking action on slipping wheel(s) will cause power transfer to wheel axle(s) with traction due to the mechanical action within a differential. All-wheel drive AWD vehicles often have an electronically controlled coupling system in the transfer case or transaxle engaged (active part-time AWD), or locked-up tighter (in a true full-time set up driving all wheels with some power all the time) to supply nonslipping wheels with (more) torque.

The advantages of using Electronic Brake Force Distribution System (EBD) Function improvement of the base-brake system. Compensation for the different friction coefficients. Elimination of the proportioning valve. Failure recognition by the warning lamp. Adjusts automatically to a variety of conditions to ensure the brakes are used as efficiently as possible. It reduces the risk of brakes locking and prevents tire skids. Utilization of driving stability, wear, temperature stress and pedal force. The sensors are so sensitive, and the actuation is so quick that the system may correct direction before the driver reacts. ABS helps prevent wheel lock-up and EBD helps apply appropriate brake force to make ESC work effectively.

The disadvantages of using Electronic Brake Force Distribution System (EBD) If one of the sensor problems or fail to work in good condition, it can cause damage for the driver because this EBD controlled by the computer system.

The advantages of using Brake Assist Principle (BA) When the braking force is lacking during an emergency situation, braking pressure is increased to generate greater braking force. This raises the possibility of risk avoidance. Detects emergency stop and increased braking pressure is applied. Builds up pressure until both axels are regulated by ABS. Braking power is exploited to the fullest. Minimizes the vehicles braking distance, saving lives.

The disadvantages of using Brake Assist Principle (BA) Active Brake Assist does not take any responsibility away from the driver. Active Brake Assist takes effect from a minimum speed of 15 km/h. Active Brake Assist does not react to stationary obstacles.

The advantages of using Electronic Stability Control (ESC) Bends or on slippery roads. Optimum use of road surface friction together with TCS. The disadvantages of using Electronic Stability Control (ESC) People used to driving vehicles equipped with ESC might over estimate their driving skills when placed in a vehicle without ESC, thus increasing the risk of skidding. What ESC cannot do Improve tire traction characteristics (-slip curve). Increase vehicle lateral acceleration capacity. Change any of the Laws of Physics.

 The advantages of using Traction Control System (TRAC) Easy installation. Traction control systems often use the same infrastructure as anti-lock brakes, making factory direct installation of traction control easier for manufacturers. Safety for weather conditions. Traction control systems present effective automatic control for hydroplaning in snow and rain conditions. Insurance discounts. Auto insurance customers can often receive a discount for traction control and similar systems, since these top-rated safety features have proven safety values to insurers.

The disadvantages of using Traction Control System (TRAC) Cost of purchase. The high-functioning gear that's involved in traction control can make a car an increasingly expensive purchase. Those looking to save money on a vehicle may be looking for older models that were cheaper to make. Cost of maintenance. A vast range of things can damage traction control or anti-lock brake sensors, and with each of these carrying a hefty price tag, the cost of repairs can easily spin out of control. Those with past experience paying for a damaged anti-lock brake system may have a big aversion to getting even more in additional safety features loaded into a vehicle. Limited use. Traction control systems are not ideal for all kinds of situations. Many experts claim drivers are better off with four wheel drive options for off-road use. Off-road use can also cause damages to the traction control system.