Self-Study Programme 475

For internal use

ESC Audi

Audi
Training Service
Introduction

Traction control and support systems based driver automatic braking make an important To Service personnel, knowledge of functional relationships is an important challenge.
contribution to active safety in road traffic. Most of the time we do not even notice these Knowledge in this area are essential to be able to explain to the client commands and
auxiliaries during everyday driving. functions for controlling functions for fault detection, to diagnosis and ultimately for
troubleshooting.

Recent years have seen a rapid development in the field of driver assistance systems.
Technological advances, especially in the development and production of electronic This self-study program is to teach you the fundamentals of these systems.
components, are provided. Common use of sub-functions of several systems, the
exchange of information between different systems and various outbuildings are the
logical consequence of this development.

Illustration of development using the example of the size and weight of the unit ABS / ESC (computer and hydraulic unit) 475_001
from Bosch.

Due to the change of the ESP designation ESC in 2012 at the Group level, the ESC These designations containing the abbreviation "ESP" will continue initially be used
designation is used for the first time in this self-study program. The designations of in the service of documents and systems.
components, such that "unit G419 ESP sensors" are an exception here.

2
 Summary

basic knowledge of driving dynamics

The pneumatic connection - floor _______________________________________________________________________________________________________________________ 5

System overview
Classification systems _______________________________________________________________________________________________________________________________11

Control systems based on ABS / ESC

The anti-lock system (ABS) ____________________________________________________________________________________________________________________________12 electronic
distributor of braking force (EBV) ________________________________________________________________________________________________21 Electronic differential lock (EDS)
______________________________________________________________________________________________________________23 Traction control (ASR).
_____________________________________________________________________________________________________________________________26 Torque control of

external systems
Electromechanical parking brake - emergency brake function (EPB) ________________________________________________________________58 Cruise Control (GRA +)
_____________________________________________________________________________________________________________________________59 Adaptive Cruise Control (ACC)
____________________________________________________________________________________________________________________________60

Systems mandated by the ESC

dynamic leadership _______________________________________________________________________________________________________________________________________64 Driver Steering Recommendation (DSR)

_________________________________________________________________________________________________________________66

control strategy __________________________________________________________________________________________________________ 67

Control and information of conducteur_______________________________________________________________ 68

Operations Service_____________________________________________________________________________________________________________ 71

Control connaissances________________________________________________________________________________________________ 76

!!
The self-study program provides basic notions of design and function of new vehicle models, new vehicle components or new Note
technologies.
The Self-Study Programme is not a repair manual! The values shown are for information only and refer to the software version
valid in the drafting of the self-study program.

For maintenance and repair, please refer to the current technical documentation. return

3
Designations systems and abbreviations used in brochure

The designations provided by Audi AG on the German market are used. In some cases, it is possible that different designations, generally used during the development process, are
used. The right column shows the pages featuring detailed information on systems / functions considered.

Designation Abbreviation Page

antilock Braking system ABS 12

electronic distributor of braking force EBV 21

electronic differential lock EDS 23

traction control ASR 26

Regulation of engine drag torque MSR 28

electronic stabilization control ESC 29

hydraulic assistance for emergency braking HBA 39

electronic differential lock - 41

wheel torque control selection - 43

Hill Start Assistant - 44

Startup Wizard - 47

descent assistant - 49

Drying the brake discs - 51

Stabilization of the coupling - 53

Fading Brake Support FBS 54

Optimized Hydraulic Brake Assistance OHBV / HBV 55

Indicator monitoring tire pressure (more) RKA (+) 56

Detection of a luggage carrier - 57

Electromechanical parking brake - emergency brake EPB 58

Cruise Control more GRA + 59

Adaptive Cruise Control ACC 60

dynamic leadership - 64

Driver Steering Recommendation DSR 66

4
 basic knowledge of driving dynamics

To begin, we will briefly explain the essential basics of vehicle dynamics necessary for the understanding of the functions of the systems treated in this brochure.

The pneumatic connection - floor

The tire's contact surface of a vehicle wheel with the floor is called wheel plane. This It is at this level that takes place the transmission of the force required for different driving
surface is in practice a form virtually oval. maneuvers such as propulsion (acceleration), braking or cornering.

475_002

Forces acting in the wheel plane

There are various types of forces acting as reaction forces in the wheel plane between
the tire and the roadway. gravity forces resulting loads on the axle / wheel are always in
action. Next traffic conditions, driving forces, braking and lateral guiding forces are
added. Forces differ in their direction of action. gravity forces acting in the vertical
direction of the vehicle. The driving forces acting in the direction, the braking forces are
opposed to the direction of travel.

lateral guide forces occurring in the bends. Their effect a circular trajectory of the rolling
wheel and therefore act essentially perpendicularly with respect to the driving and
braking forces (in the transverse direction). For the following observations, it is mainly the
forces acting in the longitudinal direction of the vehicle (driving and braking forces) and
the lateral guiding forces are important.

force of gravity lateral guiding

force braking force Driving

force

475_003

5
mutual relation of forces - the "circle of Kamm"
The forces described can not be increased at will. This is what is proposed to
demonstrate the following example braking.

A vehicle without ABS function is straight, braked so hard that the front wheels lock
almost.

475_004

The maximum value of the effective forces can be defined in a modeled representation. to drive straight. Lateral forces thus come by in action.

This representation is called the "Kamm circle" after the name of its inventor,
Professor Kamm.

additional turning of the steering wheel. Despite the steered wheels, the vehicle continues

continues to drive straight. To avoid an obstacle, the driver shall immediately after an

force is established. Despite turning, the lateral guide forces can not act. The vehicle
475_005 475_006

Total Force

lateral guiding force

longitudinal force (braking force)

The radius of the circle characterizes the maximum total power that can be transmitted Representation effective forces of the above example: The maximum possible braking
by the tire (wheel) to the floor. Based on this, the maximum transmissible transverse
force (lateral guiding force) depends on the longitudinal force (driving force or braking)
performed.

6
The size (radius or diameter) of the "circle of Kamm" depends on the adhesion
relationship between the wheels and the road. The more "grip" is, the higher the circle is
large. Greater forces can then be transmitted.

minimum braking forces

transmitted wet

floor

dry pavement

475_007

If, for example, for a given condition, the nature of the road surface suddenly changes (eg
sec. To wet), the forces that were still transmitted may become too high. Here come into
play "electronic aids" to be described below.

In the chart, a traffic situation of this type is represented via the "Kamm circle". The
vehicle rides on dry pavement, the driver brakes in a bend. The available potential is then
not used. During braking, the vehicle arrives on a wet portion. Due to the variation of the
surface condition and therefore of the adhesion relationship between the road surface and
the tires, the maximum forces transmitted are now much smaller.
In our example, the braking force controlled by the driver is too high to achieve more
stable lateral guidance of the vehicle. Without use of stabilization systems, the vehicle
would be in a state of unstable operation in terms of driving dynamics. The radius of
curvature necessary would not be feasible due to the loss of the lateral guide and the
vehicle leave the road.

475_008

Working condition: Working condition:

dry roads wet

475_008a

7
In the second example shown herein, the vehicle is negotiating a bend. maximum In extreme cases, it follows a critical dynamic behavior of the vehicle, the wheels can lock
possible lateral guiding forces are then achieved. If the driver has to brake for example due to braking forces induced. The immediate consequence is the involuntary exit the
due to a vehicle traveling more slowly before him, the transmission sufficiently large vehicle their lane, with imminent risk of accident.
braking forces to the road is no longer possible.

475_009

The "circle of Kamm" is an idealized representation perfectly describes the basic The criteria determining the grip conditions are:
situation. The absolute magnitude of the maximum forces transmitted (and thus the
corresponding radius of the "circle of Kamm") essentially depends on the adhesion Material road surface (asphalt, concrete, etc.)
relationship between the tires and the road surface. In motorsport, it is called "grip" (grip Properties of the tread material (rubber blend)
of the tire). If the image magnification is observed in the tire contact area with the road
surface, one can see a kind of "nesting" between the tire rubber and the road surface. State of the road surface (dry, wet, icy, etc.)
Over the nesting effect is "marked" more traction between the tires and the road is vehicle speed
important and transmitted forces are high. thermal behavior of the tire (eg. the differences between summer and winter tires)

thermal behavior of the pavement

"Nesting" between the tire and the road 475_010

8
The coefficient of adhesion
No adhesion between the tire and the road, no force transmission is possible. The drive
wheel spins without any moving forward. The braked rotating wheel blocks without
reducing the speed. The grip coefficient is defined to describe the adhesion relationship
between the two body surfaces. It is defined as the ratio between the force compressing a
body on the surface of another body and the force required to move the body on that
surface. tensile force and maximum deceleration then occur at the transition between the
body of the rest position and the start of displacement. The friction coefficient
corresponding to this state is called coefficient of static adhesion. when
FV

FG

In the case of the friction torque "tire rubber

FG
- road surface, "this distinction is however not possible. In practice, static friction and =F V

dynamic friction occur simultaneously, in the case of a rotating wheel between the tire 475_011

and the roadway. In the case of the friction torque "tire - road surface", the adhesion
coefficient essentially depends on:

State of the road surface

State of the tires
vehicle speed

Approximate values of coefficients of adhesion to different states of the road surface

to a vehicle speed of 60 km / h:

dry asphalt: 0.9

wet asphalt: 0.4
Dry concrete: 0.9
wet concrete: 0.5

Thanks to the specific characteristics of the tire material, adhesion factors> 1 are possible
in special cases of application (motor racing, this coefficient can go up

2).

475_012

9
Ice skating
For a power transmission tire to the road to be possible, the rubber particles in the tire
profiles of the blocks must be deformed (preloaded). This results in a continuous relative
movement of the tire relative to the carriageway. This speed difference is called slip.
Next there is induction of traction or braking power, a distinction is made between
skating acceleration and braking to skating. The optimal transmission of tensile force
necessary for maximum slip values of the order of 10%. It is in this range that the
maximum driving forces can be transmitted.

The graph shows a rubber tire deformation model of a rotating wheel. In this model, the
rubber consists of a large number of small individual blocks. When "Enter" rubber blocks
in the plane of the wheel, they are compressed. Because of the elastic behavior of
rubber, it is then a deformation of the blocks. In the rear area of the wheel plane, blocks
deformed relax again before "leaving" the contact surface of the tire.

475_013

Blocks profiles "tablets"

When accelerating, skating takes negative values. During braking, the ratios are
reversed.
= Vehicle speed

= Speed of the wheel

475_014

Other factors affecting the value of maximum forces transmitted:

Moreover the coefficient of adhesion, the gravitational force (load on the wheel) and the
size of the contact surface of the tire bearing on the value of transmitted forces.

When the load on the wheel increases, transmitted forces increase; they also increase in
case of enlargement of the contact surface of the tire. Therefore generously dimensioned
tires are used for vehicles with powerful engines.

475_015

10
 System overview

Classification systems

The starting point of the dynamic development of control systems Traction was ABS is.
The developments that followed such ASR (traction control) and EDS (Electronic
Differential Lock) are, like ABS, control systems skating "classic". Their mission is to
influence traction and braking defined by performing wheel slip values or to have a direct
positive influence on the dynamic behavior (ESC). In recent years, many other systems
not explicitly included in the category of "traditional" systems have been developed. Thus,
the brake disc drying function assists the braking function in the rain and with the wiper
activated, but is not of
For clarity, the systems have been grouped according to the following criteria:
Systems influencing the braking, start / acceleration or operating state itself.
Some of the systems developed in recent years have also exploited the opportunity to
perform on "demand" ESC active generation (automatic) brake pressure
independently of driver behavior (eg ACC.). We speak here of "external systems".

The third main group of systems is characterized by the fact that the ESC itself uses
in the "mandating" another system to increase directional stability.

The pressure monitoring indicator tire, which uses treated ESC measurement values
for a driving assistance function, represents an exception. It therefore acts as an
external system, despite the fact that the RKA software is integrated into the ABS /
ESC calculator. That is why in our list, the tire pressure monitoring indicator is in the
category of external systems.

Control systems based on ABS / ESC external systems Systems mandated by the ESC

ABS (antilock braking system) ACC (Active Cruise Control) Dynamic steering (for ESC and DSR)
EBD (Electronic Brake-force)
Electromechanical power steering (DSR)
GRA + (speed controller "more")
HBA (braking device)
propulsion engine (for ASR and MSR)
FBS (Fading Brake Support)

Drying the brake discs

EPB (electromechanical parking

OHBV (hydraulic brake assist. Optimized) brake)

MSR (control of engine braking torque) RKA + (pressure monitoring
indicator tire "more")

ASR (traction control)

EDS (electronic differential lock)

Hill Start Assistant

Startup Wizard

ESC (Electronic Stability Control)

electronic limited slip differential (locking differential

inter-wheelers)

wheel torque control selection

descent assistant

Stabilization of the coupling

Detection of a luggage carrier

Influence on the brake

Influence on the start / acceleration

Influence on driving dynamics

11
Control systems based on ABS / ESC

The order in which the traction control systems "classic" corresponds approximately to the This order was chosen for a clear presentation of the system extensions.
history of their development.

The anti-lock system (ABS)

History, basic function

In explaining the "Kamm circle", it was already given the example of a brake for which the
braking force is so high that it is no longer possible to establish lateral guide forces. The
vehicle is more airship in this situation. from

1920, a hydraulic system for the aerospace implementation, which aimed to limit the
maximum braking force and the locking of the braked wheels was developed.

Following this, a patent describing this type of control applied to the automobile was
awarded to Bosch.
It was in 1969 that the first ABS system with electronic control of the company ITT
was presented to the public. Audi AG, the Audi 200 was in 1980 the first vehicle
model to be equipped with ABS Bosch.

475_017

The principle of operation of the ABS is to limit the brake pressure to a value still As road conditions can vary during braking, the system must be able to maintain brake
enabling the transmission of lateral guide forces. pressure or authorize, for fast regulation process, the establishment of a brake
pressure by the driver or although the reduction in brake pressure (see example
below).

brake pressure

Time

= 0.3 = 0.8 = 0.5

475_018

The driver starts braking in wet conditions (section 1). brake pressure induced by the
driver would, for these road conditions, a wheel lock. The ABS must control the braking
force to an appropriate value, as the condition of the road does not change (section 2).
Thereafter, the road conditions change, as the coating is dry now, the brake pressure can
be increased slightly (section 3).
After the increase, there is again a new control value (section 4). When the wheels come
on the coating of wet pavement, reduce the brake pressure to prevent blocking (section
5). The objective of this control strategy is to reduce the braking stroke to a minimum
while maintaining the steerability of the vehicle.

12
technical implementation

Overview
We will present briefly, taking as an example Audi Q5, all system components necessary Achieving the required braking pressure is generally provided by the following three
to achieve control systems explained below. The components marked in blue are control functions:
essential to achieving the ABS function.
constant maintenance of the momentary braking pressure
Decrease the momentary braking pressure
Increasing the instantaneous brake pressure

In the following text, the three control functions will be designated by "maintaining brake
pressure", "brake pressure reduction" and "generation of braking pressure".

Calculator ABS / ESC (1) Witnesses and displays for driver information transverse acceleration transmitters / longitudinal and
- Calculates the required braking pressure - controls the (2) yaw rate (3)
actuators - Measure the dynamic behavior
the hydraulic unit vehicle in the longitudinal and transverse directions as
well as rotation about the vertical vehicle axis

(2)

steering angle transmitter (4)

- Measures the position / movement of the steering wheel

(5)
Control ASR / ESC (5)
- Influence on the driver
ESC / ASR functions

(4)

(8)

(1)

(3)
(6)
475_019
(7)

Hydraulic unit ABS / ESC (6) Brake light switch (7) Speed Sensors (8)
- Contains actuators for carrying - Delivers a signal upon actuation of - Measure the wheel speeds - a separate
braking pressure necessary the brake pedal sensor is assigned to
each wheel
- Closes a / sensor (s) for the recorded
tration of the brake pressure

13
hydraulic unit
The hydraulic unit contains all hydraulic components needed to achieve the generation The unit is completed by pressure accumulators, various internal piping and check valves.
functions, maintaining and brake pressure reduction. It is essentially solenoid valves and Following execution, at least one internal brake pressure sensor is mounted for recording
the return pump and its electric motor drive. controlled braking pressures.

electric motor of the Housing with internal piping and

pressure pump pressure accumulators coils calculating

pump element

brake pressure sensor

047_020a
Piston pressure accumulators
solenoid

275_020

14
HBZ = brake master cylinder with brake booster and brake pedal HR = rear right
wheel brake VL
= Left front wheel brake VR = front
right wheel brake HL
= Left rear wheel brake M
= An electric drive motor of the return pump RFP = Pressure Pump EV

= AV = suction valves Valves

exhaust S
= Battery D
= Shock

1 switching
position (neutral Switching position 2 (with pilot
In order to better understand the hydraulic diagram, we will briefly explain solenoid position) valve)
switch positions. It uses 2/2 switching valves. Designation indicates that it is switching
valves to two connections and two possible switching positions. The valves can be
traversed in both directions depending on the pressure conditions considered.

Electro magnet
On the hydraulic diagram, all the valves are represented in the non-activated switching
state (unmanned). suction valves are open in the neutral position, the closed exhaust
valves.
475_021

When electrical control valve, the latter pass into second respective switch position,
the suction valve closes, the exhaust valve opens.

275_022
suction valve in a neutral position (open) controlled suction valve (closed)

275_023

exhaust valve in neutral (closed) exhaust valve controlled (open)

15
For clarity, only the steering wheel of the brake of the wheel is observed. The ABS
computer allows individual drive all four wheels.

Generating a brake pressure by the driver (without active control)

When the driver actuates the brake pedal, there is also establishing brake pressure with
non-piloted valves (valves in the neutral position). Because of the open intake valves, the
direct connection of the brake master cylinder to the wheel brakes is ensured in all
circumstances. If the driver releases the pedal, the brake pressure is reduced in the
same manner.

475_024

regulatory function "maintaining brake pressure"

If the brake pressure generated by the driver is too high (the brake pressure does not
allow additional lateral guiding force - see "Kamm circle"), the exhaust valves are
considered selectively driven wheel and closed. Although the driver continues to exert
pressure on the brake pedal, the braking force does not increase further.

If the brake pressure can be increased again because of changed conditions, the suction
valve is open again.

475_025

control function "reduction in braking pressure"

If the brake pressure is too high at wheel level considered, the brake pressure reduction
function is activated. The corresponding suction valve is closed, the exhaust valve is
open. For rapid reduction of pressure, internal batteries are met first. If that is not enough,
we must discharge the brake fluid against the brake pressure controlled by the driver.
The required pressure is achieved by control of the electric motor which drives the
discharge pump. The driver notices this process sensitive to slight pulsing of the brake
pedal.

475_026

16
 pressure
braking

Time

Generating a brake pressure by the driver, without controlling the braking pressure control

Generating a brake pressure by the driver, without regulation "brake pressure holding"
control function control function "brake pressure reduction" control function "generation of
braking pressure"
475_027

ABS regulation consists of a rapid sequence of the described features, namely The functions are performed by short pulses of the order of several milliseconds. The
generation, maintaining and brake pressure reduction. graph shows for example that type of pulse sequence.

calculating
The computer detects that a regulation is necessary by ongoing evaluation of the input
signals.
The computer then executes the control through targeted control of solenoid valves and
the return pump. In the case of the first generation of ABS, the computer and the
hydraulic unit were located in different places of the vehicle. Since Bosch 5.3 generation,
the ABS computer and the hydraulic unit are combined into a single unit.

Since the generation 5.7, the ABS / ESC calculator and the hydraulic unit are
also a unit. 475_028

1 wheel speed sensor: right back G44

2
2 wheel speed sensor: front right G45

3 wheel speed sensor: rear left G46 4

wheel speed sensor: Left Front G47

3 8
5 Brake light switch F + test contactor brakes 6

brake pressure transmitter 7

feed pump with electric motor 8

4
9 solenoid valves

ABS witness K47

10 brake system warning light K118

5 9 11 Diagnostic connector 12 Edition,

eg. :

- Vehicle speed

- Signal bad roads

6 11
10

12 475_029

17
Input signals essential for ABS Signal output

wheel rotation speeds: Pilot solenoid valves:

The computer calculates the vehicle speed from the wheel speeds. It compares the
speeds of the individual wheels with the vehicle speed and calculates the brake slip
values.
brake pressure:
The brake pressure sensor measuring the brake pressure in the primary circuit. This
braking pressure is taken into account when determining the necessary control
algorithm. In addition, this signal plausibilise the function of the stop lamp switch / test
brakes.
The calculator delivers the solenoid control signals.
Steering the pressure pump:
The drive of the electric motor of the pressure pump performs the brake pressure
reducing function.
Editing the speed of the vehicle:
The speed of the vehicle is calculated current issued and made available to other users
/ vehicle systems. As the speed determined by the ABS is very precise, it is also the
basis for the speedometer in the instrument cluster.

Signal brake light switch:

The signal is used to detect when the driver starts braking. Editions for driver information:
If necessary, important system information is signaled to the driver as text and by
Signal brake test switch: witnesses. You can find detailed information about the chapter Control and driver
The reverse signal brake light switch is used as a redundant signal. information.

Edition of the bad roads signal:

The signal is sent bad roads if required by the ABS computer to the engine controller.

The engine control unit evaluates the signals of the detectors for detecting the knock
misfires and unstable operation of the engine resulting therefrom.

On bad roads, excitations (forces) transmitted from the floor to the drive wheels can also
cause an engine operating instability. The ABS computer recognizes the bad roads by
use of wheel speed signals. This is communicated to the engine control unit. The engine
control unit thus knows the reason for the engine operating instability and does not react
with interventions in engine management.

475_030

18
sensors

Speed sensors G44-G47:

wheel rotational speeds are measured separately on the four wheels. On all current Audi
models, it uses active sensors. "Active" means that the sensors have their own power
supply and convert physical quantities into electrical quantities or deliver them in digital
form.

The sensors used on Audi vehicles operate on two different physical principles. They use
either the magnetoresistive effect, or the Hall effect.

475_031

Magnetoresistive: Semiconductor
The resistance of a semiconductor varies if it is in a magnetic field which intensity and
direction vary. This resistance variation is the subject of evaluation.

Magnetic tape where the north and south poles are arranged alternately is used as
pulse crown.

magnetic field lines (North Pole)

magnetic field lines (South Pole)

Magnetic tape

475_032

Hall:
When a conductive path through which the current is in a magnetic field, the electrons are
repelled to one side of the conductive path due to the magnetic field. On this side, there is
an excess of electrons. On the other hand, there is a lack of electrons. An electric voltage
can be measured via contacts on both sides of the magnetic track. The polarity (position +
and -) depends on the direction of the magnetic field (blue arrows). Magnetic tape where
the north and south poles are arranged alternately is used as pulse crown. Each pole of
change, there is a change of direction of the measured voltage.

The change number of poles (pulses) per unit time is directly proportional to the speed
of the wheel and is read by the ABS computer. The computer then calculates the speed
(rotational) present for each wheel.

475_033

On the basis of these wheel speeds, the calculator calculates the vehicle speed, which is
delivered as a message on the bus to the attention of other users.

19
brake pressure sensor
On all current Audi models, at least one brake pressure sensor is integrated in the
hydraulic unit; it is not accessible from outside. The sensor measures the pressure in the
primary circuit of the braking system.

electric motor of the pressure Housing with internal piping and

pump pressure accumulators coils calculating

pump element

as during active braking by the driver.

estimated braking pressure in the wheel brakes. ABS regulation is activated if necessary

evaluated by the ABS computer. The measurement values output the basis of the

initiates a braking operation, the braking pressure increases. This is recorded and

information to the computer responsible steering of the brake lights. When the driver
brake pressure
sensor 475_034

Piston pressure accumulators solenoid

computer or the engine control unit. The corresponding computer transmits the

Brake light switch F / brake pedal switches F47 / F63

The brake light / brake pedal is on the current Audi models, with the exception of the Audi The switch signals are, depending on the vehicle model, read quietly by the ABS
A1, the TT and Q3, mounted on the brake pedal. Of the above models, it operates on the
brake master cylinder. The Audi A3, the two versions are used. The ABS computer needs
the information that the driver starts braking for the plausibility of the brake pressure
sensor signal. ABS regulation is activated if necessary as during active braking by the
driver.

475_035 475_035a
Mounting on the brake pedal Mounting on the brake master cylinder

20
Electronic distributor of the braking force (EBV)

During braking of a vehicle, there is an increase of the load on axle at the front axle, while
the rear axle is relieved (dynamic charge transfer). This is due to the inertia of the mass
of the vehicle body. There is generation of a torque about the transverse axis of the
vehicle, to cause a higher load on the front axle. In practice, this effect is observed by a
deflection of the front body at the axle during braking (brake dive).
To avoid an unstable working condition due to a "recovery" of the rear axle, it should not
be applied to the rear axle brake pressure generating transmissible maximum braking
forces. If the vehicle is braked by braking pressures identical on all four wheels, it
'wasting' of the braking distance. This is because braking forces much lower than the
maximum forces that can be transmitted are carried out at the wheels.

Due to the increased load on axle at the front axle, the transmitted maximum braking
forces also increase it. The shedding of the rear axle causes the opposite effect,
communicable maximum braking forces decrease.

475_036

Braking force
gravitational force
Centrifugal force

braking force
braking force

braking skating

EBV ABS
475_037

lateral guiding force

The regulation prevents EBV-braking the rear axle. Depending on the brake slip values This allows for the physical performance of braking as high as possible. The braking
of the wheels of the rear axle brake pressure required at this point is calculated and set distance is reduced to a minimum.
by the ABS computer. At the front axle brake pressure adjusted by the driver continues
to act without reduction. EBV control begins before the ABS control, or to significantly lower brake slip values.

21
Operation
In the past it was uses hydraulic pressure limiters for limiting the brake pressure at the
rear axle. With the advent of ABS, this function may be provided by the EBV function.
Upon detection of a locking tendency of the rear wheels, the brake pressure is limited at
the corresponding wheel brake. It is primarily for this called the function "maintaining
brake pressure" by closing of suction valves.

If necessary, there is also reduction of the braking pressure: this is achieved by opening of
the exhaust valves and closing of suction valves. To reduce the level of pressure, the
brake fluid is forced into the internal batteries. It is only from a certain level is batteries that
brake fluid is pumped back towards the brake master cylinder, overcoming the opposing
force of the brake pedal.

475_026

Reduction of the brake pressure at

Maintenance of the brake pressure at the rear axle level of the right rear wheel

475_039

Note: Legend, cf. Figure 475_020

page 15

In reverse, there is a possibility of over-braking of the front axle by the EBV function. And
reverse is the front axle that gives the direction of travel, a front axle-braking can cause
skidding of the vehicle. The vehicle is then no longer airship. The consequence is, in
terms of driving dynamics, a state of unstable walking accompanying is a high risk of
accident.

This is especially critical when driving backwards downhill on an unstable ground. Audi
also provided the models for all-terrain use (Audi Q7, Q5), the EBV function is inverted in
reverse: the front axle is then dampened with a reduced brake pressure. The condition is,
on the Audi Q7, activating the "Offroad Mode" by pressing the ESC key.

On the Audi Q5, regulation EBV "reverse" is activated when activating the function of
downhill driving assistant. The reverse is detected by the speed sensor. In the case of
speed sensors without detection of the direction of travel (eg. Audi A1, TT), the detection
of the reverse gear is ensured by a corresponding evaluation of the wheel speeds,
475_040
steering angle and the yaw rate.

return
Detailed information on the ESC key functions on page 68.

22
Electronic Differential Lock (EDL)

The following example describes the behavior of the wheels of a driven axle with
conventional center differential: a wheel of a drive axle is on a slippery (low coefficient of
friction between the tire and the road), the other wheel of the axle based on the asphalt,
which has a high coefficient of adhesion. The wheel resting on the slippery ground
running at high speed because the low adhesion between the tire and the road opposes
little resistance to the spinning wheel. In extreme cases (eg. When a wheel based on a
very slippery ground such as ice), the wheel while skating the other is stationary. The
entire power output is then converted to power dissipated by friction instead of being in
propulsion. This behavior is due to the differential action. The latter transmits the same
torque to both wheels. If a wheel has a slip at high acceleration, driving torque transmitted
475_041
fall. The couple, in adverse conditions (such as a wheel lying on the ice) so low that it is
not enough to drive the wheel. The vehicle is then left there with a spinning wheel and a
stationary wheel.

The EDS function remedied. The most high-speed rotating wheel (and of greatest skating)
is braked in a targeted manner. This braking torque (M B) increases the resistance to the
spinning wheel. Or to put it another way: in order to turn the wheel, it requires a higher
drive torque. As, due to the function of the differential described above, the same torque
is transmitted to both wheels, the drive torque increases at the other wheel. This increase
in torque by braking the wheel having the largest skating takes place until both drive
wheels rotate at a substantially identical speed.

475_042

23
Generation
In order to perform the DHS function, actively generating the brake pressure is necessary.
For this, we use the return pump already implemented for the ABS. The ABS hydraulic
unit must be completed by four switching valves in total. The discharge pump can suck
the brake fluid in the reservoir to achieve the EDS function. For the ABS function of
"generation of the brake pressure" to continue to be performed with the corresponding
discharge of brake fluid by opposing the brake pressure controlled by the driver, this
suction line must be closed . This is accomplished by the suction valves (ASV) Extra.
In return, it is necessary during a control EDS that the line from the feed pump to the
brake fluid reservoir is closed in order to establish a braking pressure at the wheel brake
in question. This function is also ensured by an additional solenoid valve for each brake
circuit. The determination of the need of software control, calculation process control and
drive signals to the corresponding solenoid valves and the return pump is implemented in
the ABS computer. Other components of the ABS system changes are necessary to
make the EDS function.

475_043
Hydraulic unit ABS / EDS for front wheel drive vehicles

ASV 1: suction valve Circuit floating piston brake master cylinder

ASV 2 Suction valve of the circuit of brake master cylinder pushrod
AV: exhaust valve
D: Damper
DBV: pressure relief valve
EV: suction valve
RFP: feed pump
S: Accumulator
USV 1: Reversing valve circuit of the floating piston brake master cylinder
USV 2: Diverter valve of the circuit of the brake master cylinder push rod

24
Electronic differential lock EDS operation
Thereafter, the embodiment of the DHS function is explained using the example
of a front wheel drive vehicle.

Generating brake pressure

For the realization of the establishment of the brake pressure, the corresponding suction
valve is controlled by the computer. The suction pipe is then opened and the feed pump
can suck the brake fluid in the brake fluid reservoir via the brake master cylinder.

By closing the corresponding switching valve, the connection between pressure side of
the return pump and brake fluid reservoir is closed. The discharge pump is driven by
control of the electric motor and the brake pressure is generated.

475_044

Maintenance of the brake pressure

For the realization of the function "maintaining brake pressure", the pressure pump is
switched off. The switching of the valve remains unchanged compared to the
"generation of the braking pressure."

475_045

Reduction of the brake pressure

When the control valve is disabled, the direct connection between the wheel brake and
brake fluid reservoir is restored. The brake pressure is reduced.

active braking interventions cause global components of the wheel brakes. To avoid
overheating and damage it would cause, a temperature model is integrated in the
software. The temperatures of the brake discs are calculated on the basis of the duration
of the braking force, the vehicle speed, the braking pressure considered material and
component values. When temperature thresholds are reached, the regulation is
progressively disabled.

Depending on the vehicle model, the EDS is active up to a speed defined.

475_046

25
traction control (ASR)

ABS control assists the driver during start and acceleration. In the case of vehicles
including powerful engine, it can occur in adverse road conditions, an acceleration
slippage increased due to the low coefficient of friction between the tires and the roadway
and high drive torques . In an extreme case, the drive wheels can even skate time. This
not only leads to restriction of the propulsion, but also a deterioration in the steerability of
the vehicle. This can result in critical situations in terms of movement dynamics, during
acceleration during cornering in particular.

The ASR effectively prevents the acceleration slippage reaches a critical level.

475_047

Representation in the "Kamm circle":

The effective driving force (yellow arrow) is greater than the maximum transmissible
force. Skating acceleration reaches a critical value, the RAS begins to regulate. The
driving power (driving force) is reduced to a realizable value in propulsion (orange
arrow).

475_048

Architecture and operation of the ASR system

For the realization of the ASR, no additional software is required in addition to ABS with
EDS. The control software is, as in the case of the EDS, integrated in the ABS
computer. Communication between the ASR and engine management has on all current
Audi models place on the data bus.

ASR gives when skating at too high acceleration around the engine control unit to
reduce the torque. The driving forces in the wheel plane is reduced. The acceleration
slippage is reduced and additional lateral guide forces can be transmitted if necessary.
The vehicle remains steerable by and therefore the case of critical condition described
above is avoided.

On some vehicle models, the control can be disabled using the ASR button (see page
68). Traction control is however always enabled when you put the ignition.

475_049

26
Key input information for the ASR control software are the wheel speeds and the
momentary torque of the vehicle engine ( "engine torque real"). The wheel speed
information is the basis for determining the acceleration slippage of the drive wheels. If
this value is, at a wheel, the prescribed threshold, the TCS is activated. The ASR
determines the engine torque reduction required to reduce slippage to a non-critical value.
It is "asked" to the calculator engine to reduce the engine torque accordingly. The engine
torque to realize is transmitted by the engine control unit as a concrete torque setpoint (
"rated motor torque").
Simultaneously, the box computer receives, on vehicles with automatic transmission or
an automated manual gearbox, the demand not to make gear changes during the active
control.
The engine control unit can realize a reduction in power by corresponding engine
measures level:
Changing the throttle angle variation
Reduction of injection rate and / or removal of injection pulses

Change the ignition angle (ignition delay) or deleting ignition pulses

The measures put into practice depends on the application (the type of vehicle, the
engine, etc.).

Control via the throttle (gas

speed sensor, front left engines)

Rated torque motor

Regulating the injection rate

Speed sensor front right (petrol and diesel)

actual engine torque

Regulation via the ignition

system (gasoline engines)
rear left speed sensor Calculator ABS engine control
/ ASR unit

Management of the box (petrol

rear right speed sensor and diesel)
475_050

Implementation of ASR and EDS

The ASR and EDS are complementary. Both systems have the task of improving the
traction of the vehicle.
ASR affects the regulation, because of the torque reduction, the same on both wheels of
a drive axle. When both wheels have a slip in too high acceleration, the ASR regulation is
the appropriate measure to limit wheelspin.
In given situations, the drive wheels, however, are on a roadway having a "hooking
capacity" different. In these cases, the wheel with the least grip coefficient introduce
skating to the highest acceleration. In this case, the preference is for activation of EDS
control.

If, following the acceleration slippage is too high for both wheels and virtually
identical, ASR is enabled.

27
Regulation of engine drag torque (MSR)

The mission of the MSR control is to limit wheelspin braking at the drive wheels due to
the use of the engine brake. The control software is integrated into the ABS computer.
If, during the march, the driver removes his foot from the accelerator, the propulsion
engine speed is brutally greatly reduced. The drive wheels are then braked accordingly. A
brake slip is generated depending on the conditions of adhesion between the roadway
and tires. In an extreme case, there may be a wheel lock, combined with the loss of
controllability of the vehicle.
By evaluating the wheel speeds, the control software determines the slip values of the
driving wheels. If the brake slippage exceeds, at a wheel, a defined threshold, the control
is enabled. Based on the value of the actual engine torque received by the engine control
unit, the control unit calculates the MSR engine torque necessary to reduce the braking
skid. This calculated value is transmitted by the engine control unit as rated motor torque
demand. The engine control unit performs this couple assigned by corresponding action
at the motor (change in throttle position). The speed of the driving wheels is increased
again and the slippage is reduced. The slip values produced are in a range allowing an
optimum braking torque of the engine. Simultaneously,

The same condition can occur if the driver engages too low in the current operating
condition report.

Throttle position
speed sensor, front left

Rated torque motor

Speed sensor front right

actual engine torque

rear left speed sensor Calculator ABS engine control

/ ASR unit
diesel)
injection rate (petrol and
engines) Regulation of
Operation via the throttle (gas
rear right speed sensor
475_051

The MSR control is activated in case of need when the following conditions are met:

Accelerator pedal not pressed

non-actuated clutch pedal
Gear engaged

MSR regulation is also, in the mentioned conditions, activated in the case of a

braked vehicle.

Bosch ABS / ESC systems have, on vehicles with automatic transmissions, an additional
function that is activated in case of simultaneous operation of the accelerator and the
brake pedal. This function is specially designed for startup and is active up to a vehicle
speed of about 15 km / h. If we first actuates the brake pedal, and then immediately, the
accelerator pedal, the ABS computer bus J104 sends a message to the engine controller.
It is then "asked" to the calculator engine to reduce the engine torque accordingly. The
value of the reduction considered here depends on the value of the braking torque
controlled by the driver. If the value of the actuation of the pedal exceeds the actuating
travel of the brake pedal of a prparamtr threshold (about 30%), the action is
interrupted. There are also drop when running a "kickdown".

28
Electronic stability control (ESC)

Basic principle
The basic principle of the ESC system is quickly described: it is possible to influence the This can be demonstrated very clearly using the example of a tracked vehicle. In this
direction of a vehicle by braking individual wheels. case, this behavior is targeted used to drive the vehicle.

475_052

The braking tracks left leads to negotiate a left turn The braking tracks straight entails negotiating a
right turn

Represented on the vehicle, the front right wheel is braked in forward. The braking Torque = force x lever arm Md = F xs
force F acting on the wheel at a distance s with respect to the vehicle vertical axis.
Accordingly, the braking force generates a torque Md around the vehicle's vertical axis. If there is no correction at the direction the driver, torque causes a change in direction
of travel (right turn).

Md

475_053

29
Design - Overview
Compared with ABS with EDS, it uses a hydraulic unit of modified design. The control In addition to ABS with EDS, it also requires a steering angle sensor to the angle
software of the ESC and other control systems are grouped in a central computer. In before driving. Witnesses and displays inform the driver on system status. The driver
addition to the wheel speed sensors, it requires for the ESC other sensors function, can proceed with a command (key) to various cuts and switching system.
which record the movements of the vehicle. On current Audi models, these movements
of the vehicle input sensors are housed in a central component or in the ABS / ESC
calculator (Audi A1, A3) or else in the computer of the electromechanical parking brake
(Audi Q3) .

Control ASR / ESC

steering angle transmitter

transverse acceleration transmitters /

longitudinal and yaw rate

Calculator ABS / ESC with 475_054

hydraulic group

Components of the system modified / additional for realization of the ESC

thirty
Operation
As the name suggests, ESC serves to stabilize the vehicle in the case of critical operating
states in terms of driving dynamics. To do this, the system typically uses three sources of
influence:
Establishment active brake pressure with brake intervention targeted wheels
Intervention in engine management to a power reduction
Intervention in the management of the gearbox in view of inhibition of the shift
transition
On vehicles with dynamic steering, stabilizing corrections of the steering angle are also
initiated by the ESC as needed. (For detailed information see pages 64/65) braking
interventions constitute the bulk of regulation.
Power reduction is achieved by the same measures as those applied to ASR. (See
pages 26/27)
Without ESC regulation: the vehicle oversteer and does not follow the desired path
With regulation ESC: a stabilizing torque is generated around the vertical axis of the vehicle target braking the left front wheel. Oversteer is avoided
and the vehicle follows the desired trajectory.
An ESC control with braking intervention is illustrated below using the example of an
avoidance maneuver:
The driver noticed a car stopped in front of him on their lane. He quickly makes a turning
to steer the vehicle on the adjacent left lane. Due to adverse road conditions, the vehicle
tends to oversteer, the rear of the vehicle tends to skid. Without regulatory intervention,
the vehicle "would be through." A steering-initiated against the driver does not suffice to
stabilize the vehicle. ESC reacts by generating a braking pressure actively at the front left
wheel. The torque thus generated acts against the slippage of the rear of the vehicle and
therefore stabilizes the vehicle.
The ESC regulations take only a few milliseconds. They use sub-functions "generation of
brake pressure," "maintaining brake pressure" and "brake pressure reduction" that we
have already described.
475_055
475_056
31
System components

hydraulic unit
Compared to the hydraulic unit ABS / EDS, no extension is required for the ESC
regulation. EDS is able to automatically establish a braking pressure at the wheel drive.
The ESC, however, must be able, on vehicles with front wheel drive, individually control
the brake pressure at all four wheels. In addition, the suction valves of the return pump
must, unlike the DHS able to switch even in case of total brake pressure controlled by
the driver. This is necessary because, unlike the DHS, the ESC control must if
necessary be performed also during braking.
In this case, the brake pressure at the wheel in question is also increased beyond the
value controlled by the driver. Suction valves used in the hydraulic unit are therefore
special high pressure switching valves. The hydraulic achievement of sub-functions
"generation of brake pressure," "maintaining brake pressure" and "reduction of the brake
pressure" is identical to that of the EDS (see page 25). On current Audi models, the
hydraulic unit is grouped into one component with the computer.

475_057

HSV 1: High suction valve system pressure piston floating brake master cylinder
HSV 2: suction valve high pressure circuit of the brake master cylinder push rod
AV: exhaust valve
D: Damper
DBV: pressure relief valve
EV: suction valve
RFP: feed pump
S: Accumulator
USV 1: Reversing valve circuit of the floating piston brake master cylinder
USV 2: Diverter valve of the circuit of the brake master cylinder push rod

32
calculating
The software of the ESC control is integrated with that of ABS regulations, EBV,
EDS and ASR in a computer.
The computer continuously determines and compares the actual behavior and the
theoretical behavior of the vehicle. If the gap between actual behavior and setpoint
exceeds predefined thresholds, regulation is activated.

Determining the actual behavior of the vehicle:

The evaluation focuses on the measurement values of the yaw rate (yaw moment
around the vertical axis of the vehicle), the longitudinal and transverse acceleration. The
wheel slip values, and the vehicle speed, acceleration and deceleration are calculated
from the measured values of the speed sensors. (The) transmitter (s) brake pressure
deliver information on the momentary pressure in the primary circuit of the braking
system. On vehicles with automatic transmission, the currently selected report also said
the ABS / ESC calculator by a message on the data bus.

475_029a

Determination of vehicle theoretical behavior:

To determine the theoretical behavior of the vehicle, the following driver activities should
be recorded: steering, accelerator operation (acceleration / deceleration) and braking.

The measured value of the steering angle transmitter transmits the desire direction of the
driver. Pressing the accelerator pedal by the driver is transmitted to the ABS / ESC
calculator with a message on the bus of the engine control unit. By the signal stop lamp,
the calculator takes into account a braking initiated by the driver. The measured value of
brake pressure transmitter provides a redundant signal, which is also the basis of
calculation of stabilizing braking interventions ESC.

Driver's wish steering angle transmitter Engine control unit

Direction of desired speed Brake light switch and brake pedal switch brake
desired deceleration pressure transmitter behavior

ESP intervention if the behavior of

the vehicle does not match the
driver's wish

vehicle behavior braking pressure generator speed sensors

yaw rate (yaw torque) longitudinal and longitudinal and transverse acceleration
transverse acceleration transmitters gearbox calculator yaw sensor
actual vehicle behavior theoretical vehicle

475_058

33
Synoptic ESC system

11

AT
12
3

13

17

14
6

15

16

475_059

1 wheel speed sensor: right back G44

2 wheel speed sensor: front right G45
3 wheel speed sensor: left back G46
4 wheel speed sensor: Left Front G47
10 5 steering angle transmitter G85
6 Brake light switch /
brake pedal switch F / F47
7 brake pressure transmitter G201
8 sensors ESP unit, with: G419
- transverse acceleration sensor G200
- Yaw sensor G202
- longitudinal acceleration sensor G251
9 electronic calculator sensors J849
(Replacing G419) 10 Operation of
ASR / ESC E256
11 hydraulic unit with pressure pump
and switching valves 12 Solenoid
13 LED ABS
K47
14 brake system warning light K118
15 Indicator ESC / ASR K155
Witness 16 2 ESC / ASR K216
17 Diagnostic Connector A
calculator ABS / ESC

34
sensors
To achieve these extremely complex regulations, wheel speed signals alone are not All movements of the vehicle are recorded by special sensors - lateral acceleration,
enough. It is important to know the movements of the vehicle (vehicle dynamics) and longitudinal acceleration and yaw torque (rotational movement around the vertical axis of
those of the steering angle. the vehicle).

steering wheel angle (or steering angle) indicates the driver's (direction desired).

yaw moment

Steering angle

wheel speed

longitudinal acceleration transverse acceleration 475_060

steering angle transmitter

Three different sensors are used on current Audi models. All used sensors transmit the
steering wheel angle on the data bus.

The sensor implemented in the Audi Q7 features a optical operating principle.

When the light diodes (3) arrives via the incremental shadow mask (1) and the absolute
outperformed mask (2) on the optical sensors (4 + 5), there is generation of a signal
voltage varying due to the not variable of the toothing.

This "coding" is evaluated by the electronics and delivers an angle information in the
measurement range of 0 to 360 .

475_061

35
On current models Audi A3, TT, Q5, A8, R8, a call is made to a sensor system which
determines the steering angle on the basis of a camera system.

mounted photodiodes (fixedly) in the sensor housing act as "cameras". A coded disc is
connected to the steering shaft. This disc contains several tracks encoded, analog and
digital (similar to a bar code). Unprinted areas of these tracks are coded as transparent.
LEDs are used as light source.

The photodiodes receive light passing through the transparent areas of the code tracks
photodiodes
and thus sweep the each turning movement coded tracks of the steering wheel. Detecting
the position of the steering wheel in the steering angle range of 0 -360 (in the region of
one rotation) or in the range of 361 -720 , is ensured by a further mechanical
engagement. As a microgroove disk, a small lever is guided in a volute track on the encoder disc
underside of the encoded disk. Evaluation of coded signals and the position of the
mechanical lever deliver the steering wheel angle signal.
475_062

LED

encoder disc

sensing lever

Track volute

475_063

encoder disc

On models Audi A6 and A7 present, it is used a sensor whose operation combines optical
and magnetic principles. The optical sensor operates similarly to the sensor described
above. The code disk is connected to the rotor to which is attached the steering shaft. The
rotor has the form of a pinion. This pinion is in permanent engagement with a second
pinion, smaller, mounted in the housing. This second pinion is connected to a permanent
bipolar magnet. Each movement direction imparts a rotation to the magnet. Two Hall
sensors fixed in the housing record the position (steering angle) of the magnet. For
evaluation of the optical signal and the Hall signal, the electronics can record the entire
adjustment range of the steering wheel angle.

475_064

optical system magnetic system

36
transverse and longitudinal acceleration sensors and yaw rate

Two types of sensor units, which are integrated in the actual sensors are used.

The Audi A1, A3 and Q3 current are exceptions. On the Audi A1 and A3, the sensors are
part of the ABS computer J104. The Audi Q3, the sensors are integrated into the parking
brake J540 calculator.

475_065 475_065a
The ESP sensor unit G419 'classic' team vehicles without FlexRay data bus.
electronic calculator ESP sensor unit G419
the J849 sensors

The transverse and longitudinal acceleration sensors operate on the principle of

"seismic mass." In our simplified representation, an oscillating weight is between two
capacitor plates. The mass has bilateral contacts, so that two capacitors are formed
with the two outer capacitor plates.
Plates of Capacitor C1
seismic mass
capacitor capacitor C2

silicon spring

475_066

During acceleration of the vehicle, the position of the mass varies due to the inertia of Acceleration

the latter, between the capacitor plates. The distance plates of the two capacitors while
also varies. When the distance increases, the capacitance decreases. In the example,
capacitor C1 of the capacity is decreasing, C2 increases. These capacitance variations Capacitor C1
seismic mass
are evaluated by the electronics and a direct measure of the acceleration considered. capacitor C2

475_067

The longitudinal acceleration sender is required on the Audi A3 and TT equipped with
quattro drive and / or a startup wizard Hill / startup wizard. On these models, the quattro
transmission is performed by a Haldex coupling. Due to its operating principle, there is,
when the coupler is closed, a fixed coupling of the front and rear wheels.
If low-adhesion, ESC can not, in certain circumstances, to determine with sufficient
precision the actual vehicle speed from the measured values of the speed sensors. The
longitudinal acceleration transmitter signal can then be used as reference signal. For the
startup wizard functions coast and startup wizard, it is important to know the angle of
inclination of the
floor. The longitudinal acceleration sender also functions on the principle of "seismic
mass." According to the importance of the angle of inclination of the road, the gravitational
acceleration effect (gravitation) on the seismic mass also varies, and with it the measured
value of the sensor. Models of older vehicles with electromechanical parking brake are
also equipped with a longitudinal acceleration transmitter. These measured values are
evaluated for the parking brake function as startup assistant and hill start assistant.
Following the model of the vehicle, the longitudinal acceleration sender is either part of
the ABS computer J104, is part of the sensor unit of

37
On current vehicles with FlexRay data bus (Audi A6, A7 and A8), determining the
movements of the vehicle is provided by the electronic calculator J849 sensors. Several
versions of this computer are implemented depending on the vehicle equipment. In the
maximum equipment version detection sensors for longitudinal acceleration, vertical,
lateral and torques around the three vehicle axes x, y and z are integrated. The
transverse and longitudinal acceleration signals as well as the yaw rate about the vertical
axis of the vehicle (yaw moment) are important for the ESC.

475_068

x
there

475_069

return
You will find detailed information on the design and operation of electronic computer sensors in the self-study program 458.

38
hydraulic assistance for emergency braking (HBA)

Analysis on braking behavior in emergency situations show that the majority of drivers The objective of the HBA is increased, in case of emergency braking, the brake
do not operates the accelerator with enough force. physically achievable braking forces pressure so as to perform a short braking distance as possible while maintaining the
are not achieved, there is "waste" of the braking distance. steerability of the vehicle.

The HBA is a functional extension of the ESC and is integrated in all current Audi models.
For safety reasons, it can not be deactivated by the driver.

How a braking control with HBA

The following conditions must be met for the activation of the HBA:

The brake pressure controlled by the driver must match a minimum value
(approx. 30 bar).

The establishment of the speed brake pressure must be a minimum.

The stop lamp switch from the brake pedal must be pressed (the driver
brakes). 475_070

In the case of an emergency brake, the driver actuates the brake pedal at a significantly
higher speed and with a greater force than in the case of a preventive braking (braking
comfort). It follows a very rapid increase in brake pressure. Whereas in the case of a
braking comfort, the settling speed of the braking pressure is approximately in a range
of 30 to 60 bar / s, it is the multiple of this value in the case of a braking emergency.
The control unit recognizes the emergency braking situation by evaluation of the rate of
increase of the brake pressure. This information is provided by the pressure sensors in
the hydraulic ESC control unit.

brake pressure

t [s] 475_071

braking comfort

Emergency braking

Phase 1
A speed threshold for generating the brake pressure induced by the driver is exceeded,
the emergency braking situation is detected. The active establishment of the brake
pressure is initiated. There is why control of high pressure switching valves and switching
valves. The pressure pump is driven and sucks the brake fluid from the high pressure
switching valves. brake pressure controlled by the driver is subject to an additional
increase in active generation of pressure in the four wheel brakes. The objective is to
trigger as soon as possible the ABS control.

475_072

39
Phase 2
Because of the braking into the ABS control range, the vehicle is decelerated by the best ABS control is ensured by the functions "generation of the braking pressure,"
braking deceleration physically possible while fully retaining its steerability. "maintaining brake pressure" and "brake pressure reduction".

Enabling the HBA Shedding the brake pedal Cutting off the HBA

ABS control range

brake pressure

475_073

t [s]
Pedal pressure the driver brake pressure
regulated by the HBA

In each brake circuit, then there is regulation with the suction valve assigned to the wheel
with the lower brake pressure and the wheel with the higher brake pressure with the
reporting reversing valve.

In the example shown, the brake pressure in the wheel brake front right is greater than
the left rear. front right brake pressure must, "maintaining brake pressure" not be
increased more, the left rear pressure may continue to rise. The corresponding suction
valve to the right front wheel is controlled. The link wheel brake pump is interrupted. A
new generation of pressure can take place at the left rear wheel due to open intake valve.

If we maintain here too the pressure constant braking, the corresponding suction
valve is also closed.

475_074

Phase 3
The driver releases the brake pedal. It is detected by evaluation of the braking pressure
sensor pressure signal and the HBA control is interrupted.

HBA on vehicles with Adaptive Cruise Control (ACC)

On vehicles with ACC, the traffic situation ahead of the vehicle ACC is "observed"
continuously by the radar sensors. This also occurs with the ACC is not activated by the
driver. If a situation represents a high potential accident risk is detected, the HBA system
activation conditions are altered. The function is already activated earlier, during a school
speed brake pressure so low. This allows sensitive trigger a new braking distance
reduction in the event of emergency braking.

475_075

40
electronic limited slip differential (locking differential
inter-wheelers)
The electronic differential lock serves to improve traction when cornering and to reduce /
neutralize the tendency to understeer and increase dynamic. This system is used on the
traction Audi models before. The transverse electronic lock is a software extension in
the ABS / ESC control unit. The control is always activated when needed and can not be
deactivated by the driver.
In each turn, the centrifugal force into action. It occurs at the center of gravity and is
radially outwardly of the bend. The result is shedding the inner wheels in the corner and a
greater stress on the outside wheels in a turn. As has already been explained in the
chapter "Basic knowledge of driving dynamics," larger forces to the wheel contact point is
usually transmitted when the load on the wheel increases. This means that higher drive
forces can be transmitted at the outer wheels in the turn at one of the inside wheels to
turn. This is however not possible in the case of the implementation of a conventional
differential for compensation regime.
Centrifugal force
force of gravity to the outside of the turn gravitational force within the torque curve
Due to the centrifugal force acting on the center of gravity of the vehicle body, it results a couple more strongly urging the outer wheels in the turn. Force of gravity to
the outside of the bend> force of gravity to the inside of the turn
A conventional differential still divides the total torque propulsion equally (50%) between the two
drive wheels.
The differential "distributed" always the total torque of the drive for 50% on each drive
wheel (see also in this connection the explanations on the functioning of electronic
differential lock EDS).
As at the inner wheel in the turn, only small driving forces (and therefore lower pairs) are
transmitted due to the lower load exerted on the wheel, only the same driving force (the
same torque) than the inner wheel in the curve can be transmitted in spite of the higher
potential.
Unlike the regulation EDS, the electronic differential lock acts preventively, when there is
no critical skating at the wheels. The control software considers this purpose the load
variations on the wheels based on the vehicle behavior. Vehicle behavior is here
essentially determined on the basis of measured values of steering angle sensors and
lateral acceleration.
The control is similar to the active braking interventions of regulation EDS.
However, as there is already control before it happens critical slip values, braking
interventions may take place with much lower brake pressures than in the case of
regulation EDS. The material is then formed and the control comfort increased. EDS
control remains active but only operates as defined slip values.
475_076
475_077
41
 M AT

M A max outside in Turn

M A max inside in Turn

at there 475_078

drive torque to the inside of the turn driving torque

outside the braking torque curve

The graph shows the transmission of the wheel drive torques M AT depending on the
transverse acceleration at there. can generally be seen that the maximum transmittable
torques at the outer wheel in the curve increases as the lateral acceleration increases. At
the inner wheel, they diminish in proportion about.
1.) Turn with open differential without intervention of the transverse locking:
2.) + 3.) Toned with open differential and limited slip intervention:
Due to the active generation of braking pressure, an additional braking torque is applied
at the inner wheel in the curve relieved. This additional braking torque increases the total
torque at the wheel, since an additional drive torque is required to overcome the braking
torque. The result is the action of a higher drive torque (a value equivalent to the total
torque to the inside of the turn) at the outside wheel.

The transmittable torques are, at the outer driven wheel in turn biased, equally high at
the level of the inner driving wheel in the relieved corner. Higher driving torques could
however be transmitted to the outer driven wheel in the turn. This is not possible
without additional braking interventions with a conventional differential.

yaw moment

The higher driving force from the outer side of the turn causes a torque (steering torque)
about the vehicle vertical axis. This yaw torque assists the driver when steering and then
results in agility (dynamic) significantly higher vehicle.

The electronic differential lock is not active at very low values of friction between the tire
and the road. The function can not be deactivated by the driver.

475_079

42
wheel torque control selection
The wheel-selective torque control appeared on vehicles with quattro drive. The system is
a further development of the electronic limited slip differential. individual automatic
braking interventions are possible on all four wheels. The operation corresponds broadly
to that of the electronic limited slip differential. The wheel-selective torque control is
already active by braking interventions before a skating at high speed can be established.
Road behavior is significantly longer neutral. Understeer when
steering and acceleration is virtually neutralized. ESC control interventions take place
much later, provided they are still needed. As the electronic limited slip differential, control
of wheel-selective torque is not active when the coefficient of friction between tires and
road is very low.
The wheel-selective torque control is also a software extension in the ABS / ESC control
unit. The control is always activated when needed and can not be deactivated by the
driver.
Walk in a straight line:
The load on the wheel and the driving torque is
uniformly distributed.
Bend under load:
Due to the centrifugal force, there is offset of the load
on the wheel toward the outer side in the bend.
By braking interventions at the inside wheels in the turn,
the drive torque is diverted to the outside wheels in a
turn.
The resulting yaw torque helps the car turn into the
turn.
475_080
43
Start Assist Systems

On Audi models it uses three different systems to assist the driver when starting. The The other two systems, the "Hill Start Assistant" and "Start Wizard" using the hydraulic
"Start Assistant EPB" is exclusively carried out on the parking brake electro vehicles ABS / ESC for start-up assistance.
(EPB) EPB and uses the function. We will not discuss this system further, because it
works without the intervention of active braking. The corresponding control software is integrated into the ABS / ESC calculator.

Hill Start Assistant

Force slope

The hill start assistant was proposed for the first time on the Audi A3 2006 vintage.

The system was developed to help the driver on hill starts, if somewhat fluid circulation
particular. Over the inclination of the slope, the greater the component of the
gravitational force by decreasing the non-braked on the slope is large vehicle: the
gradient force.

A critical time when hill start is the period between the passage of the foot from the brake
pedal to the accelerator until the establishment of the required torque of the drive motor. If
this period is too long, the vehicle recedes before a torque sufficient to drive the vehicle is
available. This is where the "hill start assistant."

The hill start assistant is activated when the following conditions are met:

475_081
The vehicle is stopped, the detection is performed by the speed sensor.

gravitational force
(depending on model)
The Audi A3, TT and Q3, the driver's door must be closed. The main engine
is running.

The gradient of the roadway (mounted) is higher than approx. 3-5%. The
detection is performed by the longitudinal acceleration sensor (see page 37).

44
During braking by the driver, the switching valves are opened in the hydraulic unit
ESC. brake pressure controlled by the driver is supplied to the wheel brakes.

475_082

When the driver releases the brake pedal, the switching valves of the hydraulic unit ESC
are closed. Brake pressure previously controlled by the driver is well preserved, the
vehicle can not roll back. This stop function is limited in time approx. 1.5 s maximum.
Once the elapsed period, the control valve is cut. This is enough to change the foot place
to start immediately. In general, the transposition occurs more quickly, so that the driver is
already accelerating after less than 1.5 s. The control logic determines on the basis of the
inclination of the slope the engine torque required to prevent the vehicle from moving
backwards. Once the torque reaches,

The angle of inclination of the floor is determined by the longitudinal acceleration sensor
(depending on the vehicle model, the ABS / ESC calculator, in the unity of sensors G419)
or the electronic calculator J849 sensors.

The momentary engine torque is transmitted to the ABS / ESC calculator by the engine
control unit via a message on the bus.

The function can not be deactivated by the driver.

475_083

Currently, this function is part of the standard equipment on all vehicles with automatic
transmission. It is optional on Audi A1, A3, TT and Q3 with manual transmission. The
Audi Q7, the function is performed by the active brake servo and not by the hydraulic
ABS / ESC.

45
On vehicles with manual transmission, the information represented on the graph are On vehicles with start-stop system and manual transmission, the gear position is detected
used for determining the release point of the service brake. On vehicles with automatic by corresponding and taken into account in regulating sensors.
transmission, the inclination of the slope is also taken into account in the regulation.
On vehicles without start-stop system with manual transmission, detection of the
direction desired requires assessment of the contactor reversing lights.
Via a message on the bus of the engine control unit, the software controller receives
information about the operation of the accelerator. Here it is primarily the operating
speed of the pedal is evaluated. The accelerator operation characterizes the restart
time by the driver.

Tilt the floor

propulsion engine torque

Actuation of the accelerator pedal

Direction of desired

475_084

The Startup Wizard Hill is also activated when the start-up takes place in reverse. The
reverse gear engagement is signaled to the ABS / ESC calculator with a message on the
bus.

475_086

46
Startup Wizard

The Startup Wizard is a development of the hill start assistant. Unlike the hill start
assistant, the system can be activated and deactivated by the driver. Also, when the
function is activated, the vehicle is kept braked during any downtime of the vehicle,
regardless of the angle of inclination of the road. The condition in this case the vehicle
has been braked to a standstill by the driver.

The Startup Wizard also operates the function of the electromechanical parking brake
(EPB) and therefore depends on the vehicle equipment.

475_087

Auto Hold function button E540

The Startup Wizard performs three functions:

When the driver brakes the vehicle to a standstill, the startup assistant holds the
vehicle braked during the time of the judgment. This relieves the driver, who must not
apply the brake for the duration of the asset to avoid the vehicle starts rolling.

During startup, the brake is released when the drive motor torque is sufficient to
prevent the vehicle from rolling in the case of an inclined floor.

If the vehicle is stopped with activated startup wizard, the parking brake is 475_088

automatically activated in the following conditions:

the driver's belt buckle is open

the driver's door is open
the ignition (terminal 15) is cut

475_089

475_090

47
To activate the Startup Wizard, the following conditions must be met:

The driver's door and the driver's belt buckle closed

The main engine is running

The Startup Wizard has been activated by pressing the Auto Hold E540

The ESC and EPB operate without default

Operation
In the vehicle stops, the reversing valve in the hydraulic ESC control unit are closed.
braking pressure applied previously by the driver is well maintained. If the brake pressure
controlled by the driver is too weak to keep the vehicle safely stop, an additional brake
pressure is generated by the ESC.

As the coils of valves are heated during steering, the length of the command is limited in
time. Once the maximum temperature of approx. 200 C is reached, there is "transfer" to
the electromechanical parking brake (EPB). The parking brake is then mechanically
closed and the vehicle is kept braked state throughout the period of immobilization.

475_083

The driver is informed of activating the function by the LED in the key and a display (P) in
the instrument cluster. If the EPB takes the braking function relay, the color display in the
instrument cluster changes from red to green. When the driver continues his journey, the
brake is opened again when the engine torque is sufficient to prevent the vehicle from
rolling backwards.

475_085

The Startup Wizard is an option on current Audi models A4, A5, S5 and Q5.

On models A6, A7 and A8, the Startup Wizard is part of the standard equipment.

The Startup Wizard is not available in North America.

return
For further information on the Startup Wizard, see the self-study program 394.

48
descent assistant Force slope

The descent assistant aid the driver during raids in any field.

Under the effect of the gradient force, a vehicle traveling downhill is accelerated even if
the driver does not operate the accelerator. The descent assistant sends a selective
braking of the vehicle wheel to ensure a constant vehicle speed. The steerability of the
vehicle is further enhanced by a targeted distribution of the braking force.

The function is realized by additional software in the ABS / ESC calculator. It is

available in standard equipment on the Audi Q7 and Q5.

The operating principle is the same on both models: when the couple propulsion motor
inertia is not enough to avoid a vehicle acceleration, active braking interventions take
place. The pressure pump is driven and the wheels are braked considered by generating
a brake pressure. As with DHS or the ESC, it is called for lowering the brake pressure
generating sub-functions assistant, keeping the braking pressure and reducing pressure
braking. The ABS control remains active.

475_092

gravitational force

Applications differ on points of detail in the Audi Q5 and the Audi Q7.

The Audi Q7, the function is activated by pressing the button ASR and ESC and the
engagement of the offroad mode. On the Audi Q5, the driver can activate using a
separate command.

475_093

Control ASR / ESC on the Audi Q7

475_094

activation control the descent assistant on the Audi Q5

49
The downhill assistant is activated automatically when the following conditions
are met:

Audi Q5 Audi Q7

The function is activated using the key. The offroad mode is active.
The vehicle speed is in a range of 9 to 30 km / h (vehicles with manual gearbox) The vehicle speed is below 20 km / h
and 4-30 km / h (automatic). The slope is around 10%.
The accelerator and brake are not actuated.
The slope is around 10%.
The accelerator and brake are not actuated.

The downhill assistant is also activated when no gear is engaged, the transmission is in
N, or by running back downhill.

The driver can at any time increase or decrease the speed by pressing the accelerator or
the brake. During actuation, the control is turned off. When the driver removes his foot
from the pedal, the new set speed is maintained.

475_095

50
Drying the brake discs
In the case of a wet road, it is not possible to avoid that water and impurities are
deposited on the brake discs and clutch facings. This has a negative effect on braking.
At initial time of application of the brake lining on the brake disc, the film of water
substantially reduces friction between pad and disc. The expected braking action only
takes effect once the eliminated or evaporated moisture.
operation:
In case of detection of water on the floor, the brake linings of the wheel brakes of the
front axle are periodically applied to the brake discs with a low brake pressure (0.5 to 1.5
bar, depending the vehicle model). The film of water / impurities between pad and disc is
thus eliminated. Because of the low brake pressure, the driver does not perceive the
regulation and it does not occur noticeable wear of the lining or brake disc. The period of
application of the brake lining is very short and takes, depending on the model, only a
few seconds.
This causes the "waste" of valuable braking distance. It is not possible to completely
avoid this behavior by technical systems. The brake discs drying function, however,
allows a considerable improvement. Drying the brake discs is a software extension in the
ABS / ESC computer and is carried out on all current Audi models. The function can not
be deactivated by the driver.
The periodicity of application of the brake linings is also dependent models; it may
be a fixed interval or may depend on the route.
The detection of the wet requires assessment of the operation of the wipers. When the
wipers are operated by the driver or automatically in the case of equipment with rain
sensor (intermittent included), control is activated as soon as a defined minimum speed is
exceeded.
475_096
51
 Brake pressure [bar]

1.5 bar

0.5 bar

475_097

Time / distance

52
Stabilization of the coupling
Light commuting trailer may, in certain driving situations, increase to cause a state of
critical work. This situation usually occurs from about 75 km / h. Excitations causing
oscillations (eg. Road conditions, grooving, side wind) reinforce the amplitude of the
oscillation. If we do not then leaves the critical speed, oscillation is transformed into a
"rocking". The trailer oscillations are also transmitted to the towing vehicle.
Brake Force
"Tilting Couple"
: Stabilization Couple
The stabilization of the coupling is implemented on vehicles with towing device
mounted factory.
A drawn or electrically connected trailer is automatically detected by the ABS / ESC
control unit.
In case of retrofitting with a compound of original parts hitch Audi, the ABS / ESC
calculator Bosch is in the case of ESC systems recoded online. It is also appropriate to
modify the target data container of the SVM database (management software version).
!
Note
This function is only available in case of equipment of a factory hitch or a retrofit with Audi original parts.
These movements yaw about the vehicle vertical axis are detected by the G202 yaw rate
sensor or the electronic calculator J849 sensors and evaluated by the ABS / ESC J104.
If necessary, short ESC stabilizing control actions are performed alternately at the front
axle and the rear axle at the beginning of the control. If that is not enough, we must
leave as soon as the critical speed. For this, the ABS / ESC calculator load the engine
control unit to reduce the engine torque to reduce vehicle speed. All four wheels are
braked simultaneously by the ESC.
475_098
The stabilization of the coupling is a software extension in the ABS / ESC control unit.
It can not be deactivated by the driver.
In the case of ESC systems of Continental, stabilization of the hitch is activated
automatically when needed if a trailer control unit is installed and detected by the ABS /
ESC control unit.
53
Fading Brake Support (FBS)
In the case of very heavy loads on the brake system, a "fading" (loss of braking) may
appear. The braking force decreases, although the driver constantly maintains and even
increases the pressure on the brake pedal. This effect is caused by high temperatures of
the brake disc and the brake lining. The coefficient of friction between disc and pad
reduces the braking force transmitted fall. This braking force loss is compensated by
additional generation brake pressure of the ESC pump. The control logic implemented in
the ABS / ESC computer evaluates the brake pressure controlled by the driver at the
braked wheels.
braking torque
setpoint curve without fading Actual curve with fading
without assistance ESC braking torque by ESC
54
If the deceleration of the wheel to a high brake pressure does not correspond with the set
target values, the computer detects a fading. When configured thresholds are exceeded,
the regulation FBS into action. The ABS / ESC calculator performs an active brake
pressure setting in addition to the braking pressure initiated by the driver. The brake
pressure value realized is calculated so that the braking action on the vehicle is identical
to that of a braking without fading. The driver notices the regulation by a sharp
deterioration of the braking comfort; the active control is not displayed.
As soon as the brake pressure is reduced substantially by the new driver, the regulator is
deactivated.
475_099
Pedal effort
 Optimized Hydraulic Brake Assistance (OHBV)

The power mode depression most effective booster is operating the depression of the
combustion engine intake manifold. Depending on the engine versions and box used, the
depression of the intake manifold, however, not always enough to defined load states.
This may for example be the case on gasoline engines with automatic transmission,
especially during the cold start phase. If, in this case, the throttle is wide open, the
depression of the intake manifold fall. Due to the lack of depression, the brake booster of
the activation point is reached earlier. It occurs when no other braking assistance. A new
braking pressure generating n '
The necessary depression can generally be provided by a separate generator (eg. A
pump electrical / mechanical depression). The lack of depression may also be offset by a
brake pressure active property. The ESC computer compares the required depression
(set) with the actual value in the intake manifold. When recording a defined gap, the
computer initiates an active generation of pressure for driver assistance. brake pressure
seen at the wheel brakes is then set to the value that would exist if sufficient vacuum
supply. The driver barely notices this "aid" to him, the relationship between the pressure
of the pedal and the braking force performed remains the same. This is also the

brake pressure

setpoint curve

Curve with level too low depression

475_130
Pedal pressure

Brake assist by OHBV

activation point of the brake booster of the reference curve activation point of the servo
brake in case of vacuum level too low 1 2

The OHBV function has been implemented on the first time in 2004 on the Audi A3. A
differential pressure sensor there was used for the measurement of the pressure /
vacuum. The brake booster activation point was determined by measuring pressures in
the two chambers of the brake booster. The activation point is reached in case of
pressure equilibrium. If this happened to too low brake pressure, the OHBV feature was
enabled by initiating a braking pressure generation.

Currently, there is performed a direct measurement of the vacuum in the intake manifold
by a sensor in the line from the intake manifold to the brake booster.

475_131

55
Indicator monitoring tire pressure (RKA)
ESP is also on virtually all new Audi models, the head of indirect measure tire pressure
control system of the second generation, dubbed VW / AUDI pressure monitoring indicator
tires + (RKA +). The RKA + is a fully software module using ESP as host computer. It
would be workable in principle accommodate this software in any other computer of the
vehicle with a ROM, RAM and a sufficient processor speed. Accommodation in the ESP
has the decisive advantage that the wheel speed signals required by RKA + are already
delivered in the required quality. It is not necessary to take account of separate speed
sensor outputs, with additional signal cables in the vehicle.
Figure 1 schematically represents a curve in case of loss of pressure signals before
left. To identify this "case of failure", the change in the rolling circumference is
evaluated.
wheel speed
Time Frequency
475_101
Detecting a loss of pressure on a wheel (Troubleshooting)
pressure monitoring systems Tire Direct measurement as an indirect call in case of
different levels of tire pressure (front / rear axle, full load / partial load), a system of
order by the customer, where:
we made a replacement wheels / tires (summer / winter) or when replacing the
vehicle (front / back, left / right).
56
475_100
The RKA + uses the raw signals of speed sensors for analyzing rolling circumferences of
the wheels and evaluation of oscillations tire characteristics (spectral analysis) to
conclude indirectly that there is pressure loss as possible. The signals read in addition,
such as yaw rate or engine torque, and to detect the operating condition and plausibiliser
the read wheel speed information. Full spectral analysis information of the evaluation of
the tread circumference and allows, in addition to the display of the position of the tire
concerned by the loss of air, the detection of a gradual loss of tire pressure by diffusion.
To detect a gradual loss of pressure at several wheels, it is mainly used the information
from the oscillations of the analysis (see Chart 2).
Amplitude wheel speed Amplitude
Time Frequency
475_102
Detecting a pressure loss on all wheels (diffusion)
pressures vary in one or more tires, for example due to significant changes in the
load, towing a trailer or after repairing a puncture.
The client must be set to the 4 tires pressures prescribed tires (indicated on the sticker
filling pressures or in the instructions for use) and have recorded this target state of the
tire pressures.

The behavior of these tires for pressure values (either in the optical system of the RKA
+ the rolling circumferences and characteristic oscillations) is then learned by the Loss press. AR tire G!
Against. ts pn. and mem.
system and compared as a reference with the actual condition of the tire behavior.
press. ds MMI

If the system detects explicit deviations from the learned reference state, a tire
pressure warning is issued. If a significant loss of pressure is detected at the level of a
tire (case of failure), the alarm is referenced to the position. If more tires are
concerned, there is issuing a general pressure loss warning. tire pressure loss warning with position indicator 475_091

return
Detailed information on RKA RKA and systems + in the broadcast TV Service 02.12.2010 Audi Training Online.

Detection of a luggage carrier

For the first time on an SUV, a luggage rack is mounted-on the Audi Q5, detected and In the series of roof rail, there was mounted a Hall transmitter connected by a cable to
included in the ESC control logic. A rack is a key influence on the height of the center of discrete ABS / ESC calculator. In the bar, also of series, is a permanent magnet, which
gravity of a vehicle. On the Audi Q5, ESC control behavior is adapted to the modified triggers the corresponding sensor signal when the crossbars are mounted.
height of the center of gravity.

475_103

Calculator ABS / ESC crossbar with Roof rails with Hall sender
permanent magnet

57
external systems
Electromechanical parking brake - emergency brake function (EPB)

For mechanical basic function of the opening and closing of the parking brake, EPB
does not need the ESC system components.

A special feature of the EPB emergency braking function. As in the case of a

conventional mechanical parking brake, the driver can also activate the EPB during
operation in case of emergency (eg. In case of failure of the control of conventional
brakes). Particularly in the case of high speeds, in the case of such one incurs the risk
that the brake braking forces to the rear axle of level become so high that it is no longer
possible to transmit lateral guidance forces (see "basic knowledge of driving dynamics"
from page 5). compared to conventional parking brake is notable.

avoid this situation, the ESC assists the emergency braking function. The advantage

re-accelerates. The vehicle is then no longer steerable and there is a major accident. To

emergency braking function is interrupted as soon as you release the button or that you

475_104
An audiblePressure
warningSwitch
signal for
sounds during the actuation of the pressure switch. The
parking brake F234

than approx. 7 km / h. The brake pressure ESC is reduced when the EPB is fully closed.
Operating principle:
If the driver operates at higher speeds approx. 8 km / h the pressure switch F234 parking The EPB starts to close as soon as the vehicle speed has been reduced to a value less
brake (by pulling the control), the vehicle is decelerated by the ESC. An active
generation of pressure takes place at the four wheels. The pressure increases until the
applied deceleration is reached (approx. 6 m / s 2) or by rain / snow season, until the ABS
control.

7 km / h 0 km / h

EPB ~

ESC

475_105

58
Cruise Control (GRA +)

The cruise control helps the driver by performing, from 30 km / h, the speed that wants it.
The conventional systems carry out exclusively by acting on the power delivered by the
propelling engine. These regulations reach their limits when driving on road sections with
a high slope. Despite the reduction in propulsion power, the vehicle is accelerated by
action of the gradient force.

selected speed

The GRA + system also control the operating states. In addition to influencing the
management of the engine, the ESC is, in case of need, "charged" for performing braking
interventions. The ESC achieves braking via the functions "generation of brake pressure,"
"maintaining brake pressure" and "brake pressure reduction."

475_106
The control logic of the GRA feature is part of the engine control unit.

475_106a

59
Adaptive Cruise Control (ACC)

The CCA is an advanced cruise control (GRA). While the GRA performs a speed This is possible using radar sensors apprehending a large area ahead of the vehicle.
selected by the driver, the ACC can also realize remote, selectable ranges, relative
to the vehicle ahead. The distance control computer determines the distance of a vehicle in front and the
relative speed of the own vehicle relative to the vehicle ahead.

return
For detailed information on the operating principle of the ACC, consult the autodidatiques 289 and 458 programs.

GRA ACC

activated activated

Regulating the desired no Vehicle in the registration /

speed regulation beach
radar

Yes

Regulating the desired

distance

475_107

remote control transmitter G259

Integration of ESC regulation in the ACC: (right) and distance control
computer J428

Regulating the distance in a non-critical cases

The desired distance from the preceding vehicle selected by the driver is essentially
performed by reduction of the engine power. If the affected deceleration is not sufficient,
the remote control of the computer "charge" the ABS / ESC calculator to automatically
brake the vehicle. The ABS / ESC then transmits an active generation of the braking
pressure on the four wheel brakes. The maximum braking deceleration is here limited to
about 40% of the maximum deceleration. This limitation is made to avoid confusing the
driver and ensure a good driving comfort. The achievement of the required brake pressure
takes place via the function "generation of the braking pressure"

475_108

60
Regulating the distance in critical cases
In some road situations, the selected distance from a preceding vehicle is no longer
feasible in spite of the braking by the CSE. In practice, this is the case if a preceding
vehicle brakes suddenly or if a vehicle from another line of traffic comes between the
vehicle with the ACC and the vehicle ahead.

In these situations, it is necessary for the driver increases brake pressure "also inhibiting"
and increases the brake to a value> 40% of the maximum deceleration. If the remote
control of the computer detects that the automatic braking is no longer possible to DISTANCE

achieve the desired distance, this is indicated visually and acoustically to the driver.

475_109

Audi braking guard

Audi braking guard is an extension of the ACC function. The system warns the driver
of an imminent collision with a vehicle ahead.
If the driver does not react when the warning, the distance control ECU primer, about 0.9
s to 1.5 s before the last opportunity brake to avoid the collision, a short-term pressure
generation by ABS / ESC control unit. This warning jolt clearly perceptible by the driver is
not used to the deceleration of the vehicle, but to warn once again that an immediate
reaction on his part is essential to avoid the imminent collision.
Approximately at the time of the advance notice, there precharging of the brake system
with a brake pressure of approx. 2 bars by active generation of pressure by the ESC. This
measure serves to reduce the dead time of the braking system and to clean / dry the
brake discs by applying the brake linings on the brake discs. Simultaneously, the criteria
for triggering the hydraulic brake assist (HBA) are changed. Triggering the HBA then
takes place even at low speeds of the pedal.

475_110
- Optical and acoustic warning Emergency alert braking jolt Significant deceleration of the vehicle
- Prefill the brake system traveling in front
- more sensitive response of the HBA

The Audi braking guard functions as described here team current Audi models A8,
A7, A6, Q5, Q7, A4 and A5 / S5 with ACC.

61
Audi braking guard function as Audi pre sense
The Audi pre sense system was implemented on the first time on the Audi A7 and A8 11
and 10 is described in Self-Study Programme 456. The Audi pre sense serves to alert the
driver in situations at risk and the assist within the technical possibilities.

One of the key sub-functions of Audi pre sense system on vehicles with ACC is the Audi
braking guard with extended functionality.

This is the first time here that automatic braking (without influence of the driver) of the
vehicle is in a crash by the Audi braking guard.

Operation
The description below is limited to activities carried out by the ESC in conjunction
with Audi braking guard.

475_111

475_112

Phases 1 + 2
During Phase 1, the functions described above optical and acoustic warning, the
precharging of the brake system and the switching of the HBA place. The urgent
warning occurs in phase 2.
Phase 3
Thereafter, during phase 3, the ESC increases brake pressure to about 50% of the
maximum deceleration for a duration of approx. 1 s. Vehicles traveling behind are
warned of the danger situation by flashing hazard lights.
Phase 4
Approximately 500 ms before the collision, a further increase in brake pressure at the
value of the maximum deceleration of the vehicle takes place. The collision can not now
be avoided by the driver, but with the power of total braking, there is a further reduction of
the speed of approx. 12 km / h maximum. While the driver does not perform any activity to
avoid the accident, the Audi braking guard globally reduces the impact speed of approx.
40 km / h maximum. The consequences of the accident are so much less severe.

The realization of automatic braking is ensured by the "braking pressure generation"

also used for the ESC and DHS function.

62
Phase 4 is generally triggered only when the vehicle is also equipped with Audi side
assist. With this equipment (ACC and Audi side assist), the pre sense function is
available under the name Audi pre sense plus. With the Audi side assist function,
circulating behind vehicles are included in the determination of risk potential. Phase 4 is
initiated if, because of the traffic that follows, there is no additional risk to a total
deceleration.
Unlike the basic function ACC the Audi braking guard also reacts in the presence of
stationary targets. In these cases, optical and acoustic alert the driver takes place and, if
necessary, the warning jolt is triggered. It is however not conducted an active braking.
Since the 2012 vintage, a new feature has been implemented as a sub-function of the
Audi braking guard (first use on the Audi A4 and the A6, A7, A8). This function
performs an emergency brake in a collision with a vehicle in front at speeds below 30
km / h. The ESC realizes, "on behalf" of the ACC, fast generation of brake pressure for
a deceleration of about 8 m / s 2.

This function is also deactivated if the driver turns off the Audi braking guard.

return
Detailed information on the Audi pre sense in the self-study program 456.

order
The distance warning functions / optical / acoustic collision (notice) and the integral
Raise Doc. edge
Audi braking guard feature can be disabled in the MMI if desired.

driver assistance Audi braking guard

System activated

Early warning activated

Car systems

Set individual

475_113

Stop-and-go
On current vehicle models Audi A6, A7 and A8, the stop-and-go function is performed on
vehicles with ACC. If the vehicle in front, recorded by the ACC, just to stop the vehicle
with the ACC system is braked if necessary until a complete stop without driver activity.

If the vehicle is restarted about a short downtime, the ACC vehicle reaccelerates
automatically. Braking necessary for realization of this function are realized by the
"generation of the braking pressure" ESC.

ACC: ready to start

475_114

return
Detailed information about the stop-and-go function in the self-study program 458 and in the use of the respective vehicle model notices.

63
Systems mandated by the ESC
dynamic leadership

08 The Audi A4 was the first Audi vehicle to be fitted with dynamic leadership. This Two major benefits result from:
steering system is able to change the steering angle of the front wheels independently of
the driver. This has enabled a variable steering ratio. The overall stability of the vehicle is improved by simultaneous interventions of
braking and steering, active safety is considerably increased.

Interact with the ESC and its sensors, the system is also activated in case of threat of
critical operating states. In these specific driving situations, stabilization of the operating
state can be achieved by correcting the deflection angle. Dynamic steering assists the
ESC in a limit driving dynamics range by targeted variation of the front wheels.
In less critical road situations, it is possible to waive partly or entirely to ESC braking
interventions, making the stabilization of more harmonious and comfortable vehicle.
The vehicle is driven, due to the reduction brake interventions on roads with a low
coefficient of adhesion (snow eg.) With a workability significantly higher than that of a
vehicle that is stabilized via interventions braking.

Superposition gear (actuator)

475_115

calculating

ESC uses the dynamic management function in the case of a vehicle oversteer and
understeer and when braking on roads with different coefficients of adhesion (-split).

return
Detailed information on the design and operation of the dynamic leadership in the self-study program 402.

64
The regulatory intervention in the case of an oversteering vehicle illustrates the Regulatory intervention in the event of understeer and braking on roads with different
interaction of the ESC and dynamic steering. coefficients of adhesion (-split) are described in the self-study program 402.

vehicle oversteer
During oversteer, ESC stabilizes the vehicle by bringing the dynamic leadership. There
shall be targeted against-steer to avoid skidding the rear of the vehicle.

A typical situation that can easily cause oversteer of a vehicle is a rapid change in traffic
queue. During the recovery of the vehicle to take the new traffic queue, the back of the
vehicle may skid, in particular high speeds. The driver usually starts against the
stabilizer-steering too late or does not make at all. The consequence are important
braking interventions ESC. On the graph, it can be recognized by brake pressure curves.

Steering angle

wheel steering angle Steering

angle stabilization corner braking
pressure front left brake pressure
angle brake pressure
AV D

Time 475_116

With dynamic steering, the stabilizer against-steering is done automatically without the
driver noticing. This significantly reduces the steering maneuver performed by the driver.
Just that adjusts the angle of deflection needed in a comparable steady traffic situation.

braking interventions ESC are also significantly reduced. Compared braking pressure
curves of the graph above, we see that the maximum pressures are significantly lower.
It follows, therefore, if traffic lane change, not only improved road stability but also a
higher pass rate.

Steering

wheel steering angle Steering angle

stabilization corner braking pressure
front left brake pressure AV D
Against-steering stabilizer dynamic
steering

brake pressure

Time
475_117

65
Driver Steering Recommendation (DSR)

This function is to assist the driver when braking on roads with different coefficients of The DSR function is implemented as standard on the current Audi models A3, Q3, A6 and
adhesion between the wheels of the right and left sides of the vehicle and the roadway. A7. The function is realized by a software extension in the ABS / ESC calculator. It is
The prerequisite for RSD feature is that the vehicle is equipped with an electromechanical always activated when needed and can not be deactivated by the driver.
steering.

In the example shown, the wheels of the vehicle left side are on the icy road, those on the
right side on dry pavement. braking forces (FB) higher are therefore transmitted to the FB FB

wheels straight. During braking, it follows the generation of a torque around the vertical
axis of the vehicle towards higher coefficients of adhesion. In our example, the vehicle
"pulls" (yaw) to the right when braking. The red dotted arrow indicates the deviation from
the desired path. To maintain the path of the vehicle, the driver must compensate the yaw
moment by a reaction against-steer (in our example turning to the left).

FB FB

475_118

Deviation from the desired path

Steering angle ( "reaction")

This is where the DSR function.

FB FB
It incorporates the electromechanical steering in regulating the yaw moment. Based on
the vehicle speed (determined by assessment of the speed sensor signals) and the yaw
rate (determined by the yaw rate sensor), the ABS computer calculates the pulse of J104
necessary direction. The J104 computer transmits its "management action request" in
J500 computer management. By activation of the electric motor, the rack is briefly moved
in the specified direction with a maximum force at the wheel of approx. 2-3 Nm.

FB FB

475_119
This pulse direction signals to the driver which way the steering wheel must be turned.
While the driver does not consciously generally view this impulse direction, it intuitively Steering angle
moves the wheel in the direction "correct" stabilization.

66

Besides the ESC system itself, the various "subsystems" such qu'EBV, ABS, EDS, ASR,
working under the "generic name" ESC. To avoid conflicts between the different systems,
their regulatory operations are harmonized. The overriding objective is always the safety
of preservation. One of the main "core systems" is the electronic distribution of braking
force EBV. The importance of this function is that a ds-braking wheels of the rear axle
always entail loss of lateral guidance and causes instability of the vehicle. Where
systems defects, EBV For this reason the last system to be disabled.
control strategy
A unique and still valid prioritization systems is not possible. The need for regulation
depends on the actual traffic situation. It is therefore possible that the currently active
regulations are cut to other systems or the regulation of different systems takes place in
parallel (simultaneously). In most operating states, the ESC remains the system having
the highest priority.
67
Control and driver information
As it is, in the case of the ESC and its sub-systems and road safety systems, it is
essential that the driver has no influence on the systems that affect security. The
control functions related to the driver and system information at the driver are shown
below.
The only ESC control element is the key ESC and ASR. By pressing the button, the
driver can influence the function of the TCS and ESC. The resulting changes in the
operation depends on the respective vehicle model. The table shows the respective logic
of the key current Audi models.

Logic button
vehicle model Logic of the ASR button and ESC

A1, A3 *, S3, TT a position The operation disables ASR and restricts the ESC interventions

Q3 a position The operation disables ASR

** Q5, Q7, a position The active operation the "Offroad Mode"

A4 allroad quattro, A6
allroad quattro

A4, A5, S4, S5 two positions An operating time of less than 3 seconds deactivates the ASR (with front wheel drive only possible up to 50 km /
h, from 70 km / h there is automatic activation)
Superior operating time 3 s off the ASR and ESC (only possible if the ACC is off)

A6, A7 a position Pressing switches the ESC in "sport mode"

The ASR remains active with restrictions on vehicles with front wheel drive and is disabled on vehicles
with quattro
ESC interventions are restricted

AT 8 a position Pressing switches the ESC in "sport mode"

ESC interventions are restricted

R8 two positions An operating time of less than 3 seconds switches the ASR and the ESC in "sport mode"
The ASR / ESC interventions are restricted
Superior operating time 3 s off the ASR and ESC

* valid for the Audi A3 12

* * On the Audi Q5, automatic detection of offroad conditions is met. Technical realization
is carried out by evaluation of the oscillations of the wheel, determined from the
speed signals. By actuation of the control ASR / ESC, detection of offroad condition
occurs faster than in the case of automatic detection.

475_121

Control ASR / ESC on the Audi A7

68
The different control logic of the ASR button and ESC is related to the dynamic behavior
of the specific vehicle model.
Disabling the ASR is particularly sensible in a loose soil on start-up, driving with snow
chains and a "clearance operation" of a stuck vehicle. Because skating in higher
acceleration, traction is improved in the case of these road conditions.
Following the model of vehicle, ESC is, when braking by the driver, or not activated again
for the duration of braking. ESC deactivated by the driver is automatically reactivated
when restarting.
On some vehicle models, disabling the ESC does not occur. Pressing the button activates
a special sport mode. A considerably higher float angles are possible before the ESC
intervenes to stabilize the vehicle.

475_094a

Button ASR / ESC and descent control assistant on the AUDI Q5

In the case of vehicle models also planned to roll all paths, the "ESC offroad mode" is The Audi Q7, activating the ESC offroad mode causes if necessary the activation of the
activated when operating the control ASR / ESC. The thresholds of ESC regulations are downhill assistant. On the Audi Q5, there is a separate command for this function.
defined so to achieve the best traction of the vehicle.

Depending on the model and the vehicle equipment, it can occur under circumstances
defined forced activation of an ESC off. This is the case in the presence of other systems
defects (electronic control of damping eg.) That may result in a modification of road
behavior.

69
The current state of ESC system and its subsystems is indicated to the driver, when If the system has no defects, witnesses are again extinguished. ESC is now ready for use.
their proper operation (no fault of the system) by the ESC witness K155. After turning ASR or ESC intervention is indicated by the flashing K155 witness. After pressing the
the ignition (terminal 15), a check is performed witnesses. Witnesses are driven for ASR control and ESC, the K216 light comes on until the ignition is off or a new actuation
about three seconds. During this period, an internal control system applicable. of the (logic of the key, see page 68).

System Status State K118 braking State K47 State K155 ESC State K216 ESC Note
system ABS and ASR and ASR

Terminal 15 on, light

control

flawless system and

ready to work No display No display No display No display

Intervention ASR / ESC

No display No display No display K155 flashes

When braking, the ESC can

actuated control TCS be activated automatically
No display No display No display
and ESC

70
 Service operations
This chapter provides an overview of ESC system service operations. Due to the use of there are differences in detail at the Service's operations.
systems of different manufacturers as well as specific modifications to the models,
Please therefore take into account the service works and use the service systems
provided for this purpose.

Diagnostic System
All ESC systems used on current Audi models are suitable for diagnosis.

Defects discovered within the self-diagnosis are enrolled in the vehicle event memory and
can be read with a diagnostic tester suitable vehicle.

The system faults are also reported to the driver by witnesses and text messages.

475_123

System Status State K118 braking State K47 State ESC Note
system ABS K155

Failure ASR / ESC No display No display EBV, EDS and ABS remain active

ASR failure / ASR /

No display An emergency EBV function is retained
EDS / ESC

All systems are off - immediately go to the studio!

total failure

Removing and installing / replacing ABS / ESC ECU and the hydraulic unit

The computer and the hydraulic unit are on the Audi A3 and A8 today, separable. On After replacing a computer or ABS / ESC complete unit must perform consecutive
these models, a faulty computer can be replaced separately. In case of failure of the operations indicated on the next page.
hydraulic unit, always replace the complete unit (ECU and hydraulic unit).

71
 current vehicle model Separate replacement consecutive operations after replacement
possible calculator

venting - the computer coding - Sensor Calibration * - diagnosis actuators

A1 No

venting - the computer coding - Sensor Calibration * - basic setting suction and cut valves - adaptation of the
A3 Yes electronic limited slip
- Actuator diagnosis - driving test and system

venting - the computer coding - Sensor Calibration * - ** adaptations executions - diagnosis actuators
Q3 No

venting - the computer coding - calibration of sensors * - diagnosis actuators - driving test and system
TT No

venting - the computer coding - calibration of sensors * - diagnosis actuators - driving test and system
Q7 No

Air vent - coding of the computer (online) - Actuator diagnosis - driving test and system
A4, A5, Q5 No

venting - the computer coding - calibration of the steering angle transmitter - diagnosis actuators
A6, A7 No

venting - the computer coding - calibration of the steering angle transmitter - diagnosis actuators
AT 8 Yes

venting - the computer coding - calibration of sensors * - diagnosis actuators - driving test and system
R8 No

* : Steering angle transmitter, brake pressure sensors, transverse and longitudinal * * : Because this computer is also used by other Group brands, different functions (. Eg
acceleration, longitudinal acceleration sensor is mounted on vehicles with AWD or stabilizing coupling) must be validated by corresponding adjustments after encoding.
descent assistant.

The braking system of venting is always necessary when the brake lines have been After installation of the hydraulic unit, always make the diagnosis of actuators. This
opened. It is always necessary after removal and installation of the hydraulic unit. To ensures that the lines from the wheel brakes are connected to the correct positions of
separate the calculator of the hydraulic unit, it must also file the complete unit. The Audi the hydraulic unit.
A8, it is essential to removing the computer to use a workstation with ESD protection
(workshop equipment VAS 6613) to prevent damage to the computer due to
electrostatic charge.

Bracelet

Shop Equipment VAS 6613

ESD table mat
with potential
compensation

475_124

72
The encoding of an ABS / ESC new calculator is made online on all current Audi models.
An online connection is established with the SVM database (SVM = managing software
versions). The encoding values are then transmitted without doing anything (and display
content) in the ABS / ESC control unit.

475_029a

Depending on the vehicle model and version ESC, it is necessary, after coding of the
ABS / ESC calculator, calibrate some sensors (see table on page 72). To evaluate the
measured values (digital numbers) of a sensor, the computer should at least know the
actual physical condition for a measurement value. The characteristics of the sensors
are stored in the computer. If the computer is experiencing a real mesurevaleur value
assignment, it can calculate all other measurement values values (physical)
corresponding real.
The computer reads the value sent and the interpreter as the immobile state of the
vehicle (lateral acceleration = 0). In our example, this measurement value is 0.2 V. The
fictitious example computer knows, due to the previously stored characteristic, a change
in the measurement value of 0.1 V corresponds to a variation transverse acceleration of
0.1 m / s 2. Thereafter, the computer knows assigning each measured value of a transverse
acceleration value. The measured value is 0.5 V for example interpreted as transverse
acceleration of

0.3 m / s 2.
In the example shown, this principle is shown for the hypothetical curve of a transverse
acceleration sensor: The illustrated curve is stored in the computer. The computer
"knows" and any variation of the measured value corresponds to any variation of the
transverse acceleration. During calibration, the vehicle must be stationary.

measurement value [V]

475_125

lateral acceleration [m / s 2]

73
The test drive and the system is, after replacement of the ECU and after calibration (if
necessary) of the sensors, necessary for vehicle models which receive the measured
values of lateral acceleration, yaw rate and longitudinal acceleration via unit G419 ESP
sensors. The test drive and the system is necessary to check the plausibility of the
measured values of the sensors. A drive cycle is defined for this purpose. The computer
"knows" the individual driving maneuvers and can then verify and link the measured
values received from the sensors.

Setting basic suction valves and reversing (switching valves) on the

Audi A3:
Special valves are used as intake valves and reversing (switching valves) in ESC
MK60EC, which equips the current model Audi A3 to vintage 2012. These valves can
achieve, according to their electrical drive, variable valve sections (flow sections). The
requirement for the separation of the hydraulic unit and the computer is performing a
valve basic setting in the Service after replacing the computer. The valves activation
characteristic is determined by the basic setting.

475_126
Adaptation of the electronic differential lock on the Audi A3:
If the Audi A3 is equipped with an electronic limited slip differential, it must be adjusted
after replacing the computer and the coding process. This adaptation allows a
harmonized electronic limited slip function with the propulsion motor mounted.

Removing and installing / replacing the unit of ESP sensors G419

After replacing the unit G419 ESP sensors, it is necessary to calibrate the transverse
acceleration transmitters and possibly longitudinal. The measured values of the new
sensor unit vary, due to parts tolerance, those of the deposited components. In addition,
the mounting position of the sensor unit on the vehicle and subject to tolerances.

475_127

74
Removing and installing / replacing electronic calculator sensors J849

After replacing the J849 calculator, a computer calibration is required. For this, the
vehicle must be stationary on a flat surface. In this position, the ABS / ESC calculator
reads the measurement values of the sensors and stores the state as "vehicle
stationary". Since the characteristics of the sensors are stored in the ABS / ESC, the
computer may subsequently affect all other measured values an actual movement of the
vehicle and convert them to actual physical values.

475_128

Removing and installing / replacing steering angle sender G85:

After replacing the steering angle transmitter, it must be calibrated. The condition is that
the ESC computer is encoded. The calibration begins with a defined rotation of the
steering wheel by the mechanic. Following the model of vehicle, it must then briefly roll
forward. It is then carried out a comparison of the sensor measured values with the speed
sensors of individual wheels. The "zero position" of the sensor is then determined (the
sensor signal forward). This "zero signal" is the basis for the subsequent conversion of all
measurement values to the actual values of steering angle.

475_129

The Audi Q7, the transmitter "loses" his boot when disconnected from the vehicle
battery (terminal 30). Then the transmitter must also be reset as described.

Overview of ESC systems fitted current Audi models

vehicle model ESC

A1 Bosch 8.2

A3, S3 Continental MK 60 EC

TT Continental MK 60 E1

Q3 TRW 450

A4, S4, A5, S5, Q5 Bosch 8.1

Q7 Continental MK 25

A6, A7, A8 Bosch Premium

R8 Bosch 8.0

75
Knowledge check

Among answers indicated, there may be one or more correct answers.

Question 1: What forces can be transmitted between the tires and the roadway?

at) Exclusively by gravity and lateral guiding forces.

b) Exclusively forces in the longitudinal and transverse directions of the vehicle.
c) gravitational forces, transverse guiding forces, driving and braking forces.

Question 2: What is the basic function of the ABS anti-lock system?

at) The ABS provides better traction.

b) The ABS shortens the braking distance.
c) SBS limits the brake pressure in order to still transmit lateral guide forces.
d) ABS ensures that the vehicle remains steerable during braking.

Question 3: What essential control functions form the basis for regulating operations of the ESC?

at) Reduction and increase in the torque of the drive motor.

b) Maintenance of the brake pressure, the brake pressure reduction and the generation of brake pressure.
c) Reduction and increase of the injection flow rate and change the ignition point.

Question 4: Why the electronic distribution of braking force EBV he is one of the most important systems for the conservation of driving safety?

at) EBV causes excessive braking forces at the front axle. The vehicle thus remains airship in all driving situations.

b) EBV causes excessive braking forces at the rear axle.

c) EBV prevents acceleration slippage too high for vehicles with front wheel drive.
d) EBV prevents the rear of the vehicle skids during braking.

Question 5: What additional sensors are compared with ABS, necessary for the implementation of the ESC?
at) Sensors for recording the steering angle, lateral and longitudinal acceleration and the yaw rate.

b) recording sensors of acceleration of the body.

c) speed recording wheel sensors and the brake pressure.

Question 6: What are the installation of transverse and longitudinal acceleration sensors and yaw rate locations
on current Audi models?

at) The sensors are mounted only in the unity of ESP G419 sensor.
b) The sensors are mounted only in the unity of ESP G419 sensors and the electronic calculator J849 sensors.

c) The sensors are mounted exclusively in the J104 calculator.

d) The sensors are, depending on model, built-in unit G419 sensors in the electronic calculator J849 sensors in the ABS / ESC J104 and J540 in the electric parking
brake ECU.

76
Question 7: Which statement is correct?

at) Enabling the HBA hydraulic brake assistant is performed on vehicles with ACC, depending on the traffic situation considered.

b) A vehicle is equipped or not the ACC has no influence on the activation conditions of the HBA.
c) On the vehicle with ACC, the HBA is generally disabled. The HBA function is performed by the ACC.

Question 8: What benefit is the electronic limited slip he has in relation to the electronic differential lock EDS?

at) No.
b) The electronic differential lock is already activated even if one is not yet in the presence of a critical slippage at the wheels.

c) The braking pressures are, in the case of the electronic differential lock, significantly lower than in the case of regulation EDS.

Question 9: A vehicle is fitted with the indicator of pressure RKA tires. The driver has increased pressure
Front tires go on vacation. Should he carry on other activities regarding the system?

at) No other activity is required.

b) The driver must go to the nearest customer service workshop to adapt the new tire pressures are with the vehicle diagnostic tester.

c) The driver must validate the tire pressures modified by an input via the MMI or using the planned monitoring key.

Question 10: What is the reaction triggered upon actuation of the control ASR / ESC?

at) The ASR is disabled on all Audi models, the ESC remains active without restrictions.
b) The TCS and ESC are disabled on all Audi models.
c) The system response is not identical on all Audi models.
d) The reaction of the system depends on the use of the vehicle target. Thus, the vehicles also provided to ride in all ways, the "Offroad Mode" is activated.

Question 11: Why does it always diagnose actuator after installing the hydraulic unit ABS / ESC?

at) To calibrate the braking pressure transmitters of transverse and longitudinal acceleration.
b) To calibrate the steering angle transmitter.
c) To ensure that the lines from the wheel brakes are connected to the correct positions of the hydraulic unit.

Question 12: What is the test drive and the system?

at) To verify the plausibility of the measured values of the transverse and longitudinal acceleration sensors as well as the yaw rate.

b) To calibrate the steering angle transmitter.

c) To check the operation of the ESC.

1 ) c; 2 ) cd ; 3 ) b ; 4 ) b d ; 5 ) at; 6 ) d ; 7 ) at; 8 ) b c; 9 ) c; 1 0 ) cd ; 1 1 ) c; 1 2 ) at; s:

So l u t i o not

77
self-study programs (SSP)

You will find more information on ESC Audi vehicles in the following self-study programs.

Progr. autodidact. 362 Audi Q7 - Links to the ground, Reference: A05.5S00.15.40

Progr. autodidact. 381 Audi TT Coupe 07 - Wheels and suspension, Reference: A06.5S00.26.40

Progr. autodidact. 394 Audi A5 - Links to the ground, Reference: A07.5S00.36.40

Progr. autodidact. 433 Audi Q5, Reference: A08.5S00.49.40

Progr. autodidact. 458 Audi A8 10 - Links to the ground, Reference: A10.5S00.62.40
Progr. autodidact. 477 Audi A1, Reference: A10.5S00.70.40

Progr. autodidact. 480 Audi A7 Sportback - Links to the ground, Reference: A10.5S00.73.40

78
79
Audi The advance in technology

475

Subject to all rights and technical

changes.

Copyright
AUDI AG
I / VK-35
service.training@audi.de

AUDI AG
D-85045 Ingolstadt Technical definition
07/12

Printed in Germany
A11.5S00.79.40