Die Bosch ABS The World's First System For Closed-Loop Control of Vehicle Dynamics

BOSCH
2001 All rights reserved by Robert Bosch GmbH including the right to file industrial property rights. Robert Bosch GmbH retains the sole powers of distribution,
such as reproduction, copying and distribution rights.
K1/VAP3, 27.04.01
Die Bosch ABS
The worlds first system for closed-
loop control of vehicle dynamics
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Bosch ABS
Contents
The challenge
1978: The first ABS
ABS as the basis for all vehicle-dynamics control systems
The ABS success story
The further development of ABS
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Bosch ABS

The challenge
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The challenge (1)
Reduce the danger of accidents when braking
Up until the seventies, hitting the brakes too hard could lead to an accident.
The reason:
When the coefficient of slip between tires and road surface is too low,
hitting the brakes can cause wheel lock-up.
The vehicle is no longer steerable and goes into a skid.
In particular, this danger is present
on wet or slippery road surfaces
with different levels of grip
between tires and road
Experts estimate that wheel lock-up
is responsible for about 10 % of
all accidents.
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The challenge (2)
Preventing wheel lock-up
Reduce the total braking distance as far as possible

Increase vehicle stability

Maintain steerability even in case of all-out braking
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The challenge (3)
Complying with complex demands (1)
Such a system must comply with a number of extremely complex
requirements:
Maximum utilization of the coefficient of slip between tires and road
Best-possible braking effectiveness, together with vehicle stability
and steerability
on all types of road surface from dry to black ice
with different levels of grip between tires and road
on the left and right of the vehicle (-split)
with varying levels of grip during braking
throughout the vehicles complete speed range
down to as low as walking speed
when cornering
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The challenge (4)
Complying with complex demands (2)
Such a system must comply with a number of extremely complex
requirements:
Self-monitoring when the vehicle is being driven,
even when the system itself is not in operation
Freedom from maintenance, together
with safety and reliability throughout
the vehicles useful life
Unlimited functionality, independent
of operating status, road conditions,
state of the tires, and vehicle-specific
characteristics
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Bosch ABS
1978:
The first Bosch ABS
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1978: The first Bosch ABS (1)
The principle of functioning
In 1978 Bosch presented the first passenger-car antilock braking system
in the world which was suitable for large-scale series production.
Its basic principle of functioning has remained unchanged
up to the present day:
Wheel-speed sensors detect whether a wheel is showing
a tendency to lock-up
In case of a lock-up tendency, the electronic control unit reduces
the braking pressure individually at the wheel concerned
High-speed correction of the braking pressure
up to shortly before the lock-up threshold
The brake-fluid return together with the closed-loop brake circuits
makes this a safe, reliable, and cost-effective system
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Hydraulic
modulator
Electronic
Control Unit
Wheel-speed
sensors
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A gain for driving safety
A new quality of driving safety thanks to ABS:
The vehicle remains steerable, even in case of panic braking
Shorter stopping distances on practically all road surfaces
= Many accidents are avoided
Without ABS
The vehicle is
no longer
steerable
when the
driver hits
the brake
With ABS
The vehicle
remains
steerable even
during panic
braking
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Bosch ABS
ABS as the basis for
all vehicle-dynamics
control systems
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Characteristics which are common to all
vehicle-dynamics control systems (1)
ABS as the basis for all vehicle-dynamics
control systems (1)
ABS was the starting point for all vehicle-dynamics control systems.
These are featuring continually more far-reaching functions
Driving stability when driving off and accelerating:
Traction control system TCS
Driving stability in both longitudinal and lateral directions:
Electronic Stability Program ESP
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control systems (2)
The basic principle is always the adaptation of the wheel torque to the
coefficient of friction between the wheel and the road surface.
To this end, the systems make use of different intervention methods
In the wheel brakes
In the drivetrain control
Characteristics which are common to all
vehicle-dynamics control systems (2)
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control systems (3)
The principle of functioning: TCS (1)
TCS complements the ABS:

The transferable drive torque decreases along with decreasing
coefficient of friction between the wheel and road surface.
If the driver demands excessive torque,
the wheel starts to spin.
The vehicle becomes uncontrollable.
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control systems (4)
TCS detects when a wheel shows a tendency to spin, and adapts the torque
by intervening in the engine-management system, and
in addition, by intervening at the wheel brake in order to achieve
an improvement in traction

The gain in safety:
Reliable and safe drive-off, even when the road is slippery
on one side of the vehicle
Reduced danger of skidding when the vehicle is accelerated
too strongly when cornering
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control systems (5)
Without TCS:
The powered wheel spins
the wheel does not accelerate.
With TCS: Improved traction,
the vehicle accelerates
Snow or ice/

Asphalt
Intervention in the brake
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control systems (6)
The principle of functioning: ESP (1)
There are many driving situations which can force the vehicle off track
The drivers false estimation of the course the road will take
Changes in road-surface characteristics (for instance,
snow on top of ice, leaves on the road in a curve)
Exaggerated measures to avoid an obstacle

ESP continually compares
Vehicle behavior (longitudinal and lateral movement, yaw rate)
The drivers input (steering angle, braking pressure, engine torque)
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control systems (7)
The principle of functioning: ESP(2)
ESP ensures dynamic improvement of the vehicles directional stability
and its ability to remain on track
Steering by intervening individually at the brakes
Reduction of the engine torque

The gain in safety:
ESP reduces the danger of skidding or
counteracts the threat of understeering,
and in doing so helps to avoid accidents
Reduced risk of side impact
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Bosch ABS

The ABS success story
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The ABS success story (1)
1978 till today
Initially ABS was extra equipment in top-end vehicles.
The immense improvements in driving safety led to ABS becoming
standard equipment in practically all classes of vehicle worldwide.
1978: ABS for the passenger cars
1981: ABS for commercial vehicles
1986: TCS for commercial vehicles
1987: TCS for passenger cars
1995: ESP for passenger cars
2001: ESP for commercial vehicles
2001: EHB (Elektrohydraulic Brake) for passenger cars

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The ABS success story (2)
Equipping vehicles with systems
for vehicle-dynamics control (ABS, TCS, ESP)
I
n
s
t
a
l
l
a
t
i
o
n

r
a
t
e

10
0
40
20
50
60
70
30
S
y
s
t
e
m
s
/
Y
e
a
r

x

1
0
0
0

40 000
32 000
17 500
7 700
500
24
Year 2005
65 %
2000
60 %
1995
28 %
1990
15 %
1985
1 %
1980
0 %
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Bosch ABS

The further development
of ABS
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The further development of ABS (1)
Application of state-of-the-art technology
We make use of state-of-the-art technology for each new
ABS generation.
This results in
Smaller and smaller ECUs
Less and less components
Increasingly lighter equipment
Higher and higher levels of computing power
Continuously increasing function scope
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Application of state-of-the-art technology:
Less weight for more computing power

1
2
8

k
B

ABS 2
6,2 kg
ABS 5.0
3,8 kg
ABS 5.3
2,6 kg
ABS 5.7
2,5 kg
ABS 8
1,6 kg

3
2

k
B

2
4

k
B

1
6

k
B

8

k
B

1989 1992 1995 1998 2001
3
6
kg kByte
200
100
H
y
d
r
a
u
l
i
c
-
m
o
d
u
l
a
t
o
r

w
e
i
g
h
t

C
o
m
p
u
t
i
n
g

p
o
w
e
r

26 K1/VAP3, 27.04.01
1998
ABS 5.7
2001
ABS 8
2001
EHB
Main development emphasis and system evolution
Develop.
Priority
1993
ABS 5.0
1995
ABS 5.3
Compact
1
2
3
4
6
1978
ABS 2
Easy extension by adding TCS
Reliability
Reduced noise
Addition of ESP
5
Reduction in weight
and installation space
Integration of
hydraulic amplifica-
tion and vehicle-
dynamics function
27 K1/VAP3, 27.04.01

To be continued

Die Bosch ABS The World's First System For Closed-Loop Control of Vehicle Dynamics

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