Electronic control System

Quite a few of the new automotive safety technologies are based around computers,
micro-circuitry that can sense what the car and its driver are doing and compensate
for any problems that may threaten the well-being of the car and its passengers

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>$%&2

Safety System Roadmap

ACC
CWS
CMS
AEB

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Adaptive Cruise Control

Collision Warning System
Collision Mitigation System
Autonomous Emergency Braking

Commercial Vehicles Braking

System Trend
ACC

ESC
Stability

EBS
Car like feel

Braking Technology

Varying road conditions

Adjusting lining
wear
Varying load
conditions
Fail-safe
Increasing vehicle
speeds
30-80 kmph

1940
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1950

ABS/ASR

Automatic Slack Adjuster

Load Sensing Valve

Dual line air brake

Single line air brake

1960

1970

1980

1990

2000

2010
4

Challenges for future trucks

The main areas of change

Safety
Improved Stopping Distance
Driver Assistance Systems
Traffic Control
Extended Vehicle Monitoring
Accident avoidance

Environment
Stronger Emission Regulations
Less Fuel Consumption
No Oil Emissions
Reduced Noise Emission
Road Protection
Regulation for dangerous goods

Value & Performance

Quality and reliability
Less Operational Cost
More pay load per Truck
Less Maintenance
Less OEM Cost for Production
The Right Technology
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Road Transportation important for the Future

Anti lock braking system : To prevent vehicle skid in a panic braking situation and to
bring vehicle to a controlled stop.
Electronic Braking Systems : It provides instantaneous brake response with immediate
application and release in direct proportion to pedal pressure
Autonomous emergency braking :The autonomous emergency brake (AEB) is an
active safety function for vehicles which aims to reduce the severity of a collision.
An AEB performs a full brake when an accident becomes unavoidable. Even if this
system cannot, in general, avoid the accident, it reduces the energy of the crash
impact and is therefore referred to as a collision mitigation system
Electronic brake distribution : EBD is based on the principle that not every
wheel needs to put forth the same effort into bringing the car to a stop.
Electronic stability control :
Traction control system :

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Wheel Lock and its effect on Vehicles

What causes wheel lock ?
Brake force applied is more than the friction between the road and tyre

When do wheels lock ?

Under critical braking conditions like
- braking on wet or slippery surfaces
- driver panic reaction to unanticipated obstacle

What is the effect of wheel lock during braking ?

When front wheels lock
- vehicle slides in the direction of motion and vehicle loses steerabiliity
When rear wheels lock
- vehicle loses stability and often swings around
It is impossible to steer around an obstacle with wheels locked
Locked tyre burns out locally
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ABS
Purpose

To prevent vehicle skid in a panic braking situation and to bring

vehicle to a controlled stop
Method

Detect impending wheel lock and by repeatedly modulating the

brake pressure avoid wheel lock
Benefits

Improved safety
Vehicle stability
Vehicle steerability
Controlled stopping
Improved Tyre life
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ABS Major aggregates

Polewheel

Speed Sensor

Modulator
Valve

Electronic
Control Unit
Cables : Frame harness
: Cab harness

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Wheel Lock and its effect - Combination vehicles

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10

ABS Schematic Layout 4S/4M

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11

History of ABS

1936: German company Bosch is awarded a patent for an Apparatus for preventing lockbraking of wheels in a motor vehicle.
1936-: Bosch and Mercedes-Benz partner - R&D into ABS
1972: WABCO partners with Mercedes-Benz, developing first ABS for trucks.
1978: First production-line installation of ABS into Mercedes and BMW vehicles.
1981: 100,000 Bosch ABS installed.
1985: First ABS installed on US vehicles.
1986: 1M Bosch ABS installed.
1987: Traction control - in conjunction with ABS - used on passenger vehicles.
1989: ABS hydraulic unit combined with standard hydraulic brake unit
1992: 10M Bosch ABS installed.
1995: Electronic Stability - in conjunction with ABS and TCS - for passenger cars.
1999: 50M Bosch ABS installed.
2000: 6 of 10 new cars on the road are ABS equipped.
2003: 100M Bosch ABS installed.
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12

Three Phases of Brake pressure

Modulation

Pressure hold
Pressure build up

Solenoid armature in its

lowest position ,opening
the upper and closing the
lower solenoid valve.

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Pressure reduction

Solenoid armature in its

uppermost position ,
opening the lower
solenoid valve .

Armature in its mid

position ,closing the
both solenoid valves .

13

Add Your Text

Components
of ABS

Add Your Text

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D
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Hydraulic Modulator

The heart of ABS is

hydraulic modulator which
interposed between brake
master & wheel cylinders and
it implements commands from
ECU. These commands are
executed by solenoid actuated
valves which regulate the
pressure in the wheel brake
cylinder.
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When the driver actuates brake pedal ,

pressure build up begins and during this
period no current flows through the
solenoid. The pressure generated by
master cyl. Opens the uppermost valve
against the force exerted on its return
spring. Lower valve held closed by lower
return spring, so the fluid from the master
cyl. Flows thr. The open valve down thr.
The duct on the rhs of armature and out to
the wheel cyl.As soon as the wheel locks ,
the ABS system comes into op. and the
ecu calculates the first of a series of ref.
speeds , at the same time solenoid valve is
fully energised to lift lower valve off its
seat , so the fluid in the wheel cyl. Passes
back thr. The solenoid by pass circuit ,
past the hydraulic accumulator and return
pump cyl. And thr. The second check
valve to the master cyl. as a result of
which fluid pressure released in wheel
cyl.
15

Accumulator &
Return pump

Since the valve is able to

release pressure from the
brakes, there has to be
some way to put that
pressure back. That is
what the pump does; when
a valve reduces the
pressure in a line, the
pump is there to get the
pressure back up.
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The hydraulic modulator contains

solenoid actuated valves, an electric
motor driven cam actuated plunger
type fluid return pump (transmits
back to the brake master cylinder
the fluid released cyclically from
the brake actuation cy. during abs
op.) and hydraulic accumulator
chamber (function is to absorb
surges that would occur as a result
of sudden opening of pressure
relief valve ) for each wheel brake
cylinder.
16

As soon as the wheel locks ABS comes into operation and the ECU calculates the
ref. speed at the same time solenoid valve is fully energized to lift the lower valve
off its seat and the upper valve is held on its seat by return spring.
With the lower valve open fluid in the wheel cyl. Passes back thru the solenoid
bypass circuit past the hydraulic accumulator and return pump cyl. And thr. The
second check valve to the master cyl. as a result of which fluid pressure released in
wheel cyl.
As soon as the wheel unlock the solenoid returns to pressure build up or pressure
hold position, depending upon the rate at which wheel decelerates.
To move the valve to pressure hold position , only half the maximum voltage is
applied to the solenoid. consequently the armature is lifted only half way up its
travel ,which is far enough to lift the upper valve until it is seated by its return
spring, but not enough to open the lower valve .
This movement increases the compression in the return spring holding the upper
valve on it seated against the force exerted by the hydraulic pressure generated in the
master cylinder.
With both valves now seated ,the circuit to the wheel cylinder is closed and the
pressure in it therefore retained at the level at which the wheel unlocked.
The rate of repetition of these control cycles varies , according to the condition of
the road , from 4 to 10 cycles per second , similarly the ECU regulates , again
according to the road condition , the rises and falls in pressure.
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Hydraulic Control Unit

The hydraulic control unit consists of

9

ABS hydraulic control valves

Electronic control unit

Power brake boosters

Brake master cylinder

Necessary brake tubes and hoses.

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Normal Braking System

1: Pedal, 2: Vacuum booster, 3: Tandem Master Cylinder, 4: Reservoir,

5: Disc Brake, 6: Braking Force Metering Device, 7: Drum Brake
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ABS Hydraulic system

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ABS Control Strategy

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Hydraulic Concept of ABS

inlet valve
return pump

outlet valve
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YAW

Suppose two rhs wheels on

mud or ice and two lhs wheels
on tarmac , when the brakes
applied , the braking effect on
the wheels on the tarmac is , of
course , considerably greater
than that of the slippery side
and therefore causes a
tendency to yaw. The effect is
more pronounced in small
vehicles than larger and
heavier ones with large
wheelbase. This is because
the latter have greater inertia
about the vertical axis so the
rate of yaw is slower ,allowing
the driver more time to apply
steering correction to counter
the tendency.
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Text

ThemeGallery is a Design
Digital Content & Contents
mall developed by Guild
Design Inc.

Text

ThemeGallery is a Design
Digital Content & Contents
mall developed by Guild
Design Inc.

27

FAQs

9 Will stopping distance be reduced because of ABS?

is ABS better than the conventional air brake system?
Should one use the brakes differently with ABS?
Is ABS fail-safe?
Can older vehicles be retrofitted with ABS?
Will ABS work on all automobiles?
Will ABS ensure stability in all conditions?

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ELECTRONIC BRAKE FORCE DISTRIBUTION

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29


refinements to antilock braking systems has been electronic brake force
distribution, or EBD. EBD is based on the principle that not every wheel needs to put
forth the same effort into bringing the car to a stop.

EBD is based on the principle that the weight being supported by the wheels
of your car isn't evenly distributed. Some wheels carry a heavier load than others and
will require more brake force in order to bring the car to a stop without it going out of
control.

Furthermore, the amount of weight being supported by a wheel shifts during

the braking process, so the amount of force necessary at each wheel can change
rapidly. An EBD system can not only detect how much weight is being supported by
each wheel, but change the amount of braking power sent to each wheel on an instantby-instant basis.

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30

Tires work by friction. When you step on the accelerator, the friction between the tires and the road is what
makes you move forward. When you step on the brake, the friction between the tires and the road is what
slows you down. That's why in icy conditions it's sometimes difficult to get your car to start moving when
you want it to -- and even more difficult to make it stop.
Friction is also what keeps the car moving in the direction you want it to go. When we accelerate, we often
take for granted that the car will move in the direction that the wheels are pointing; however, if there were no
friction between the tire and the road the car could easily slip sideways and go out of control.
It's important for driving safety to maintain the friction between the tire and the road, yet there are a number
of conditions under which this friction can be lost. One is acceleration on icy roads, as mentioned above,
but friction can also be lost if you brake too hard. The forward momentum of the car can keep it moving at a
speed significantly greater than the speed at which the tires are spinning. This is called wheel lock and it's a
common cause of driving accidents. Once it happens, the tires no longer grip the pavement and the car
continues to travel in the direction it was heading when the skid started.
The key to avoiding a skid is the slip ratio, the difference between the speed at which the car is moving and
the speed at which the tire is rotating. Antilock braking systems (ABS) can sense the slip ratio of the
individual tires and modulate the brake force applied to each tire so that the slip ratio remains within a safe
range, thereby avoiding a skid.
When a car slows down, its weight shifts forward. In a front-engine car, the extra weight up front increases
the grip of the front tires while it reduces the grip of the rear tires. This makes the rear tires more likely to
lock up during braking. When the rear wheels slip, the car can begin to fishtail or even go into a spin.
Traditionally, braking systems included a proportioning valve to allocate the correct amount of brake force
to the front and rear tires. However, with ABS the proportioning valve no longer provides an ideal solution to
the problem.
This is where electronic brake force distribution (EBD) comes in. With EBD, a computer called an electronic
control unit (ECU) determines the slip ratio of each of the tires individually. If the ECU notices that the rear
wheels are in danger of slipping, it applies less force to them while maintaining (or, if necessary, increasing)
the force applied to the front wheels. EBD is also useful when the car is braking while driving around a
corner. While turning, the outer wheels of the car rotate more quickly than the inside wheels. If too much
brake3/29/2013
force is applied to the inner wheels they can lock, causing the car to oversteer and go out of 31
control.
EBD can sense the slippage of the inner wheels and reduce the brake force on those wheels without
reducing the force on the outer wheels

The safety and regulatory hardware used by an electronic brake force distribution system is much the same
as the hardware used by an antilock braking system without EBD. It's just programmed differently. For the
purposes of EBD, three different pieces of hardware are necessary: sensors that can determine the slip ratio
of each wheel, valves that can modulate the amount of brake force that goes to each wheel and an electronic
control unit that can calculate the amount of force required.
Speed sensors: To determine the slip ratio of a wheel, the EBD system needs two pieces of information: the
speed at which the wheel is rotating and the speed of the car. If the speed at which the wheel is rotating is
slower than the speed at which the car is moving, then the wheel is slipping and a skid can result. A sensor
is placed at each wheel to determine wheel speed. There is no specific sensor to measure the forward
motion of the car. Instead, the speed measurements from all four wheels are averaged to create an estimate
of the vehicle's overall speed.
Brake force modulators: Brake force is applied to the wheels hydraulically, with brake fluid pumped into
brake lines in such a way as to pneumatically activate the brake cylinders. The EBD system can modulate
the amount of brake fluid going to each wheel through electrically actuated valves.
Electronic Control Unit (ECU): The ECU is a small computer embedded in the antilock braking system. It
receives input from the speed sensors, calculates the slip ratio of the wheels, and uses the brake force
modulators to apply an appropriate amount of force to keep the slip ratio of each wheel within a reasonable
range.
Most EBD systems also include a yaw sensor, which detects the rotation of the vehicle as it turns. This can
be compared with the angle of the steering wheel by using a steering wheel angle sensor to detect oversteer
(too much rotation relative to the angle of the wheel) or understeer (not enough rotation relative to the angle
of the wheel). EBD can then correct the steering by activating one of the rear brakes. For instance, if the car
begins to understeer, the inner rear brake is activated to increase the car's rotation. If the car begins to
oversteer, the outer rear brake is activated to decrease the car's rotation. The yaw sensor can also be used
in conjunction with electronic stability control (ESC) to prevent rollover accidents
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32

Now imagine that you're driving on an icy surface or a road slick with
rainwater. Under these conditions it's really easy for your car to go into a skid.
And although EBD cannot detect road conditions directly, it can deduce them
from the slip ratio of the wheels and compensate accordingly. If conditions are
different for each wheel -- for instance, if one wheel is on a patch of ice and the
other is not -- this can be detected through the slip ratio. Although there's no
magic solution to the problem of stopping a car under bad road conditions, EBD
can make emergency braking under these conditions as safe as possible.

Here's another less-than-obvious benefit of EBD: When you load the

trunk of your car with luggage, it changes the traction on your rear wheels, which
means that more force can be applied to these wheels during braking. A standard
proportioning valve wouldn't necessarily take this extra weight into account, but
electronic brake distribution compensates appropriately for your car's now
heavier rear end. EBD can't detect this extra weight directly, but the system
becomes aware of it through its effect on the slip ratio of the tires.

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34

 CARS ABILITY TO MAINTAIN

ADHESIVE FRICTION BETWEEN
VEHICLE AND PAVEMENT
DEALS MAINLY WITH LATERAL
LOSS OF FRICTION DURING
ACCELERATION

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35

 WHILE BRAKING
WHILE ACCELERATING
WHILE TURNING

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36

When wheel slip occurs?

When the force applied to the tire exceeds
the traction available to that tire

Types of forces
Longitudinal - torque applied to tire
Lateral
- while taking a curve

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 DEALS WITH ACCELERATION RATHER

THAN DECCELERATION(REVERSE OF
ABS)
ALSO CALLED AS ACCELERATION
SLIP REGULATION
HELPS TO LIMIT TIRE SLIP IN
ACCELERATION ON SLIPPERY
SURFACES
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WHEN CAR
ACCELERATES FROM DEAD STOP
SPEEDS UP WHILE CROSSING
ANOTHER VEHICLE

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39

 WHEEL SPEED SENSOR MEASURE DIFFERENCES IN

ROTATIONAL SPEED
DETERMINES IF THE WHEELS THAT ARE RECEIVING
POWER HAVE LOST TRACTION
WHEN TCS DETERMINES THAT ONE WHEEL IS
SPINNING MORE QUICKLY IT APPLIES BRAKE

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Electronic Stability control ( ESC)

Purpose

The philosophy of ESC is not only to reduce the vehicle speed but
also to compensate for vehicle over steering and under steering
behavior.
Method

Single wheel braking of the towing vehicle in combination with brake

application at the trailer.ESC includes additionally Roll over stability
function
Benefits

Improved safety
Compensates for vehicle over steering or under steering
behavior
Prevents vehicle roll over ( RSC function)

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3/29/2013

47

 ESC >> ABS &TCS

ECU
Sensors
Steering wheel sensor
Lateral acceleration sensor
Yaw sensor
Wheel speed sensor
Hydraulic Modulator
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50

ESC reduces the danger of skidding

ESC works instantly.
Improves stability during severe cornering
Improves stability on low friction road surfaces
Helps to correct vehicle control errors by sensing incorrect lateral
movement (or yaw) and by dynamically adjusting control to
eliminate or reduce its impact
Provides overall control and monitoring of chassis systems

It cannot raise cornering limit.

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ABS based Electronic Stability control ( ESC)

RSC
Accelerometer
integrated in
ABS ECU
(or ESC Module)
ATC valve
for drive axle
braking
-- RSC valve
for trailer
braking

Full ESC
RSC valves plus
Sol.Valve for
front axle braking
Pressure sensor for
Drivers Brake Demand
Steering
Angle
Sensor
ESC
Module

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52

ABS based Electronic stability control (ESC)

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3/29/2013
VDC-PD1

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Ruhnau, Aug.2005

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53

ABS based ESC

Electronic Stability Control ESC improves vehicle safety
Vehicle behaviour is measured with additional Yaw-rate- and lateral
acceleration sensors.
Drivers requests are measured with steering angle sensor and brake
pressure sensor.
These data are continuously processed.
If vehicle does not react according drivers request and if the situation is
interpreted as critical, ESC intervenes and activates engine-control and
tractor/trailer brakes.
If vehicle does not follow the curve according drivers steering, single wheel
braking at the tractor supports the wanted steering thereby over-steering is
compensated.

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VDC-PD1
R h

54

ABS based ESC

YAW Control on slippy roads

3/29/2013
VDC-PD1

VDC-PD1
Ruhnau, Aug.2005

R h

ESPESP-Video Sault St. Marie, Michigan US

55

Collision Mitigation System

Autonomous Emergency Braking

CMS means Collision Mitigation System. It is a system, that will autonomously do a partial
braking in a collision immanent situation.

CMS is a new extension of ACC and is based on the current ACC sensor technology.

A collision is not prevented but the energy of

the impact is reduced

CMS

The system does not brake on standing/stopped objects

due to limited capabilities of the actual sensor technology.

CMS works only at higher initial speeds outside urban areas

AEB means fully Autonomous Emergency Braking
(maximum possible deceleration) without driver initiation
and will overrule the driver in collision immanent situations
if necessary to limit or prevent harm to himself or other
traffic participants.

AEB may completely prevent a collision depending on the dynamic situation.

Today's sensors do not provide such high reliability demands. Therefore redundant data
gathering of different sensor concepts (e.g. Radar + video) is necessary to ensure safe
operation of AEB.

3/29/2013
The
video sensor of the fusion concept will also provide LDW (lane departure warning). 56

The powerful nature of such a system demands for high reliability of the information about the
surrounding world.

Many accidents are caused by late braking and/or braking with insufficient force.
A driver may brake too late for several reasons: he is distracted or inattentive;
visibility is poor, for instance when driving towards a low sun; or a situation may
be very difficult to predict because the driver ahead is braking unexpectedly. Most
people are not used to dealing with such critical situations and do not apply
enough braking force to avoid a crash.
Several manufacturers have developed technologies which can help the driver to
avoid these kinds of accidents or, at least, to reduce their severity. The systems
they have developed can be grouped under the title:
Autonomous: the system acts independently of the driver to avoid or mitigate the
accident.
Emergency: the system will intervene only in a critical situation.
Braking: the system tries to avoid the accident by applying the brakes.
.
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57

AEB systems improve safety in two ways: firstly, they help to avoid
accidents by identifying critical situations early and warning the driver; and
secondly they reduce the severity of crashes which cannot be avoided by
lowering the speed of collision and, in some cases, by preparing the vehicle and
restraint systems for impact.
Most AEB systems use radar or lidar-based technology to identify
potential obstacles ahead of the car. This information is combined with what the
car knows of its own travel speed and trajectory to determine whether or not a
critical situation is developing.
If a potential collision is detected, AEB systems generally (though not
exclusively) first try to avoid the impact by warning the driver that action is
needed. If no action is taken and a collision is still expected, the system will then
apply the brakes. Some systems apply full braking force, others an elevated level.
Either way, the intention is to reduce the speed with which the collision
takes place. Some systems deactivate as soon as they detect avoidance action
being taken by the driver

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Roll Stability control

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59

Vehicle Stability Control

Global Applications

Risk of Roll Over

Long conventional 6x4 tractors

Long wheelbase tractors - better
stability
Heavy weight on rear axle
Less add-on cost for the fleet
owner

CabOverEngine 4x2 Tractors

Short wheelbase - less yaw
stability
Risk of Roll & Yaw
Light weight on rear axle
Safe Truck Concept
supported by OE
3/29/2013

- feasible solutions for vehicle safety

60

Roll Stability control

Purpose

The philosophy of RSC is to reduce vehicle speed there by

preventing vehicle roll over
Method

If the lateral acceleration exceeds a certain level RSC controls the

engine torque including its retarder and if necessary activates the drive
axle brakes through the ASR differential brake valve and activates the
brakes of trailer additionally through RSC valve
Benefits

Improved safety
Prevents vehicle roll over
Ensures vehicle stability
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ABS based Roll Stability Control ( RSC ) - Components

RSC
Accelerometer
integrated in
ABS ECU
(or ESC Module)
ATC valve
for drive axle
braking
-

3/29/2013

VDC-PD1
Ruhnau

RSC valve
for trailer
braking

62

ABS braking system

with RSC Tractor
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Option: ABS-based Roll Stability Control RSC

3/29/2013

63

ABS based RSC

Roll Stability Control RSC improves vehicle safety
Vehicle behaviour is measured with lateral acceleration sensor
Drivers braking is identified by front axle wheel behaviour, no
brake pressure sensor.
These data are continuously processed.
If lateral acceleration is interpreted as critical, RSC intervenes
and activates engine-control and tractor/trailer brakes.

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VDC-PD1
Ruhnau, Aug.2005

64

ABS based RSC

stand alone or part of ESC

ROLL CONTROL on high friction road

3/29/2013
VDC-PD1
Ruhnau, Aug.2005

65

Electronic Braking system ( EBS)

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VDC-PD1
R h

66

Electronic Braking system( EBS)

Purpose

The purpose of EBS is to achieve a better brake response, shorter

stopping distance,and vehicle stability control
Method

All the EBS parts viz Brake signal transmitter , Central

module,Proportional relay valve , Modulator valve and Axle modulator
are connected through a Controller area network ( CAN).
Brake by wire method
Benefits

Shorter stopping distance

Faster service brake response
Full stability control
Passenger car type feeling
3/29/2013

VDC-PD1
R h

67

EBS System - Layout

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68

EBS Components

Standard components

Options

Brake signal transmitter

Trailer Control Valve

Proportional relay valve

Back up valve
ESC module

ABS solenoid valve

ESC module
Steering angle sensor

Electronic control unit

Steering angle sensor

ACC Sensor

Axle modulator

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ACC Sensor
69

EBS Specification

Cab mounted central ECU

Brake signal transmitter with integrated sensors and activation
switches
Central pressure control for the front axle
Individual control at the front axle via ABS valves
Axle modulator for the rear axle
Separate pneumatic back-up valve for the rear axle
Electro-pneumatic trailer control valve
Electronic interface for trailer EBS

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70

Electronic braking system

EBS integrates the following time functions

Anti Lock braking system

Drive slip control
Roll stability function
Electronic stability function

Features

Brake by wire
Minute pressure control
Communication via Controller area network (CAN )network

Customer Benefits of EBS

Faster service braking response
Passenger car type brake feeling
Better stopping distance
Roll Over Protection
3/29/2013
Stability control

71

>$%&2

Adaptive Cruise control

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72

>$%&2
Adaptive Cruise control ( ACC)
Purpose
The function of ACC is to avoid vehicle collision
Method
Camera located in the head liner cluster , 77 GHz Radar fitted in the vehicle
front, and 24 GHz radar fitted in the left hand side of the vehicle in the vehicle
sense the movement of the object and accordingly transmit the signal to ECU
which in turn applies the brake automatically there by reducing the vehicle
speed
Benefits
Prevent vehicle collision
Improved fuel efficiency
Enhanced driver comfort due to stress relief in everyday driving

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73

>$%&2
Driver Assistance Systems Technology and Products

Headliner Cluster
Camera

Lane Departure
Warning &
Lane Keeping
Support
support of long
range sensor
Long Range
77 GHz Radar or
Infrared Laser Sensor





Side Sensors
24 GHz Radar or
ultrasonic
Blind spot detection

ACC
Collision Warning
Collision Mitigation
Autonomous Emergency Braking

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74

>$%&2

Driver Assistance Systems

Adaptive Cruise Control (ACC)

safety
Traffic safety is ensured since the minimum
distance between the vehicles are maintained.

efficiency
ACC leads to improved fuel efficiency since
over speeding of vehicle is controlled

driveability
Enhanced driver comfort due to stress
relief in everyday driving

Three Reasons for ACC!

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75

Electronically Controlled Air Suspension

(ECAS)

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Electronically controlled Air suspension ( ECAS)

Purpose

The function of ECAS is to provide a good suspension to the vehicle

Method

ECU constantly monitors the inputs like the height variations,axle

loads, through pressure sensor, and controls the bellow pressure
Benefits

Less Air consumption

Kneeling function ( easy lifting and lowering of vehicle)
Control from driver seat

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Conventional Air-Suspension

Air Bellows
Leveling valve

Normal level

Leveling valve

Reservoir

Simple System for Basic Functions

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Air bellow

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Electronically Controlled Air Suspension

(ECAS)
Why ECAS ?
- Less air consumption
- Easy lifting & lowering
- Control from drivers seat

Normal level

Solenoid

Height sensor

ECU

Reservoir

Air spring

ECU

ECAS
The optimal solution for Trucks/Buses
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ECAS 4x2 / 6x4 "Basic"

ECU

Remote Control

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Solenoid Valve

Height Sensor

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ECU
ECU constantly monitors the inputs like height variations, axle loads through
pressure sensor and controls the bellow pressures.
Pressure sensor
The pressure sensor produces a voltage output which is proportional to the
pressure present. This represents the axle loads on the vehicle
Height sensor
A height sensor permanently evaluates the vehicle's height and send its
readings to the ECU.
Air Bellows
Depending on the leveling valves control or height sensor signal, the air
suspension bellows are designed to take up the required pressure
depending on the load carried on the vehicle.
Solenoid valve
They increase,reduce or maintain the air volume in the bellows
Remote control unit
By means of the RCU the driver can influence the vehicle's level within the permissible
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maximum