Electronic stability control (ESC) is a computerized technology [1][2] that improves the safety of
a vehicle's stability by detecting and minimizing skids. When ESC detects loss of steering
control, it automatically applies the brakes to help "steer" the vehicle where the driver intends to
go. Braking is automatically applied to individual wheel, such as the outer front wheel to counter
oversteer or the inner rear wheel to counter understeer. Some ESC systems also reduce engine
power until control is regained. ESC does not improve a vehicle's cornering performance;
instead, it helps to minimize the loss of control. According to IIHS and NHTSA, one-third of
fatal accidents could have been prevented by the technology.[3][4]
OPERATION
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Main article: Directional stability
During normal driving, ESC works in the background and continuously monitors steering and
vehicle direction. It compares the driver's intended direction (determined through the measured
steering wheel angle) to the vehicle's actual direction (determined through measured lateral
acceleration, vehicle rotation (yaw), and individual road wheel speeds).
ESC intervenes only when it detects loss of steering control, i.e. when the vehicle is not going
where the driver is steering.[23] This may happen, for example, when skidding during emergency
evasive swerves, understeer or oversteer during poorly judged turns on slippery roads, or
hydroplaning. ESC estimates the direction of the skid, and then applies the brakes to individual
wheels asymmetrically in order to create torque about the vehicle's vertical axis, opposing the
skid and bringing the vehicle back in line with the driver's commanded direction. Additionally,
the system may reduce engine power or operate the transmission to slow the vehicle down.
ESC can work on any surface, from dry pavement to frozen lakes.[24][25] It reacts to and corrects
skidding much faster and more effectively than the typical human driver, often before the driver
is even aware of any imminent loss of control.[26] In fact, this led to some concern that ESC could
allow drivers to become overconfident in their vehicle's handling and/or their own driving skills.
For this reason, ESC systems typically inform the driver when they intervene, so that the driver
knows that the vehicle's handling limits have been approached. Most activate a dashboard
indicator light and/or alert tone; some intentionally allow the vehicle's corrected course to
deviate very slightly from the driver-commanded direction, even if it is possible to more
precisely match it.[27]
Indeed, all ESC manufacturers emphasize that the system is not a performance enhancement nor
a replacement for safe driving practices, but rather a safety technology to assist the driver in
recovering from dangerous situations. ESC does not increase traction, so it does not enable faster
cornering (although it can facilitate better-controlled cornering). More generally, ESC works
within inherent limits of the vehicle's handling and available traction between the tires and road.
A reckless maneuver can still exceed these limits, resulting in loss of control. For example, in a
severe hydroplaning scenario, the wheel(s) that ESC would use to correct a skid may not even
initially be in contact with the road, reducing its effectiveness.
In July 2004, on the Crown Majesta, Toyota offered a Vehicle Dynamics Integrated Management
(VDIM) system that incorporated formerly independent systems, including ESC. This worked
not only after the skid was detected but also to prevent the skid from occurring in the first place.
Using electric variable gear ratio steering power steering this more advanced system could also
alter steering gear ratios and steering torque levels to assist the driver in evasive maneuvers.
Components and design
ESC incorporates yaw rate control into the anti-lock braking system (ABS). Yaw is a rotation
around the vertical axis; i.e. spinning left or right. Anti-lock brakes enable ESC to brake
individual wheels. Many ESC systems also incorporate a traction control system (TCS or ASR),
which senses drive-wheel slip under acceleration and individually brakes the slipping wheel or
wheels and/or reduces excess engine power until control is regained. However, ESC achieves a
different purpose than ABS or Traction Control.[25]
The ESC system uses several sensors to determine what the driver wants (input). Other sensors
indicate the actual state of the vehicle (response). The control algorithm compares driver input to
vehicle response and decides, when necessary, to apply brakes and/or reduce throttle by the
amounts calculated through the state space (set of equations used to model the dynamics of the
vehicle).[39] The ESC controller can also receive data from and issue commands to other
controllers on the vehicle such as an all wheel drive system or an active suspension system to
improve vehicle stability and controllability.
The sensors used for ESC have to send data at all times in order to detect possible defects as
soon as possible. They have to be resistant to possible forms of interference (rain, holes in the
road, etc.). The most important sensors are:
Steering wheel angle sensor: determines the driver's intended rotation; i.e. where the
driver wants to steer. This kind of sensor is often based on AMR-elements.
Yaw rate sensor : measures the rotation rate of the car; i.e. how much the car is actually
turning. The data from the yaw sensor is compared with the data from the steering wheel
angle sensor to determine regulating action.
Lateral acceleration sensor: often based on the Hall effect[citation needed]. Measures the lateral
acceleration of the vehicle.
Wheel speed sensor : measures the wheel speed.
Other sensors can include:
Longitudinal acceleration sensor: similar to the lateral acceleration sensor in design but
can offer additional information about road pitch and also provide another source of
vehicle acceleration and speed.
Roll rate sensor: similar to the yaw rate sensor in design but improves the fidelity of the
controller's vehicle model and correct for errors when estimating vehicle behavior from
the other sensors alone.
ESC uses a hydraulic modulator to assure that each wheel receives the correct brake force. A
similar modulator is used in ABS. ABS needs to reduce pressure during braking, only. ESC
additionally needs to increase pressure in certain situations and an active vacuum brake booster
unit may be utilized in addition to the hydraulic pump to meet these demanding pressure
gradients.
The brain of the ESC system is the Electronic Control Unit (ECU). The various control
techniques are embedded in it. Often, the same ECU is used for diverse systems at the same time
(ABS, Traction control system, climate control, etc.). The input signals are sent through the
input-circuit to the digital controller. The desired vehicle state is determined based upon the
steering wheel angle, its gradient and the wheel speed. Simultaneously, the yaw sensor measures
the actual state. The controller computes the needed brake or acceleration force for each wheel
and directs via the driver circuits the valves of the hydraulic modulator. Via a CAN interface the
ECU is connected with other systems (ABS, etc.) in order to avoid giving contradictory
commands.
Many ESC systems have an "off" override switch so the driver can disable ESC, which may be
desirable when badly stuck in mud or snow, or driving on a beach, or if using a smaller-sized
spare tire which would interfere with the sensors. Some systems also offer an additional mode
with raised thresholds so that a driver can utilize the limits of adhesion with less electronic
intervention. However, ESC defaults to "On" when the ignition is re-started. Some ESC systems
that lack an "off switch", such as on many recent Toyota and Lexus vehicles, can be temporarily
disabled through an undocumented series of brake pedal and handbrake operations.[40]
Furthermore, unplugging a wheel speed sensor is another method of disabling most ESC
systems. The ESC implementation on newer Ford vehicles cannot be completely disabled even
through the use of the "off switch". The ESC will automatically reactivate at highway speeds,
and below that if it detects a skid with the brake pedal depressed.
