ESC INNOVATION 41
November/December 2019 • VehicleDynamicsInternational.com
ABOVE: The latest generation
Ford Mustang Shelby GT500
features the latest generation
of ABS
BELOW: Daimler’s ESF 2019
experimental safety vehicle
“As higher demands are placed on both braking and
sensing systems to meet new test protocols like EuroNCAP
for bicyclists and powered cycles, braking systems will
need to deliver enhanced levels of brake pressure in very
short timeframes,” says Milot.
ZF’s current solution is a six-piston pump ESC system
that provides higher brake-pressure build rates to meet
more stringent test protocols. The offering can be
enhanced with an integrated brake control (IBC) system,
at the heart of which is an actuator that is driven by
a fast-acting motor capable of building brake pressure
that translates into up to 1G of vehicle deceleration in
less than 150ms – this is up to twice as fast as some ESC
systems on the market today. Weight reduction of the IBC
is enhanced by module integration, which can result in
a weight saving of 3-5kg (7-11 lbs) versus brake systems
comprising separate components according to Milot –
which can equate to a CO2 reduction of up to one gram
per kilometer for large vehicles.
FRIENDS ELECTRIC
ESC fi ts in very well with the shift towards electric
propulsion. As FCA’s Trame confi rms, “ESC is part of the
wider automation revolution and will continue to advance
in harmony with a steady refi nement of dynamics in the
context of electric and autonomous vehicles.”
Nissan – which Trame could be working with if the
proposed FCA-Renault/Nissan merger goes ahead – sees
the future of ESC engineering having greater integration
into the vehicle to support electrifi ed powertrains, ADAS
and future autonomous driving technologies.
A Daimler spokesperson points out that the raised
profi le of electric mobility also pushes the further
development of the ESP because it offers big potential for
the intelligent operating system: “Besides the advantages
for vehicle safety, modern ESC systems also enable better
recuperation performance for electrifi ed vehicles.”
Mile Jokic, platform manager for MK C1 braking units
at Continental explains his view of the future, “When the
OEM updates
FCA works with vehicle regulators to help decide which technologies to implement
in its range, with today’s offering including features such as AEB, lane-keeping
assistance, TPMS, lane centring, and rear parking assist. FCA also works with
regulators to ensure potential new standards improve vehicles’ ability to assist
drivers, with forthcoming ideas including rear backup cameras.
Nissan says the technology it uses (as supplied) comprises a hydraulic unit
(pump/accumulator/valves) controlled by an ECU, which is integrated to support
Nissan’s latest intelligent mobility technologies such as ProPilot, an autonomous
drive technology designed for highway use in single-lane traffic.
Daimler says its ESC systems are needed to fulfil the strict requirements of its
collision prevention systems (including pedestrian protection). Furthermore, these
systems are also able to offer comfortable braking performance for driver-assistance
functions such as Daimler’s Distronic active distance system.
The company launched its ESF 2019 experimental safety vehicle this year, a
research platform being used to develop and demonstrate the safety features that
Daimler’s engineers are currently working on for the future.
Meanwhile Ford says it is continually learning and improving its safety systems
such as traction control and ABS through racing programmes, Ford Performance
vehicles and other vehicle programmes, and is democratising the technology among
its vehicle line-up. The latest generation of ABS was developed for the upcoming
Mustang Shelby GT500 and has already been integrated in other Mustang models.
/VehicleDynamicsInternational.com