Baffling terms such as ABS, ASR, BAS, EBD, EMD, ESP and TCS bound back and forth in brake engineering circles. But it’s a foreign language to many. Do drivers really understand this braking technology, let alone know how to use it to best effect? Matthew Beecham reports.
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Demands for more performance with minimal cost or weight penalties are pressurising brake system designers to come up with new ideas. New materials such as aluminum or ceramic discs have been closely studied, as have the friction materials themselves, plus better caliper designs, and four-pot calipers are now relatively commonplace. However, the main improvements in braking in recent years have come from electronic control, firstly ABS (anti-locking braking system), then EBA (emergency braking assistance). Technical advances into the brake-by-wire arena — such as electrohydraulic braking (EHB) and electro-mechanical braking (EMB) – are still in the early stages.
While ABS prevents the wheels from blocking during braking, and Traction Control System (TCS) stops the wheels from spinning on acceleration, ESP goes one step beyond the functions of both these systems. ESP can prevent skidding or at least better control the vehicle. It senses changes in vehicle behaviour and, by braking individual wheels, it corrects understeer and oversteer to keep the vehicle on the road. By applying the brakes on individual wheels in carefully measured doses, the vehicle is stabilised and held more safely on course.
Given the recent mandatory fitment of ABS – from 1st July 2004, every new car produced for the West European market is fitted with ABS – there is now pressure to fit ESP as standard. Just-auto estimate that around one-third of newly registered cars in West Europe were fitted with ESP in 2003. Installation rates could reach 45% by 2010, say just-auto. In North America, just-auto predict a booming market for ESP with fitment rates of just 6% in 2003 lifting to 16% by the end of the decade. The main reason for the disparity in fitment rates of ESP in Western Europe and North America is the greater competition between ESP suppliers in Europe, which has led to lower prices, making it feasible to offer the technology on lower-end vehicles.
ABS has been a spectacular success for Bosch since its launch 25 years ago. The company produces about every third system worldwide (every second in Europe) and recently celebrated the manufacture of its 100 millionth unit. Further growth in Europe is likely to be modest however, as the technology reaches saturation. “Market acceptability for even more sophisticated and therefore more expensive systems appears to be currently in decline,” said Guenther Plapp, director of development, chassis systems division of Bosch. For that reason, Bosch has therefore pursued the idea of a scaleable product range based on ESP. These technologies waiting in the wings include electronic brake pre-fill, brake disc wiping, tyre pressure monitoring, hill hold control, ‘soft-stop’ and adaptive cruise control. Beyond that, is Bosch’s combined active and passive safety system, CAPS, which networks the ESP, braking system, active steering, driver assistance and restraint systems into an integrated whole. This will be achieved mostly with conventional brake technology.
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By GlobalDataThe number of buttons dotted inside the cabin of some new cars can appear overwhelming. Press here to power the windows, there for the sunroof and over here to adjust the seat or wing mirrors. Just when you thought you had worked it out, another one appears on the dash — for the hand brake. Dispensing with the hand lever not only frees up an area for interior designers to add other features, it also opens up new possibilities for additional braking functions. All the main electronic brake system integrators are developing their own solution to electric parking brake or EPB (also known as the electromechanical parking brake). A vehicle with an EPB can also be a big plus for those drivers with a physical disability such as weak or restricted arm movement.
The main participants in the EPB market are TRW, Continental Teves, Delphi, Bosch, Siemens VDO and Dura Automotive. TRW Automotive recently launched its next-generation EBP system on the new Audi A6. The company already has EBP contracts with several leading vehicle manufacturers including Audi and Lancia. The new system offers advanced features such as hill-start assist without rollback and emergency braking via the vehicle stability control system. It consists of two electro-mechanical actuators integrated into the rear disc brake callipers and a controller. The system interfaces with the vehicle’s Controller Area Network to provide continuous monitoring and feedback, and functions as a conventional hydraulic brake for ordinary brake applications and as an electric brake for parking.
In Europe, just-auto estimate penetration rates could be 12% as standard fitment. Beyond that, opinions differ. While some predict fitment rates of around 20% by 2010, others reckon that electric parking brakes could feature in 50% of all new cars. Given that 90% of vehicles built in North America are equipped with automatic gearboxes (and therefore using the park lock position) and most roads in the US are flat, interest in EPBs is very low among vehicle makers.
The next promising market for EPBs is Japan. Although there are not yet any vehicles fitted with EPB, Renault-Nissan is said to be showing an interest. Toyota are also said to be taking an interest in EPB. It is predicted that the first EPB could appear in Japan by 2007. “All of a sudden, we have received a huge interest from Japan,” said Phil Cunningham, director of chassis systems product planning, TRW Automotive, “The Japanese vehicle makers are now very interested in EPB technology.”
Manufacturers are in agreement that the EPB market will follow the same growth rate path as power windows and central locking. Manufacturers also see the comfort feature as an important element for the vehicle’s resale value.
Delphi is also preparing to launch its system in 2008. “Our hybrid brake system is hugely more powerful, quicker and quieter than an electric parking brake,” said Nick Jones, chief engineer at Delphi’s Innovation Centre, Paris. Unlike Bosch, Delphi put its faith in EMB four years ago. Delphi’s EMB replaces the conventional hydraulic braking system with electrically driven actuators. Each EMB caliper integrates an electric motor, a gear reduction stage and a ball screw into a package that is slightly larger than a conventional caliper. A central processor provides control and a pedal feel emulator provides driver feedback. An integrated parking brake operates on the rear wheels. Delphi says the units can be supplied as ‘plug and play’ modules, ready to bolt onto the vehicle.
As brake manufacturers strive to introduce novel technologies, vehicle makers may find it difficult to convince their customers to pay more for these benefits. While most drivers think modern brakes are very good already, no amount of technical jargon in the showroom will convince them to dig deeper into their pockets. Why should they? Although consumers are said to react favourably to technological changes forced by government regulation, there is no such legislation driving the change toward brake-by-wire. We watch with interest.
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