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sensotronic brake control full report
Post: #1

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ABSTRACT
Sensotronic Brake Control (SBC„¢) works electronically, and thus faster
and more precisely, than a conventional hydraulic braking system. As
soon as you press the brake pedal and the sensors identify the driving
situation in hand, the computer makes an exact calculation of the brake
force necessary and distributes it between the wheels as required. This
allows SBC„¢ to critically reduce stopping distances. SBC„¢ also helps to
optimise safety functions such as ESP®, ASR, ABS and BAS.
With Sensotronic Brake Control, electric impulses are used to pass the
driver's braking commands onto a microcomputer which processes various
sensor signals simultaneously and, depending on the particular driving
situation, calculates the optimum brake pressure for each wheel. As a
result, SBC offers even greater active safety than conventional brake
systems when braking in a corner or on a slippery surface. A high-
pressure reservoir and electronically controllable valves ensure that
maximum brake pressure is available much sooner. Moreover, the system
offers innovative additional functions to reduce the driver's workload.
These include Traffic Jam Assist, which brakes the vehicle
automatically in stop-and-go traffic once the driver takes his or her
foot off the accelerator. The Soft-Stop function - another first -
allows particularly soft and smooth stopping in town traffic

INTRODUCTION
When drivers hit the brake pedal today, their foot moves a piston rod
which is linked to the brake booster and the master brake cylinder.
Depending on the pedal force, the master brake cylinder builds up the
appropriate amount of pressure in the brake lines which - in a tried
and tested interaction of mechanics and hydraulics - then presses the
brake pads against the brake discs via the wheel cylinders.
By contrast, in the Mercedes-Benz Sensotronic Brake Control, a large
number of mechanical components are simply replaced by electronics. The
brake booster will not be needed in future either. Instead sensors
gauge the pressure inside the master brake cylinder as well as the
speed with which the brake pedal is operated, and pass these data to
the SBC computer in the form of electric impulses. To provide the
driver with the familiar brake feel, engineers have developed a special
simulator which is linked to the tandem master cylinder and which moves
the pedal using spring force and hydraulics. In other words: during
braking, the actuation unit is completely disconnected from the rest of
the system and serves the sole purpose of recording any given brake
command. Only in the event of a major fault or power failure does SBC
automatically use the services of the tandem master cylinder and
instantly establishes a direct hydraulic link between the brake pedal
and the front wheel brakes in order to decelerate the car safely.
The central control unit under the bonnet is the centrepiece of the
electrohydraulic brake. This is where the interdisciplinary interaction
of mechanics and electronics provides its greatest benefits - the
microcomputer, software, sensors, valves and electric pump work
together and allow totally novel, highly dynamic brake management:
In addition to the data relating to the brake pedal actuation, the SBC
computer also receives the sensor signals from the other electronic
assistance systems. For example, the anti-lock braking system (ABS)
provides information about wheel speed, while Electronic Stability
Program (ESP®) makes available the data from its steering angle,
turning rate and transverse acceleration sensors. The transmission
control unit finally uses the data highway to communicate the current
driving range. The result of these highly complex calculations is rapid
brake commands which ensure optimum deceleration and driving stability
as appropriate to the particular driving scenario. What makes the
system even more sophisticated is the fact that SBC calculates the
brake force separately for each wheel.
SENSOTRONIC BRAKE CONTROL - THE BRAKES OF THE FUTURE
Sensotronic Brake Control (SBC) is the name given to an innovative
electronically controlled brake system which Mercedes-Benz will fit to
future passenger car models. Following on from the Mercedes innovations
ABS, ASR, ESP® and Brake Assist, this system is regarded as yet another
important milestone to enhance driving safety. With Sensotronic Brake
Control electric impulses are used to pass the driverâ„¢s braking
commands onto a microcomputer which processes various sensor signals
simultaneously and, depending on the particular driving situation,
calculates the optimum brake pressure for each wheel. As a result, SBC
offers even greater active safety than conventional brake systems when
braking in a corner or on a slippery surface. A high-pressure reservoir
and electronically controllable valves ensure that maximum brake
pressure is available much sooner. Moreover, the system offers
innovative additional functions to reduce the driverâ„¢s workload. These
include Traffic Jam Assist, which brakes the vehicle automatically in
stop-and-go traffic once the driver takes his or her foot off the
accelerator. The Soft-Stop function “ another first “ allows
particularly soft and smooth stopping in town traffic.
Mechatronics “ a new term is gaining popularity within the automotive
industry and is rapidly developing into the catchword of a quiet
technological revolution which in many fields stands century-old
principles on their head. Mechatronics brings together two disciplines
which in many cases were thought to be irreconcilable, namely mechanics
and electronics.
Hence automobile functions which hitherto worked purely mechanically
and partly with hydraulic assistance will in future be controlled by
high-performance microcomputers and electronically controllable
actuators. These either replace the conventional mechanical components
or else enhance their function. The mechatronic interplay therefore
opens up hitherto inconceivable possibilities to further raise the
safety and comfort levels of modern passenger cars. For example: it was
only thanks to mechatronics that an electronically controlled
suspension system which instantly adapts to prevailing conditions when
driving off, braking or cornering -- thus providing a totally new
driving experience -- became a reality. In 1999 Mercedes-Benz launched
this system under the name Active Body Control (ABC) in the flagship CL
coupé, thereby signalling the advent of a new era of suspension
technology.
This electronically controlled suspension system will quickly be
followed by the electronic brake system: Mercedes-Benz and Bosch have
teamed up on this benchmark development project which will shortly
enter into series production at the Stuttgart automobile brand under
the name Sensotronic Brake Control -- or SBC for short.
It turns the conventional hydraulic brake into an even more powerful
mechatronic system. Its microcomputer is integrated into the carâ„¢s data
network and processes information from various electronic control
units. In this way, electric impulses and sensor signals can be
instantly converted into braking commands, providing a marked safety
and comfort gain for drivers.

Brake pedal: electronics instead of a vacuum
To turn to the technical side: when drivers hit the brake pedal today,
their foot moves a piston rod which is linked to the brake booster and
the master brake cylinder. Depending on the pedal force, the master
brake cylinder builds up the appropriate amount of pressure in the
brake lines which “ in a tried and tested interaction of mechanics and
hydraulics - then presses the brake pads against the brake discs via
the wheel cylinder.
In the Mercedes-Benz Sensotronic Brake Control, by contrast, a large
number of mechanical components are simply replaced by electronics. The
brake booster will not be needed in future either. Instead sensors
gauge the pressure inside the master brake cylinder as well as the
speed with which the brake pedal is operated, and pass these data to
the SBC computer in the form of electric impulses.
To provide the driver with the familiar brake feel engineers have
developed a special simulator which is linked to the tandem master
cylinder and which moves the pedal using spring force and hydraulics.
In other words: during braking the actuation unit is completely
disconnected from the rest of the system and serves the sole purpose of
recording any given brake command. Only in the event of a major fault
or power failure inside the 12V vehicle battery does SBC automatically
use the services of the tandem master cylinder and instantly
establishes a direct hydraulic link between the brake pedal and the
front wheel brakes in order to decelerate the car safely.
Control unit: pressure modulators for each wheel
The central control unit under the bonnet is the centrepiece of the
electrohydraulic brake. This is where the interdisciplinary interaction
of mechanics and electronics provides its greatest benefits “ the
microcomputer, software, sensors, valves and electric pump work
together and allow totally novel, highly dynamic brake management:
In addition to the data relating to the brake pedal actuation, the SBC
computer also receives the sensor signals from the other electronic
assistance systems. For example, the anti-lock braking system (ABS)
provides information about wheel speed, while ESP® makes available the
data from its steering angle, turning rate and transverse acceleration
sensors. The transmission control unit finally uses the data highway to
communicate the current driving range. The result of these highly
complex calculations is rapid brake commands which ensure optimum
deceleration and driving stability as appropriate to the particular
driving scenario. What makes the system even more sophisticated is the
fact that SBC calculates the brake force separately for each wheel.
The high-pressure reservoir contains the brake fluid which enters the
system at a pressure of between 140 and 160 bar. The SBC computer
regulates this pressure and also controls the electric pump which is
connected to the reservoir. This ensures much shorter response times
than on conventional brake systems. Yet another advantage: full braking
power is available even when the engine is switched off. The hydraulic
unit mainly comprises four so-called wheel pressure modulators. They
mete out the brake pressure as required and pass it onto the brakes. In
this way it is possible to meet the microcomputerâ„¢s stipulations while
each wheel is slowed down separately in the interests of driving
stability and optimum deceleration. These processes are monitored by
pressure sensors inside the wheel pressure modulators.
Emergency braking: stopping distance reduced by up to three per cent
The main performance characteristics of Sensotronic Brake Control
include the extremely high dynamics during pressure build-up and the
exact monitoring of driver and vehicle behaviour using sophisticated
sensors. Mercedes-Benz is thus moving into new dimensions of driving
safety. Take the example of the emergency brake: SBC already recognises
the driverâ„¢s rapid movement from the accelerator onto the brake pedal
as a clue to an imminent emergency stop and responds automatically:
with the aid of the high-pressure reservoir, the system increases the
pressure inside the brake lines and instantly presses the pads onto the
brake discs so that they can get a tight grip the moment the driver
steps onto the brake pedal. As a result of this so-called prefilling of
the brake system, the stopping distance of an SBC-equipped sports car
from a speed of 120 km/h is cut by around three per cent compared to a
car featuring conventional braking technology.
Thanks to electrohydraulic back-up, the performance of Brake Assist is
also improved further. If this system issues the command for an
automatic emergency stop, the quick pressure build-up and the automatic
prefilling of the wheel brakes leads to a shorter braking distance.
Driving stability: precise braking impulses for perfect ESP®
performance
It is not just in emergency braking that Sensotronic Brake Control
proves its worth, but also in other critical situations “ for example,
when there is a risk of swerving. Under such conditions, the system
interacts with the Electronic Stability Program (ESP®) which keeps the
vehicle safely on course through precise braking impulses at all wheels
and/or by reducing engine speed. SBC once again offers the benefits of
greater dynamics and precision: thanks to the even faster and more
accurate braking impulses from the SBC high-pressure reservoir, ESP® is
able to stabilise early and comfortably a vehicle which is about to
break away.
This is evident, for example, from the results of the VDA lane-change
test which suspension engineers use to simulate a quick obstacle-
avoidance manoeuvre and to demonstrate the high capabilities of the
Electronic Stability Program. In conjunction with SBC, ESP® works even
more effectively and significantly reduces vehicle swerving through
quick and precise braking impulses.
At the same time the driverâ„¢s steering effort is reduced. Thanks to SBC
and ESP® he or she will have even less difficulty keeping the car on
course.
Copyright DaimlerChrysler AG
With Sensotronic there is no need for ESP intervention when braking in
a curve.


Braking in a curve. Left: conventional. Right: with SBC.
Notice the unequal braking force, smaller lateral force, better
stability and alignment with SBC.

Braking in corners: greater safety thanks to variable brake force
distribution
Even when braking in corners, SBC also offers more safety than a
conventional brake system. This is where the variable and targeted
brake force distribution is of particular advantage to actively
influence the carâ„¢s compliance steer.
While conventional brake systems always mete out the brake pressure
equally to the inner and outer wheels, SBC offers the possibility of
assigning brake forces in a way appropriate to the situation. Hence the
system will automatically increase the brake pressure at the outer
wheels because the higher vertical forces also allow them to transfer
greater brake forces. At the same time the brake forces at the inner
wheels are reduced to provide the higher cornering forces needed to
stay on course. The result is a more stable braking behaviour along
with optimum deceleration values.
With the innovative Sensotronic Brake Control Mercedes engineers still
stick to the proven principle of a variable brake force control for the
front and rear axles. They program the system in such a way that, when
slowing down from a high speed, the larger part of the brake force
continues to act on the front axle. This prevents a potentially
hazardous overbraking of the rear axle. Again SBC is capable of
adapting to the prevailing situation. At low speeds or during partial
braking, the system automatically increases the brake force share at
the rear axle to improve brake system response and achieve even wear
and tear of the brake pads.
Comfort: no pedal vibrations during ABS operation
Both the separation of the SBC pedal from the rest of the brake system
and the proportional pressure control using mechatronics serve to
increase brake comfort “ particularly during sharp deceleration or when
the anti-lock braking system is operational. The usual vibration of the
brake pedal when ABS sets in does not occur, which, Mercedes engineers
have found, is not only a comfort feature of the new system but also
offers measurable safety benefits. Their research in DaimlerChryslerâ„¢s
Berlin driving simulator has revealed that almost two thirds of all
drivers are startled when ABS pulsation sets in: they do not increase
the brake force further and are even prone to taking their foot off the
brake pedal for a short while, thereby lengthening the stopping
distance of their vehicle “ in the driving simulator by an average of
2.10 metres - 7 feet - during ABS braking from 60 km/h - 37 MPH - on a
snow-covered road surface.
SBC add-on functions: support systems to reduce driver strain
Sensotronic Brake Control offers additional advantages in everyday
driving situations “ when slowing down ahead of traffic lights, in the
wet, in traffic jams or hill starts:
The so-called Soft-Stop function of the SBC software ensures
particularly gentle and smooth stopping which provides significant
comfort benefits particularly around town when you need to slow down
frequently for traffic lights. All this is made possible by the higher
-precision pressure control thanks to mechatronics. On a wet road
surface the system metes out short brake impulses at regular intervals
to ensure that the water film on the brake discs dries off and that SBC
can always operate with optimum effectiveness. This automatic dry-
braking function is activated at regular intervals when the carâ„¢s
windscreen wipers are running. The driver does not even notice these
ultra-precise brake impulses.
The Sensotronic Brake Control also incorporates a so-called Traffic Jam
Assist function, which is activated using the cruise control stalk
while the car is stationary. The benefit is that during stop-and-go
traffic drivers only need to use the accelerator pedal; once they take
their foot off the accelerator, SBC slows down the car to standstill at
a steady rate of deceleration. The Traffic Jam Assist facility can
remain operational up to 60 km/h - 37 MPH - and switches off
automatically at higher speeds.
On hills or steep drives the Sensotronic Brake Control Drive-Away
Assist prevents the car from rolling backwards or forwards “ stepping
onto the brake pedal quickly but sharply is all it takes to activate
the brake. If the driver accelerates, the Drive-Away Assist releases
the brake and allows the car to drive off smoothly.
The future: SBC paving the way for automatic guidance systems
The advent of electronics in brake technology opens up new and
promising opportunities to Mercedes engineers - and not only in the
disciplines of safety and comfort. Thanks to SBC they have also moved a
considerable way closer to the realisation of their long-term
objective, namely to be able to automatically guide the cars of the
future along the roads with the aid of video cameras, proximity radar
and advanced telematics. For such autonomous vehicle guidance, the
experts need a computer-controlled brake system which automatically
acts on the instructions of an electronic autopilot and stops the car
safely.
The concept for the pressure sensor
The major requirements of a pressure sensor for X-by-Wire applications,
as previously mentioned, are high precision and reliability as well as
multi functionality and flexibility, features strongly desired in
modern sensor design. These requirements have heavily influenced the
design choices. In order to enhance the precision it has been conceived
a silicon micro machined piezo-resistive pressure sensor chip with two
different sensitivities: a higher one in a low-pressure range (0 to 30
bar), where often an elevated resolution is required, and a lower one
at higher pressures (up to 250 bar). Thus, with one single membrane
chip, practically two sensors are obtained. Moreover, as it will be
explained further on more in details, the transition between the two
sensitivity levels determines an area with particularly interesting
characteristics that could be used to recalibrate the sensor from
offsets without having to remove it from the system where it normally
operates and mount it on a reference bench. Somehow what could be
called a self-recalibration ability. Enhancing the reliability and
the therefore the availability of a sensor needs stability in the
components and sensor health monitoring strategies. This latter is
possible through an integrated digital electronic that would hence
allow self-test functions. Key point of these procedures is the
previously mentioned recalibration area, which potentially allows
monitoring offsets with a precision up to 0.15 % full scale (FS)
without need on integrated actuators and the relative control
electronic. A digital electronic can also be designed, without major
difficulties, to integrate a controller for networking (Controlled Area
Network, for example), consequently enhancing the capabilities and the
flexibility of the sensor.
2.1 Two levels sensitivity and recalibration
The transduction of the physical quantity, pressure in the specific
case, into an electrically measurable figure is performed though piezo
-resistive elements implanted on the surface of the of the silicon
chip. This type of transducers is sensitive to the stresses in the two
coordinates defined with respect to the plane where the elements are
implanted in the chip (8). The stresses on the piezo-resistors induce
changes in their resistance that can be detected with rather high
accuracy as unbalance of a Wheaston bridge. The stresses on the chip
surface depend on the geometrical characteristics of the latter and on
the forces deriving from the applied pressure (9). Therefore
transducers are usually placed in such a way to have maximum response
to the pressure changes and in order to obtain a constant sensitivity.
Normally small variations in the sensitivity are undesirable as they
complicate the calibration process and often reduce the sensor
accuracy. On the contrary, in the presented design, a drastical change
in the sensitivity as been conceived through a major variation of the
sensor geometry. This characteristic has been exploited to realize the
two sensitivity ranges.

The sensor consists of a membrane structure at which centre is placed a
cylindrical structure (a centreboss membrane) as shown in fig. 1. As
the pressure is applied, from top, the membrane will move freely
downward: this determines a rather sensitive sensor response, which
will continue until 30 bar is reached. At this point the cylinder will
enter into contact with the silicon bulk plate. Consequently the
geometrical structure of the sensor will almost instantly change: the
membrane will not be able to move freely any more and will behave more
like a ring fixed at the two sides. The stiffness of the structure will
significantly increase, thus the building up of stresses due to
pressure will reduce and thereby the sensitivity will be roughly of a
four factor smaller than the one between 0 and 30 bar. This determines
the low sensitivity range that is specified up to 250bar. Fig. 2
summarises graphically what has been here above described.
Moreover the cylindrical central structure makes the membrane fairly
robust and resistant to overpressures.

In silicon the elastic behaviour, opposed to the plastic one, is
dominant. Therefore silicon withstands stresses with almost unchanged
characteristics: this is what makes it a good material for sensors.
Thus it can be expected that in the described design the cylindrical
central structure and the respective contact area on the silicon bulk
will remain stable. Consequently it can also be expected that the
pressure needed to generate the contact between the two parts will
remain constant through the sensor lifetime, thereby the transition
between the two sensitivity levels will take place always at the same
pressure: in fig. 2 this is defined as Recalibration point.
Now, gathering this information together, a contact point is obtained,
which is: mechanically determined, constant and independent from the
electrical characteristics of the transducers. Therefore, if it is
possible to evaluate a procedure to determine this point though the
normal sensor operation, than a monitoring and correction of electrical
instabilities such as offset drifts can be achieved without need of a
reference sensor or external action: a simple example of how this could
be obtained will be given in the paragraph 2.2. Moreover, the
recalibration principle makes no use of internal actuation system, no
actuator control or extra technology is therefore needed: the sensor
integrates what can be called a passive recalibration and self-test
principle. Furthermore such procedure could enable to avoid long and
costly temperature calibrations. Least but not last, the contact or
recalibration point is determined through the sensor technology and can
be so defined to be different from sensor to sensor. In the case the
sensor is operating in a network environment where more of these
sensors with different contact pressures are present, it is possible to
obtain more recalibration points, potentially increasing the sensor
accuracy.
2.2 The integrated digital electronic and the self-test
Digital electronic is often thought to be expensive for pressure
sensors. This argument usually does not consider all the potential
advantages that it can bring, either because of the difficulty to have
a complete overview on them or as a rather significant research effort
is needed to be able to exploit them completely. Moreover costs of
digital electronic are on the long term continuously decreasing.
In the presented design it has been chosen to make use of a digital
electronic in order to implement monitoring and correction strategies
in the sensor. Activities are being carried out to investigate all
possible failures of the sensor and evaluate their entity, this already
at design level. Hence eliminate through design as much of them as
possible, particularly those that cannot be automatically detected by
the sensor. On the remainder will be in the first place evaluated
methods to individuate the errors (self-test) and, when possible,
correct them without the outside intervention (recalibration). A
diagram of this procedure is described in fig. 3.

Furthermore network capabilities can be introduced and thereby user
tailored functions can be programmed resulting in an enhanced sensor
flexibility.
Clearly a complex electronic has not only advantages consideration has
to be taken not to introduce further hardware, but also software
errors. Central point of the self-test strategies is the previously
described Recalibration point. The presence of a digital electronic
allows performing the drift monitoring and the recalibration
internally. A simple example might help the understanding. Lets suppose
that the sensor is working in a system where the pressure can rise
linearly, namely 250 bar in 8 sec., for simplicity lets also suppose
that the sensor has an ideal linear behaviour in the 2 sensitivity
ranges (in the real case there will be a linearity error which will ad
up to the calculations, on the other hand though the sensor response
could be better described by polynomialls of higher order, therefore it
has been chosen to stay with the simplest case). During the pressure
rise 4 points are sampled through the digital electronic: point one at
sensor output around 0 V and the second around 2 V, in the low pressure
range, the third at 2.3 V and the fourth at 4 V, in the high pressure
one as shown in fig. 4 (a wise choice of the points can influence up to
50% the accuracy with which the recalibration point can be determined).
These points are used to define the 2 lines, which intersection will
determine the contact voltage. This can be compared with the value
stored in the sensor memory at the previous recalibration and, if the
difference exceeds the calculation errors, the new value will
substitute the old one: the sensor response lines will be adjusted and
thereby a recalibration will take place. Key point of this procedure is
the dimension of the calculation errors. If the linearity error is not
considered, for the reasons previously given, these depend on the
sensor A/D converter resolution and the sampling frequency. Therefore,
with a 10 bit A/D converter and sampling at 1 kHz a recalibration with
approximately a 0.15 % accuracy FS can be obtained. To the reader is
left the little mathematic game that takes to the given value.

The sensor design
Defining a concept for a new sensor is no trivial job. Putting this
into a realisable design is even more complex and requires a good deal
of experience in sensor manufacturing and simulation techniques. The
transducer chip design has been conceived in collaboration between EADS
(European Aerospace
Defence and Space company) Deutschland GmbH and AKTIV SENSOR GmbH, with
the contribution of the Technical University of Berlin. The electronic
design instead was the result of the cooperation of EADS Deutschland
GmbH and ELBAU GmbH.
3.1 The chip design
The major difficulty in the design was to realise the change in the
mechanical structure in such a way that the sensor response variation
between the two configurations would be possibly sharp, but most of all
that the response with respect to the pressure change would be
monotonous. If this condition is not fulfilled, there is no one to one
correspondence between the transducer response and the applied
pressure: there will be different pressures that will produce the same
output signal, thereby the sensor will be intrinsically unreliable and
therefore unusable. Overcoming this problem means that the
piezoresistors (the transducing elements) have to see always increasing
stresses with the rising of the pressure. Therefore the choice on the
piezo-resistor position on the chip membrane is determinant and with it
the results of the simulation. The choice that has been made in the
positioning of the piezo-resistive elements can be noted that the
stress distribution changes significantly before and after the
mechanical contact. Moreover it has been chosen design 90-degree
profiles in order to reduce the previously described risk: this implies
using anisotropy etching. etching. The results of the dry etching
process can be seen in fig. 6.

3.2 The electronic design
The design of the electronic should be maintained to a low level of
complexity. Never the less attention should be given to the design in
order to be able to implement all the self-test and recalibration
features allowed by the design, but at the same time avoiding
unnecessary over dimensioning of components that would only reflect
itself on an increase of costs. Particular care should be given in
taking advantage of the high resolution in the low-pressure range: for
example, in the case of a linear analogue or Pulse-Width Modulation
(PWM) output is desired, as it normally is in sensor output coding, a
high resolution digital to analogue converter is needed. Moreover, in
the design is planned: a volatile memory for storing the calibration
parameters, a non-volatile one for the programming of the self-test and
recalibration algorithms, a PWM module, a CAN module for a bus
communication and of course analogue to digital converter to enable the
signal processing. In the first prototype a low level of integration
has been chosen to enable more design flexibility, never the less most
of the needed functions could be performed by a commercially available
ASIC which could be integrated in second stage.
REFERENCES
http://autospeed.com.au/
http://whnet4x4/index.html
http://mercedes-benze/default.htm
http://howstuffworks.com
Overdrive Vol. 3., No. 5, January 2001
Post: #2
[attachment=2399]
sensotronic brake control

What is SBC

Sensotronic Brake Control (SBC) is the name given to an innovative electronically controlled brake system which will fit to future passenger car models.
With Sensotronic Brake Control electric signals are used to pass the driverâ„¢s braking commands onto a microcomputer which processes various sensor signals simultaneously and, depending on the particular driving situation, calculates the optimum brake pressure for each wheel.

BRAKE PEDAL

In the Sensotronic Brake Control, a large number of mechanical components are simply replaced by electronics.
Sensors gauge the pressure inside the master brake cylinder as well as the speed with which the brake pedal is operated, and pass these data to the SBC computer in the form of electric impulses.

CONTROL UNIT

The central control unit under the bonnet is the centerpiece of the electro-hydraulic brake.
The microcomputer, software, sensors, valves and electric pump work together and allow totally novel, highly dynamic brake management.
In addition to the data relating to the brake pedal actuation, the SBC computer also receives the sensor signals from the other electronic assistance systems. For example, ESP which makes available the data from its steering angle and turning rate.
PRESSURE SENSOR

1. High precision and reliability are most desired functions in modern sensor design.
2. The conversion of pressure in the specific case, into an electrically measurable value is performed through piezo-resistive elements implanted on the surface of the silicon chip.
3. Two different sensitivities: a higher one in a low-pressure range (0 to 30 bar), and a lower one at higher pressures (up to 250 bar).
The sensor design

Defining a concept for a new sensor is no trivial job. Putting this into a realizable design is even more complex and requires a good deal of experience in sensor manufacturing and simulation techniques. The transducer chip design has been conceived in collaboration between EADS (European Aerospace Defense and Space company) with the contribution of the Technical University of Berlin.

ELECTRONIC DESIGN

Electronic should be maintained to a low level of complexity.
A low level of integration has been chosen to enable more design flexibility

FEATURES OF SENSOTRONIC BRAKE CONTROL
1. Emergency braking

SBC recognizes the driverâ„¢s rapid movement from the accelerator onto the brake pedal as a clue to an imminent emergency stop and responds automatically: with the aid of the high-pressure reservoir, the system increases the pressure inside the brake lines and instantly presses the pads onto the brake discs so that they can get a tight grip the moment the driver steps onto the brake pedal
2. Driving stability

when there is a risk of swerving, the system interacts with the Electronic Stability Program (ESP®) which keeps the vehicle safely on course through precise braking impulses at all wheels.
SBC offers the benefits of greater dynamics and precision: thanks to the even faster and more accurate braking impulses from the SBC.
3. Comfort

SBC serve to increase brake comfort particularly during sharp deceleration
The usual vibration of the brake pedal does not occur which is not only a comfort feature but also offers measurable safety benefits.

SBC add-on functions

The Soft-Stop function of the SBC software ensures particularly gentle and smooth stopping during heavy traffic jams
On a wet road surface the system metes out short brake impulses at regular intervals to ensure that the water film on the brake discs dries off and that SBC can always operate with optimum effectiveness.
On hills or steep drives the Sensotronic Brake Control Drive-Away Assist prevents the car from rolling backwards or forwards “ stepping onto the brake pedal quickly but sharply is all it takes to activate the brake

The future
The advent of electronics in brake technology opens up new and promising opportunities in the disciplines of safety and comfort. By means of SBC we have also moved a considerable way closer to the realization of long-term objective, namely to be able to automatically guide the cars of the future along the roads with the aid of video cameras, proximity radar and advanced telematics. For such autonomous vehicle guidance, the experts need a computer-controlled brake system which automatically acts on the instructions of an electronic autopilot and stops the car safely.
Post: #3
Shocked 
Big Grin HI i'm very happy today thankx to u!!!

i want more info about sensotronic brake control system's history & future
Post: #4
[attachment=6039]
sensotronic brake control full report


ABSTRACT


Sensotronic Brake Control (SBC™) works electronically, and thus faster and more precisely, than a conventional hydraulic braking system. As soon as you press the brake pedal and the sensors identify the driving situation in hand, the computer makes an exact calculation of the brake force necessary and distributes it between the wheels as required. This allows SBC™ to critically reduce stopping distances. SBC™ also helps to optimise safety functions such as ESP®, ASR, ABS and BAS.

With Sensotronic Brake Control, electric impulses are used to pass the driver's braking commands onto a microcomputer which processes various sensor signals simultaneously and, depending on the particular driving situation, calculates the optimum brake pressure for each wheel. As a result, SBC offers even greater active safety than conventional brake systems when braking in a corner or on a slippery surface. A high-pressure reservoir and electronically controllable valves ensure that maximum brake pressure is available much sooner. Moreover, the system offers innovative additional functions to reduce the driver's workload. These include Traffic Jam Assist, which brakes the vehicle automatically in stop-and-go traffic once the driver takes his or her foot off the accelerator. The Soft-Stop function - another first - allows particularly soft and smooth stopping in town traffic
Post: #5
[attachment=6233]
SENSOTRONIC BRAKING SYSTEM (SBC)

Submitted to Submitted by
Mr. Upinder Varun sharma
1106435
Mechanical engg.


SENSOTRONIC BRAKING SYSTEM (SBC)

When it comes time to stop a vehicle, most drivers slowly press on the brake pedal. Even during an emergency situation, studies have shown that almost all drivers will press only partially on the brake pedal for the first few milliseconds until their brain has time to analyze the situation and then the brake pedal is pressed firmly. This slight delay in braking enables the vehicle to travel several meters further and can cause an accident. There are several other factors that delay the vehicle’s response to a braking situation.
Mercedes-Benz is trying to reduce or eliminate as much as possible these factors with their new brake systems. They call it Sensotronic Brake Control.
Mercedes-Benz first introduced the Sensotronic brake system on their SL-Class sports car.
The brake system is integrated into the car’s stability control and traction control systems to predict the amount of braking force required at each wheel of the car. Rather than simply reacting to the slip of a tire on the road, the brake controller anticipates the maximum potential braking force all the time the car is rolling down the road. This ensures optimum braking performance at each wheel when needed.
Actual brake application begins long before the driver pushes on the brake pedal. By monitoring the accelerator pedal position, the brake computer can measure the rate at which a driver releases the pedal.
 If a driver is removing their foot quickly, then it could be in response to an emergency situation.
 The brake controller reacts by applying slight hydraulic pressure to each brake caliper to move the brake pads toward the brake rotor, eliminating any delay in applying braking force.
 By now, the driver has started to step on the brake pedal but probably not firm enough for an emergency stop.


 The computer measures the rate of brake pedal application by the driver and if the response is rapid, the computer will apply the brakes fully, even before the driver realizes that maximum braking effort is required.
 The computer can vary the amount of hydraulic pressure at each wheel to provide maximum deceleration even when the vehicle is on a turn.
Post: #6


[attachment=7806]

PRESENTED BY:
ANKIT AGARWAL
ANKUR SAXENA
AVINASH AWASTHI
HIMANSHU KATIYAR
EC 4TH YEAR (2010-11)
MAHARANA PRATAP ENGG. COLLEG



What is sensotronic brake control?

Sensotronic Brake Control is an innovative electronically
controlled brake system that is faster and more precise than
the conventional braking system.


Complete interaction of mechanics and electronics, known as
“MECHATRONICS”.


The brake booster will not be needed in future either.


Judges the driving scenario.


CONVENTIONAL BRAKING SYSTEM
Uses piston rod which is linked to the brake booster and the master brake cylinder.

Depending on the pedal force, the master brake cylinder builds up the appropriate amount of pressure in the brake lines.

Then presses the brake pads against the brake discs via the wheel cylinders.

Sensotronic brake control
In SBC, electric impulses are used .

A high pressure reservoir and electronically controllable valves ensure that maximum brake pressure is available much sooner.

Offers innovative additional functions :

Traffic Jam Assist
The Soft-Stop


WHY SENSOTONIC BRAKE

Brake pedal: Electronics instead of a vacuum


Control unit: Pressure modulators for each wheel


Faster and more precisely

ELECTRONIC SENSORS USED IN SBC


PEDAL TRAVEL SENSOR (Situated at brake pedal)

STEERING ANGLE SENSOR (Situated at steering)

WHEEL SPEED SENSOR (Situated at every wheel)

HYDRAULIC UNIT SENSOR (Situated at front wheel)




Post: #7


[attachment=7965]

By
Anuj Kumar

Under the guidance of
Dr. Mathew Cherian





ABSTRACT

Sensotronic Brake Control

Sensotronic Brake Control (SBC™) works electronically as well as mechanically, so it is a mechatronics process and thus faster and more precisely, than a conventional hydraulic braking system. As soon as you press the brake pedal and the sensors identify the driving situation in hand, the computer makes an exact calculation of the brake force necessary and distributes it between the wheels as required. This allows SBC™ to critically reduce stopping distances. SBC™ also helps to optimise safety functions such as ESP®, ASR, ABS and BAS.

With Sensotronic Brake Control, electric impulses are used to pass the driver's braking commands onto a microcomputer which processes various sensor signals simultaneously and, depending on the particular driving situation, calculates the optimum brake pressure for each wheel. As a result, SBC offers even greater active safety than conventional brake systems when braking in a corner or on a slippery surface. A high-pressure reservoir and electronically controllable valves ensure that maximum brake pressure is available much sooner. Moreover, the system offers innovative additional functions to reduce the driver's workload. These include Traffic Jam Assist, which brakes the vehicle automatically in stop-and-go traffic once the driver takes his or her foot off the accelerator. The Soft-Stop function - another first - allows particularly soft and smooth stopping in town traffic



INTRODUCTION

When drivers hit the brake pedal today, their foot moves a piston rod which is linked to the brake booster and the master brake cylinder. Depending on the pedal force, the master brake cylinder builds up the appropriate amount of pressure in the brake lines which - in a tried and tested interaction of mechanics and hydraulics - then presses the brake pads against the brake discs via the wheel cylinders.
By contrast, in the Mercedes-Benz Sensotronic Brake Control, a large number of mechanical components are simply replaced by electronics. The brake booster will not be needed in future either. Instead sensors gauge the pressure inside the master brake cylinder as well as the speed with which the brake pedal is operated, and pass these data to the SBC computer in the form of electric impulses. To provide the driver with the familiar brake feel, engineers have developed a special simulator which is linked to the tandem master cylinder and which moves the pedal using spring force and hydraulics. In other words: during braking, the actuation unit is completely disconnected from the rest of the system and serves the sole purpose of recording any given brake command. Only in the event of a major fault or power failure does SBC automatically use the services of the tandem master cylinder and instantly establishes a direct hydraulic link between the brake pedal and the front wheel brakes in order to decelerate the car safely.
The central control unit under the bonnet is the centrepiece of the electrohydraulic brake. This is where the interdisciplinary interaction of mechanics and electronics provides its greatest benefits - the microcomputer, software, sensors, valves and electric pump work together and allow totally novel, highly dynamic brake management:

In addition to the data relating to the brake pedal actuation, the SBC computer also receives the sensor signals from the other electronic assistance systems. For example, the anti-lock braking system (ABS) provides information about wheel speed, while Electronic Stability Program (ESP®) makes available the data from its steering angle, turning rate and transverse acceleration sensors. The transmission control unit finally uses the data highway to communicate the current driving range. The result of these highly complex calculations is rapid brake commands which ensure optimum deceleration and driving stability as appropriate to the particular driving scenario. What makes the system even more sophisticated is the fact that SBC calculates the brake force separately for each wheel.


SENSOTRONIC BRAKE CONTROL - THE BRAKES OF THE FUTURE

Sensotronic Brake Control (SBC) is the name given to an innovative electronically controlled brake system which Mercedes-Benz will fit to future passenger car models. Following on from the Mercedes innovations ABS, ASR, ESP® and Brake Assist, this system is regarded as yet another important milestone to enhance driving safety. With Sensotronic Brake Control electric impulses are used to pass the driver’s braking commands onto a microcomputer which processes various sensor signals simultaneously and, depending on the particular driving situation, calculates the optimum brake pressure for each wheel. As a result, SBC offers even greater active safety than conventional brake systems when braking in a corner or on a slippery surface. A high-pressure reservoir and electronically controllable valves ensure that maximum brake pressure is available much sooner. Moreover, the system offers innovative additional functions to reduce the driver’s workload. These include Traffic Jam Assist, which brakes the vehicle automatically in stop-and-go traffic once the driver takes his or her foot off the accelerator. The Soft-Stop function – another first – allows particularly soft and smooth stopping in town traffic.

Mechatronics – a new term is gaining popularity within the automotive industry and is rapidly developing into the catchword of a quiet technological revolution which in many fields stands century-old principles on their head. Mechatronics brings together two disciplines which in many cases were thought to be irreconcilable, namely mechanics and electronics.

Hence automobile functions which hitherto worked purely mechanically and partly with hydraulic assistance will in future be controlled by high-performance microcomputers and electronically controllable actuators. These either replace the conventional mechanical components or else enhance their function. The mechatronic interplay therefore opens up hitherto inconceivable possibilities to further raise the safety and comfort levels of modern passenger cars. For example: it was only possible through mechatronics that an electronically controlled suspension system which instantly adapts to prevailing conditions when driving off, braking or cornering -- thus providing a totally new driving experience -- became a reality. In 1999 Mercedes-Benz launched this system under the name Active Body Control (ABC) in the flagship CL coupé, thereby signalling the advent of a new era of suspension technology.

This electronically controlled suspension system will quickly be followed by the electronic brake system: Mercedes-Benz and Bosch have teamed up on this benchmark development project which will shortly enter into series production at the Stuttgart automobile brand under the name Sensotronic Brake Control -- or SBC for short.

It turns the conventional hydraulic brake into an even more powerful mechatronic system. Its microcomputer is integrated into the car’s data network and processes information from various electronic control units. In this way, electric impulses and sensor signals can be instantly converted into braking commands, providing a marked safety and comfort gain for drivers.

TECHNICAL DETAILS

Brake Pedal

To turn to the technical side: when drivers hit the brake pedal today, their foot moves a piston rod which is linked to the brake booster and the master brake cylinder. Depending on the pedal force, the master brake cylinder builds up the appropriate amount of pressure in the brake lines which – in a tried and tested interaction of mechanics and hydraulics - then presses the brake pads against the brake discs via the wheel cylinder.


In the Mercedes-Benz Sensotronic Brake Control, by contrast, a large number of mechanical components are simply replaced by electronics. The brake booster will not be needed in future either. Instead sensors gauge the pressure inside the master brake cylinder as well as the speed with which the brake pedal is operated, and pass these data to the SBC computer in the form of electric impulses.

To provide the driver with the familiar brake feel engineers have developed a special simulator which is linked to the tandem master cylinder and which moves the pedal using spring force and hydraulics. In other words: during braking the actuation unit is completely disconnected from the rest of the system and serves the sole purpose of recording any given brake command. Only in the event of a major fault or power failure inside the 12V vehicle battery does SBC automatically use the services of the tandem master cylinder and instantly establishes a direct hydraulic link between the brake pedal and the front wheel brakes in order to decelerate the car safely.


Control unit

The central control unit under the bonnet is the centrepiece of the electrohydraulic brake. This is where the interdisciplinary interaction of mechanics and electronics provides its greatest benefits – the microcomputer, software, sensors, valves and electric pump work together and allow totally novel, highly dynamic brake management:

In addition to the data relating to the brake pedal actuation, the SBC computer also receives the sensor signals from the other electronic assistance systems. For example, the anti-lock braking system (ABS) provides information about wheel speed, while ESP® makes available the data from its steering angle, turning rate and transverse acceleration sensors. The transmission control unit finally uses the data highway to communicate the current driving range. The result of these highly complex calculations is rapid brake commands which ensure optimum deceleration and driving stability as appropriate to the particular driving scenario. What makes the system even more sophisticated is the fact that SBC calculates the brake force separately for each wheel.

The high-pressure reservoir contains the brake fluid which enters the system at a pressure of between 140 and 160 bar. The SBC computer regulates this pressure and also controls the electric pump which is connected to the reservoir. This ensures much shorter response times than on conventional brake systems. Yet another advantage: full braking power is available even when the engine is switched off. The hydraulic unit mainly comprises four so-called wheel pressure modulators. They mete out the brake pressure as required and pass it onto the brakes. In this way it is possible to meet the microcomputer’s stipulations while each wheel is slowed down separately in the interests of


driving stability and optimum deceleration. These processes are monitored by pressure sensors inside the wheel pressure modulators.




Post: #8
[attachment=10308]
SENSOTRONIC BRAKE CONTROL (the brakes of the future)
Sensotronic Brake Control (SBC™) works electronically, and thus faster and more precisely, than a conventional hydraulic braking system
By contrast, in the Mercedes-Benz Sensotronic Brake Control, a large number of mechanical components are simply replaced by electronics
During braking the actuation unit is completely disconnected from the rest of the system and serves the sole purpose of recording any given brake command.
Only in the event of a major fault or power failure inside the 12V vehicle battery does SBC automatically use the services of the tandem master cylinder and instantly establishes a direct hydraulic link between the brake pedal and the front wheel brakes in order to decelerate the car safely.
The anti-lock braking system (ABS) provides information about wheel speed, while Electronic Stability Program (ESP®) makes available the data from its steering angle, turning rate and transverse acceleration sensors. The transmission control unit finally uses the data highway to communicate the current driving range. The result of these highly complex calculations is rapid brake commands which ensure optimum deceleration and driving stability as appropriate to the particular driving scenario. What makes the system even more sophisticated is the fact that SBC calculates the brake force separately for each wheel.
Post: #9
Presented by:
B.DILEEP

[attachment=10325]
SENSORTRONIC BRAKE CONTROL
ABSTRACT

Sensotronic Brake Control (SBC™) works electronically, and thus faster and more precisely, than a conventional hydraulic braking system. As soon as you press the brake pedal and the sensors identify the driving situation in hand, the computer makes an exact calculation of the brake force necessary and distributes it between the wheels as required. his allows SBC™ to critically reduce stopping distances. SBC™ also helps to optimise safety functions such as ESP®, ASR, ABS and BAS.
With Sensotronic Brake Control electric impulses are used to pass the driver’s braking commands onto a microcomputer which processes various sensor signals simultaneously and, depending on the particular driving situation, calculates the optimum brake pressure for each wheel. As a result, SBC offers even greater active safety than conventional
brake systems when braking in a corner or on a slippery surface. A high-pressure reservoir and electronically controllable valves ensure that maximum brake pressure is available much sooner. Moreover, the system offers innovative additional functions to reduce the driver’s workload. These include Traffic Jam Assist, which brakes the vehicle automatically in stop-and-go traffic once the driver takes his or her foot off the accelerator. The Soft-Stop function – another first – allows particularly soft and smooth stopping in town traffic.
1. INTRODUCTION:
When drivers hit the brake pedal today, their foot moves a piston rod which is linked to the brake booster and the master brake cylinder. Depending on the pedal force, the master brake cylinder builds up the appropriate amount of pressure in the brake lines which – in a tried and tested interaction of mechanics and hydraulics – then presses the brake pads against the brake discs via the wheel cylinders.
By contrast, in the Mercedes-Benz Sensotronic Brake Control, a large number of mechanical components are simply replaced by electronics. The brake booster will not be needed in future either. Instead sensors gauge the pressure inside the master brake cylinder as well as the speed with which the brake pedal is operated, and pass these data to the SBC computer in the form of electric impulses. To provide the driver with the familiar brake feel, engineers have developed a special simulator which is linked to the tandem master cylinder and which moves the pedal using spring force and hydraulics. In other words: during braking, the actuation unit is completely disconnected from the rest of the system and serves the sole purpose of recording any given brake command. Only in the event of a major fault or power failure does SBC automatically use the services of the tandem master cylinder and instantly establishes a direct hydraulic link between the brake pedal and the front wheel brakes in order to decelerate the car safely.
The central control unit under the bonnet is the centerpiece of the electro hydraulic brake. This is where the interdisciplinary interaction of mechanics and electronics provides its greatest benefits – the microcomputer, software, sensors, valves and electric pump work together and allow totally novel, highly dynamic brake management:
In addition to the data relating to the brake pedal actuation, the SBC computer also receives the sensor signals from the other electronic assistance systems. For example, the anti-lock braking system (ABS) provides information about wheel speed, while Electronic Stability Program (ESP®) makes available the data from its steering angle, turning rate and transverse acceleration sensors. The transmission control unit finally uses the data highway to communicate the current driving range. The result of these highly complex calculations is rapid brake commands which ensure optimum deceleration and driving stability as appropriate to the particular driving scenario. What makes the system even more sophisticated is the fact that SBC calculates the brake force separately for each wheel.
2. SENSOTRONIC BRAKE CONTROL (the brakes of the future)
Sensotronic Brake Control (SBC) is the name given to an innovative electronically controlled brake system which Mercedes-Benz will fit to future passenger car models. Following on from the Mercedes innovations ABS, ASR, ESP® and Brake Assist, this system is regarded as yet another important milestone to enhance driving safety. With Sensotronic Brake Control electric impulses are used to pass the driver’s braking commands onto a microcomputer which processes various sensor signals simultaneously and, depending on the particular driving situation, calculates the optimum brake pressure for each wheel. As a result, SBC offers even greater active safety than conventional brake systems when braking in a corner or on a slippery surface. A high-pressure reservoir and electronically controllable valves ensure that maximum brake pressure is available much sooner. Moreover, the system offers innovative additional functions to reduce the driver’s workload. These include Traffic Jam Assist, which brakes the vehicle automatically in stop-and-go traffic once the driver takes his or her foot off the accelerator. The Soft-Stop function – another first – allows particularly soft and smooth stopping in town traffic.
Mechatronics – a new term is gaining popularity within the automotive industry and is rapidly developing into the catchword of a quiet technological revolution which in many fields stands century-old principles on their head. Mechatronics brings together two disciplines which in many cases were thought to be irreconcilable, namely mechanics and electronics.
Hence automobile functions which hitherto worked purely mechanically and partly with hydraulic assistance will in future be controlled by high-performance microcomputers and electronically controllable actuators. These either replace the conventional mechanical components or else enhance their function. The mechatronic interplay therefore opens up hitherto inconceivable possibilities to further raise the safety and comfort levels of modern passenger cars. For example: it was only thanks to mechatronics that an electronically controlled suspension system which instantly adapts to prevailing conditions when driving off, braking or cornering — thus providing a totally new driving experience — became a reality. In 1999 Mercedes-Benz launched this system under the name Active Body Control (ABC) in the flagship CL coupé, thereby signalling the advent of a new era of suspension technology.
This electronically controlled suspension system will quickly be followed by the electronic brake system: Mercedes-Benz and Bosch have teamed up on this benchmark development project which will shortly enter into series production at the Stuttgart automobile brand under the name Sensotronic Brake Control — or SBC for short.
It turns the conventional hydraulic brake into an even more powerful mechatronic system. Its microcomputer is integrated into the car’s data network and processes information from various electronic control units. In this way, electric impulses and sensor signals can be instantly converted into braking commands, providing a marked safety and comfort gain for drivers.
3. Brake pedal: electronics instead of a vacuum
To turn to the technical side: when drivers hit the brake pedal today, their foot moves a piston rod which is linked to the brake booster and the master brake cylinder. Depending on the pedal force, the master brake cylinder builds up the appropriate amount of pressure in the brake lines which – in a tried and tested interaction of mechanics and hydraulics – then presses the brake pads against the brake discs via the wheel cylinder.
In the Mercedes-Benz Sensotronic Brake Control, by contrast, a large number of mechanical components are simply replaced by electronics. The brake booster will not be needed in future either. Instead sensors gauge the pressure inside the master brake cylinder as well as the speed with which the brake pedal is operated, and pass these data to the SBC computer in the form of electric impulses.
To provide the driver with the familiar brake feel engineers have developed a special simulator which is linked to the tandem master cylinder and which moves the pedal using spring force and hydraulics. In other words: during braking the actuation unit is completely disconnected from the rest of the system and serves the sole purpose of recording any given brake command. Only in the event of a major fault or power failure inside the 12V vehicle battery does SBC automatically use the services of the tandem master cylinder and instantly establishes a direct hydraulic link between the brake pedal and the front wheel brakes in order to decelerate the car safely.
4. Control unit: pressure modulators for each wheel
The central control unit under the bonnet is the centerpiece of the electro hydraulic brake. This is where the interdisciplinary interaction of mechanics and electronics provides its greatest benefits – the microcomputer, software, sensors, valves and electric pump work together and allow totally novel, highly dynamic brake management:
In addition to the data relating to the brake pedal actuation, the SBC computer also receives the sensor signals from the other electronic assistance systems. For example, the anti-lock braking system (ABS) provides information about wheel speed, while ESP® makes available the data from its steering angle, turning rate and transverse acceleration sensors. The transmission control unit finally uses the data highway to communicate the current driving range. The result of these highly complex calculations is rapid brake commands which ensure optimum deceleration and driving stability as appropriate to the particular driving scenario. What makes the system even more sophisticated is the fact that SBC calculates the brake force separately for each wheel.
The high-pressure reservoir contains the brake fluid which enters the system at a pressure of between 140 and 160 bar. The SBC computer regulates this pressure and also controls the electric pump which is connected to the reservoir. This ensures much shorter response times than on conventional brake systems. Yet another advantage: full braking power is available even when the engine is switched off. The hydraulic unit mainly comprises four so-called wheel pressure modulators. They mete out the brake pressure as required and pass it onto the brakes. In this way it is possible to meet the microcomputer’s stipulations while each wheel is slowed down separately in the interests of driving stability and optimum deceleration. These processes are monitored by pressure sensors inside the wheel pressure modulators.
4. Emergency braking: stopping distance reduced by up to three percent
The main performance characteristics of Sensotronic Brake Control include the extremely high dynamics during pressure build-up and the exact monitoring of driver and vehicle behavior using sophisticated sensors. Mercedes-Benz is thus moving into new dimensions of driving safety. Take the example of the emergency brake: SBC already recognizes the driver’s rapid movement from the accelerator onto the brake pedal as a clue to an imminent emergency stop and responds automatically: with the aid of the high-pressure reservoir, the system increases the pressure inside the brake lines and instantly presses the pads onto the brake discs so that they can get a tight grip the moment the driver steps onto the brake pedal. As a result of this so-called profiling of the brake system, the stopping distance of an SBC-equipped sports car from a speed of 120 km/h is cut by around three per cent compared to a car featuring conventional braking technology.
Thanks to electro hydraulic back-up, the performance of Brake Assist is also improved further. If this system issues the command for an automatic emergency stop, the quick pressure build-up and the automatic profiling of the wheel brakes leads to a shorter braking distance.
5. Driving stability: precise braking impulses for perfect ESP® performance
It is not just in emergency braking that Sensotronic Brake Control proves its worth, but also in other critical situations – for example, when there is a risk of swerving. Under such conditions, the system interacts with the Electronic Stability Program (ESP®) which keeps the vehicle safely on course through precise braking impulses at all wheels and/or by reducing engine speed. SBC once again offers the benefits of greater dynamics and precision: thanks to the even faster and more accurate braking impulses from the SBC high-pressure reservoir, ESP® is able to stabilise early and comfortably a vehicle which is about to break away.
Post: #10
thanks a lot to this site...it enhanced my views and helped me in preparing my object.
Post: #11
to get information about the topic "sensotronic breaking system"full report ppt and related topic refer the link bellow

http://seminarprojectst-sensotronic-brake-control-full-report?pid=40650&mode=threaded

http://seminarprojectst-sensotronic-brake-control-full-report?pid=27607&mode=threaded

http://seminarprojectst-sensotronic-brake-system--3604
Post: #12
to get information about the topic "sensotronic breaking system"full report ppt and related topic refer the link bellow

http://seminarprojectst-sensotronic-brake-control-full-report?pid=40650&mode=threaded

http://seminarprojectst-sensotronic-brake-control-full-report?pid=27607&mode=threaded

http://seminarprojectst-sensotronic-brake-system--3604
Post: #13
can you tell me the disadvantages of the same
Post: #14
To get full information or details of sensotronic brake control please have a look on the pages


http://seminarprojectst-sensotronic-brake-control-full-report


if you again feel trouble on sensotronic brake control please reply in that page and ask specific fields in sensotronic brake control
 

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