Esp JM PDF

ESP (Electronic Stability Program)
ESP
(Electronic Stability Program)
1 Chonan Technical Service Training Center

CONTENTS
1. BASIC PHYSICS OF DRIVING DYNAMICS --------------------------------
2. ESP GENERAL ---------------------------------------------------------------------
3. JM ESP SYSTEM ------------------------------------------------------------------
4. ESP CONTROL MODULE -------------------------------------------------------
5. HYDRAULIC CONTROL UNIT --------------------------------------------------
6. INPUTS AND OUTPUTS ---------------------------------------------------------
7. INPUTS -------------------------------------------------------------------------------
8. OUTPUTS ----------------------------------------------------------------------------
9. DIAGNOSIS & FAILSAFE --------------------------------------------------------

1. BASIC PHYSICS OF DRIVING DYNAMICS
STOPPING DISTANCE
The stopping distance depends on the vehicle weight and the speed at which the vehicle travels
when the brakes are first applied.
This also applies to vehicles equipped with ABS. Although ABS attempts to adjust an optimum
braking force at each wheel, the forces which take effect between tires and road surface are so
high that even wheels equipped with ABS may squeal and leave rubber on the road. The skid mark
produced by an ABS brake application may clearly show the tread pattern of the tire.
However, in the event of an accident, the speed at which the vehicle was traveling cannot be
concluded from the skid mark of an ABS vehicle because any such mark will be clearly visible at
the start of brake application only.
BRAKING FORCE
Depressing the brake pedal causes the braking force to rise until it reaches a maximum, after
which it drops until the wheel locks.
BRAKING FORCE AT A WHEEL
The maximum braking force that can be achieved at any wheel depends upon the load on the
wheel and the frictional grip between tire and road surface, which is expressed as the ‘coefficient of
adhesion’. If the coefficient of adhesion is low, the braking force that can be achieved is very low.
You will probably be familiar with this situation from driving on winter roads. With a high coefficient
of adhesion on a dry road, the braking force that can be achieved is substantially higher. The
maximum braking force that can be achieved can also be calculated.
MAXIMUM BRAKING FORCE
FBmax = wheel load Fwheel x coefficient of adhesion µ

Fwheel
However, the calculated braking forces do no provide a
sufficiently accurate description of what happens during
braking.
The calculated values are only valid if the wheel does not
FB
lock. If a wheel locks, adhesion changes to sliding friction,
which exerts less deceleration. In technical literature, this Brake force on a wheel
loss of friction is described as ‘slip’.

CORNERING FORCE
The cornering force is highest when the wheel is rolling freely with no slip. Braking causes the
cornering force to drop to zero when the wheel locks (slip=100%).
SLIP
Brake slip is the difference between the vehicle speed and the circumferential speed of the wheel.
The slip is highest (100%) when the wheel locks and lowest (0%) when the wheel rotates unbraked.
While vehicle driving or braking, complex physical forces occurs in the tire’s contact area with the
road. The tire’s rubber elements become distorted and are exposed to partial sliding movements,
even if the wheel has not yet locked.
The slip can be calculated from the vehicle speed Vvhc and the wheel speed Vwhl using the
following equation:
S = (Vvhc - Vwhl) / Vvhc x 100%
TYPICAL SLIP CURVES
The picture shows coefficients of adhesion for various road surfaces. The typical shape of the
curves is always the same, with one exception: the curve for new snow rises when the slip reaches
100%.
On a vehicle without ABS, the wheel locks when

braked, causing a wedge of loose surface
Concrete
material or new snow to build up in front, resulting (dry)
in a higher resistance and a shorter stopping
distance. Concrete
(wet)
If the vehicle is equipped with ABS, the stopping
distance cannot be reduced because the wheel
will not lock. On loose surface material or new
snow, the stopping distance of a vehicle with ABS
is longer than that of a vehicle without ABS. This
is a physical phenomenon for which the anti-lock
braking system as such cannot be blamed.
However, as already mentioned, ABS is not Snow
concerned with stopping distance, but with

Ice
steerability and driving stability, permitting you to
steer around an obstacle. A vehicle without ABS is
not steerable when the wheels lock.

ABS WORKING RANGE
Brak
i ng f
orce
Braking and cornering force
Cor
neri
ng forc
e
ABS working range
Slip (%)
0 100
The working range starts just before the braking force reaches its maximum and ends when the
maximum is reached, because this is the point where the unstable range starts in which control is
no longer possible. ABS controls pressure modulation in such a manner that the braking force
always stays below a limit where a sufficiently high proportion is still available for cornering. With
ABS, only truly reckless driving can move us out of the Kamm circle.
KAMM’S CIRCLE
Lateral force
B R
Kamm’s frictional force
Longitudinal force
Before we discuss the Kamm circle, you should know that a tire cannot transmit more than 100%
of the forces to which it is subjected. For the tire it is all the same whether you need the 100% in
the braking direction or in the effective direction of the lateral force during cornering, for example. If
you enter a bend too fast and the tire needs the full 100% which it can transmit as cornering force,

it cannot transmit an additional braking force. The car will leave the road in spite of ABS. Kamm’s
circle helps us to visualize the relationship between barking force (B) and cornering force (C). To
demonstrate our point, we place a road wheel into the circle:
As long as the acting forces and the resultant force (F) stay within the circle, the vehicle is
directionally stable. If one force leaves the circle, the vehicle leaves the road.
OVERSTEERING
When the rear tires lose traction before the front tires, a car is oversteering. Recovery from an
oversteer situation must be quick since directional control can be lost.
Oversteering causes the tail end of the vehicle to swerve toward the outer side of the band (typical
of rear wheel drive vehicles).
UNDERSTEERING
When the front tires lose traction before the rear tires, a car is understeering. Instinctively, a driver
will compensate for understeer simply by turning the steering wheel further.
Understeering pushes the front wheels toward the outer verge of the bend (typical of front wheel
drive vehicle).
Point of acceleration
[Oversteering & Understeering]
Increasing the vehicle’s speed at this

point causes the vehicle to move either Oversteering
outside the original circle due to Understeering
“Understeering”, or inside the original
Center point
circle due to “Oversteering”
SLIP ANGLE
Slip angle is the deviation of a wheel between wheel deflection (steer angle) and actual course.
SIDESLIP ANGLE
Sideslip angle (attitude angel) is the deviation of the vehicle from its longitudinal axis is the
direction of travel.
YAW RATE
The yaw rate is a measure of the speed with which a vehicle turns about its vertical axis (swerving).
LATERAL ACCELERATION

Lateral acceleration acts at right angles to the direction of travel and occurs during cornering. It is a
measure of the cornering speed.
STEERING ANGLE
The steering angle equals the wheel deflection and represents the course desired by the driver.

2. ESP GENERAL
ABS IN ‘ADD ON’ DESIGN (INTEGRATED TYPE)
With these systems, a hydraulic ABS control unit is inserted into the hydraulic braking system
between tandem master cylinder and the wheel brakes. By adding wheel sensors with gear wheels
and an electronic ABS control unit, the system is converted into an electronic anti-lock braking
system.
The system consists of the following conventional components:
- Brake booster
- Tandem master cylinder
- Wheel brakes (disc or drum)
- Hydraulic ABS control unit
- Electronic ABS control unit
- Wheel sensors with tone wheels
[ABS construction]

TRACTION CONTROL SYSTEM (BTCS/FTCS)
This system is an extension of the well-known ABS function to incorporate BTCS (Brake
Intervention Traction Control System) and FTCS (Full Traction Control System) which controls
engine torque.
ESP (ELECTRONIC STABILITY PROGRAM)
Combines the ABS and TCS components with additional sensors monitoring yaw, lateral
acceleration and the driver’s intention (steer angle sensor).
* ESP: ABS + TCS + AYC (A
Active Yaw Control)

3. JM ESP SYSTEM
JM ESP is model MGH-25 developed by MANDO Corp.. ESP recognizes critical driving conditions,
such as panic reactions in dangerous situations, and stabilizes the vehicle by wheel-individual
braking and engine control intervention with no need for actuating the brake or the gas pedal.
ESP adds a further function known as Active Yaw Control (AYC) to the ABS, TCS, EBD functions.
Whereas the ABS/TCS function controls wheel slip during braking and acceleration and, thus,
mainly intervenes in the longitudinal dynamics of the vehicle, active yaw control stabilizes the
vehicle about its vertical axis. This is achieved by wheel-individual brake intervention and
adaptation of the momentary engine torque with no need for any action to be taken by the driver.
ESP essentially consists of three assemblies: the sensors, the electronic control unit and actuators.
Sensors measure the position of the steering wheel, the pressure in the master brake cylinder, the
yaw velocity (‘yaw rate’) and the acceleration transverse to the vehicle (lateral acceleration). This
makes it possible to compare the driver’s intention with the momentary vehicle behavior so that in
the event of interfering deviations with adverse affect on driving safety the electronic control unit
can initiate appropriate corrective action.
The electronic control unit incorporates the technological experience accumulated in connection
with the MGH-10/20 system, but has been substantially expanded in terms of capacity and
monitoring concept in order to permit the additional sensor signals and arithmetic operations to be
processed and converted into corresponding valve, pump and engine control commands. Of
course, the stability control feature works under all driving and operating conditions. Under certain
driving conditions, the ABS/TCS function can be activated simultaneously with the ESP function in
response to a command by the driver.
In the event of a failure of the stability control function, the basic safety function, ABS, is still
maintained.
APPLICATION TABLE OF JM ABS/TCS/ESP (O: Option item, S: Standard item)
January 2004
REGION GENERAL MIDDLE NORTH

EC AUS
SYSTEM AREA EAST AMERICA
ABS O/S(GLS) Ўз S O(4WD) O
O/S(GLS O/S(GLS
TCS Ўз O(4WD) O
4WD) 4WD)
O(2.7 V6
ESP O(GLS only) Ўз Ўз Ўз
GLS)

4. ESP CONTROL MODULE

This unit has the functions as follows.
- Input of signal from Pressure sensor, Steering angle sensor, Yaw & Lateral G sensor, Wheel
speed sensors
The signal produced by the sensors are evaluated in the electronic control unit. From the
information received, the control unit must first compute the following variables:
- Control of braking force / traction force/ yaw moment
- Failsafe function
- Self diagnosis function
- Interface with the external diagnosis tester
SPECIFICATION
- OPERATING VOLTAGE RANGE : DC 10 ~ 16V
- OPERATING TEMPERATURE RANGE : -40 ~ 110℃
- CONSUMPTION CURRENT
a. BAT 1 Max: 30A(ABS/TCS) , 40A(ESP)
b. BAT 2 Max: 30A
- DARK CURRENT: Max. 1.0mA
- IGN RATED CURRENT: Max. 300mA
A : INLET VALVE (FR)

B : INLET VALVE (RL)
C : INLET VALVE (RR)
D : INLET VALVE (FL)
E : OUTLET VALVE (FR)
F : OUTLET VALVE (RL)
G : OUTLET VALVE (RR)
H : OUTLET VALVE (FL)
I : ELECTRIC SHUTTLE VALVE (ESV-R)
J: ELECTRIC SHUTTLE VALVE (ESV-L)
K:TRACTION VALVE(TCR)
L: TRACTION VALVE(TCL)
M: MOTOR(+)
[ESPCM] N: MOTOR(GND)

[ESPCM BLOCK DIAGRAM]
[TCSCM BLOCK DIAGRAM]

[ABSCM BLOCK DIAGRAM]

BASIC FUNCTIONS OF ESP
WHAT TRIGGERS AN ESP INTERVENTION

A criterion for ESP intervention exists when the yaw rate sensor senses an oversteering or
understeering tendency of at least 4°/s (threshold depends on speed). If the plausibility analysis
shows the same situation, action is taken to stabilize the driving condition.
Brake force
Compensating
yawing moment
Brake force Compensating

yawing moment
[In the event of understeering] [In the event of oversteering]
If the car is understeered with the front wheels If a swerving tail end shows that the car is in
pushing outward, a compensating yawing danger of oversteering, the front wheel on
moment which returns the car body to the the outside of the bend is braked. The
desired curse is built up by braking the rear compensating yawing moment, which now
wheel on the inside of the bend. acts in the clockwise direction, turns the car
back into the desired direction.
IN THE EVENT OF OVERSTEERING
Braking intervention takes place at the wheels on the outside of the bend. Most of the braking force
is introduced via the front wheel, which is caused to slip up to 50% so that the centrifugal force
contributes to stabilizing the vehicle. In this case, the ABS logic is blotted out by ESP for the
wheels with ESP intervention.
If over-steering begins to start while turning, vehicle moves far inward. Then, over-steering control
activates. When the braking force is applied to outer wheels, yaw moment in opposite direction is
generated to compensate the over-steer. Therefore, vehicle moves as the driver intends.

Non-control
FL wheel braking
Normal
direction
Control
Generated Moment
IN THE EVENT OF UNDERSTEERING
Braking intervention takes place at the wheels on the inside of the bend. In this case, the greater
force is introduced via the rear wheel so that the lateral force is selectively reduced in exact does
to stabilize the vehicle. The ABS logic is again blotted out by ESP for the wheels with ESP
intervention.
When under-steering begins while the vehicle turning, vehicle slips outward regardless of driver’s
intention. Then, under-steering control starts. The control module generates the braking force at
the inner wheel of the vehicle and yaw moment generates, in which vehicle tries to turn to inner
side of the road. Then, vehicle moves as the driver intends.
Without control
Generated Moment
Normal
direction
Control
RR wheel braking

5. HYDRAULIC CONTROL UNIT
In the hydraulic control unit of the MGH-25 system,
- Pump
- Valve block
Are grouped together in one housing, forming one compact

unit with the electric motor. The pump and valve concepts
are largely identical with the proven MGH ABS production
system.
The pump itself is a silenced two-circuit pump driven by an

electric motor. The solenoid valves which modulate the pressuring during ESP control are also
integrated.
Peculiar things to MGH-25 ESP hydraulic are that shuttle valve is changed to solenoid type from
hydraulic type and TC valve is repositioned. This is because ESP system controls the brake
pressure of 4 wheels respectively while driving unlike the TCS which controls the brake pressure of
2 driving wheels in operation.
For a diagonal brake circuit split (K), four pairs of valves (4 inlet valves, 4 outlet valves) are
provided for modulating the pressure at the wheels plus two isolating valves and two electrically
operated shuttle valves.
The common housing furthermore accommodates a low-pressure accumulator and a silencing

chamber for each brake circuit.

HYDRAULIC CIRCUIT
[MGH-25 ESP hydraulic circuit]
INLET SOLENOID VALVE (NO VALVE)

This valve connects or disconnects the hydraulic path between master cylinder and the wheel
cylinders. It remains open normally but it is closed when the dump and hold mode begins during
ABS operation. Check valve is to help the brake fluid returning from the wheel cylinder to the
master cylinder when the brake pedal is released.
OUTLET SOLENOID VALVE (NC VALVE)

This valve is normally closed but it is opened to release the wheel cylinder pressure when a dump
mode begins.
SHUTTLE VALVE
The valve type is changed to the solenoid valve type for MGH-25 model from the hydraulic valve
type that is used in TCS. When the ESP is in operation, the brake fluid should be supplied to the
motor pump from the M/C via the shuttle valve to generate the brake pressure. This solenoid valve
is closed and blocks the passage when a brake pedal is applied.

TRACTION CONTROL VALVE (TC VALVE)

In case of a normal condition, this valve remains open and the brake pressure from the M/C can be
applied to the front wheel via TC valve. While TCS or ESP in operation, TC valve is closed and the
generated pressure by motor delivers to wheel cylinders without returning to the master cylinder.
TC valve includes a relief valve and a check valve. When excessive pressure is supplied from the
motor, relief valve is opened and the pressure is relieved.
HYDRAULIC CIRCUIT DIFFERENCE BETWEEN ESP AND TCS
ESP system controls the brake pressure of 4 wheels respectively while driving unlike the TCS
which controls the brake pressure of 2 driving wheels in operation.
HYDRAULIC SHUTTLE VALVE AND ELECTRIC SHUTTLE VALVE (SOLENOID VALVE)
DIFFERENCES BETWEEN THE HYDRAULIC SHUTTLE VALE USED FOR ABS/TCS AND
THE ELECTRIC SHUTTLE VALVE USED FOR ESP:
• Like the hydraulic shuttle valve of an MGH-10/20 TCS system, the electric shuttle valve is
located between the suction side of the pump and the master cylinder.
• With the braking system depressurized, the hydraulic shuttle valve is open and closes as soon
as a pressure between 1.5 and 2.5 bar is reached in the braking system. The hydraulic shuttle
valve opens automatically when the pressure drops below 1.5 bar.
• The electric shuttle valve is closed at all times, regardless of the pressure applied. It can only
be opened by the electronic control unit.

MOTOR PUMP
Suction
Suction (right side of pump)

The pump piston moves to the left and the
suction valve opens and brake fluid is sucked in.
Pressure increase (left side of pump)

The left piston moves to the left and the pressure
valve opens and pressure is built up.
Dump
AIR BLEEDING IN THE WORKSHOP LOCATION
When the ESP hydraulic unit is replaced in the workshop, no special action is required because
replacement parts are always delivered prefilled so that the pump circuit need not be bled

HYDRAULIC FLOW
In braking position
In this position, the inlet valve and the TCS

valve are open, the outlet valve and the
electrically operated shuttle valve remain
closed.
In ESP control (pressure increase)
The on/off booster builds up a pressure of

approximately 10 bar in order to enable the
ESP pump to suck brake fluid at low
temperatures. In this position, the inlet valve
is driven in a pulsed cycle. The TCS valve is
closed. The outlet valve remains closed. The
electrically operated shuttle valve is opened.
The hydraulic pressure is led to the wheel
brakes which are to be applied for a brief
period of time..

6. INPUTS AND OUTPUTS
[ESP Components]

7. INPUTS
ACTIVE WHEEL SPEED SENSOR (HALL IC TYPE)

- Type: Hall Effect
- Components: HALL IC, Capacitor, Magnet
- Output signal: Digital (Open Collector Type circuit integrated)
- Good characteristics against temperature variation and noise
- Low RPM Detection: 0 RPM can be detected
- Air gap sensitivity: stable output pulse width against air-gap
change
- Supplying power: DC 12V
OUTPUT SIGNAL MAX TYPICAL MIN
LOWER SIGNAL ILOW (mA) 5.9 7 8.4
UPPER SIGNAL IHIGH (mA) 11.8 14 16.8
SIGNAL RATIO IHIGH / ILOW 1.85 or more
OPERATING FREQUENCY 1 ~ 2500 Hz
OPERATING DUTY 30~70%
Generated output current from the sensor is 7mA or 14mA. So in

order to check the sensor function, the output current needs to be
check. If the current measurement is not available, the output
voltage waveform can be checked.
The wheel sensors are constantly checked electrically by the

control module. In addition, the sensor signal is checked while the
vehicle is running. If there is a malfunction or a non-plausible
physically possible signal, ABS and ESP is switched off and the
ABS warning lamp and ESP OFF warning lamp is switched on.

[Principle of Active Wheel Speed Sensor]
Comparison between the passive wheel sensor and the active wheel sensor
Item Passive sensor Active sensor
Sensor Size Larger Smaller

(possibly smaller by 40~50%)
One Chip Impossible Good
Mass production Medium Good
Zero Speed Cannot be detected at low speed ( 3km/h Nearly 0 KPH

or less) (Intelligent Type)
Temp. -40 ~ +125 -40 ~ +150
Air-gap Sensitive (Vout 1/(gap)2) Dull (frequency change)

Sensitivity Max.: 1.3mm Max.: 3.0mm
Anti-noise Poor Good
YAW RATE SENSOR & LATERAL ACCELERATION SENSOR

- Operating Voltage: 5 ±0.25 V
- Operating Temperature : - 40 ~ 85 G-Sensor Range : - 1.5 ~ 1.5 gYaw-Sensor Range: - 75

~ +75 ˚/secZero Output Voltage: 2.5 VOutput Voltage Range: 0.5 ~ 4.5 V
[Output Characteristics of Yaw Rate] [Output Characteristics of Acceleration]
* Driving through a left curve leads to a more positive output signal
c. Hi-scan data
Right turn
Left turn
[Output of Lateral G - 90˚ left] [Output of Lateral G - 90˚ right]
STEERING ANGLE SENSOR

Steering sensor signal will be used as the input signal for anti-roll control. The steering sensor uses
LED and photo-transistor, and sensor A (ST1) and sensor B (ST2) are installed steering wheel. A
Slit plate is installed between the photo-transistor and the LED. The slit plate has 45 holes, so it will
rotate when the steering wheel rotates. The photo-transistor operates depending on light that will
pass the slit plate holes, and the digital pulse signal is output. ECM will use the signal to figure the
steering wheel speed and angle.

Application
- Location: Inside steering wheel
- Calculate the steering amount and direction
- 3 Input Signals (ST 1, ST 2, ST N)
- ST N detects the neutral position of steering wheel
Specification
- Sensor type : Photo interrupt type
STN
- Sensor output type : Open Collector Type
- Output pulse quantity :45pulse (Pulse cycle 8°)
- Duty ratio : 50±10%
- Phase difference of outputs : 2.0 ±0.6°
- Supply voltage :IGN1(9~16V)
- Output voltage :1.3≤VOL ≤2.0V,
3.0≤VOH ≤4.1V
- Maximum rotational velocity : 1,500°/s
Operation
There is a hall plate between the photo-controller LED and the photo transistor. As the hole plate
rotates with steering wheel rotation, electrical signal will be generated depending on whether the
LED light passes through the plate to the photo-transistor or not. The signal is the steering wheel
operation angular velocity and used to detect the steering wheel turning direction.
Hi-
can

data
ST1 ST1
ST2 ST
[Steering sensor output, ST1/ST2] [Steering sensor output, ST1/STN]
[When the sensor is open] [Current data when the sensor is open]
PRESSURE SENSOR
Application
• Sense the driver’s braking intentions

(braking while an ESP intervention is in progress)
• Control the precharging pressure
Design
The sensor consists of two ceramic disks, one of which
is stationary and the other movable. The distance
between these disks changes when pressure is applied.

Installation
Function
• The pressure sensors operate on the principle of changing capacitance.

• The distance (s) between the disks and, thus, the capacitance changes when pressure is applied
to the movable disk by a braking intervention.
• The characteristic of the sensor is linearized.

• The fluid displacement of the sensor is negligible.
Max. measurable pressure: 170 bar
O utput](V) Upper fault area

5.0
4.75
s
0.5
zero point
0.25
s1 28 0.0 Chonan Technical Service Training Center
t
low er fault area t
[Pressure sensor characteristics]

ESP SWITCH
• The ESP switch deactivates the ESP and TCS

functions. The ESP switch is located on the dash
board of driver side. The system is generally
active after each new start and is only deactivated
by actuating the ESP switch.
• This facilitates
- rocking to free the vehicle in deep snow or loose surface material

- driving with snow chains
- operation of the vehicle on a brake test bench
• The ABS function is fully maintained.
• With the ESP switch, the ESP system can only be deactivated when the vehicle is stationary or
traveling at low speed. The system cannot be deactivated while an ESP intervention is in progress.
8. OUTPUTS
WARNING LAMP CONTROL
a)
b)
d) c)
a) EBD warning lamp control

The active EBD warning lamp module indicates the self-test and failure status of the EBD.
However, in case the Parking Brake Switch is turned on, the EBD warning lamp is always turned
on regardless of EBD functions.
The EBD warning lamp shall be on:
- During the initialization phase after IGN ON. (continuously 3 seconds)
- When the Parking Brake Switch is ON or brake fluid level is low
- When the EBD function is out of order
- During diagnostic mode
- When the ECU Connector is seperated from ECU.
b) ABS warning lamp control

The active ABS warning lamp module indicates the self-test and failure status of the ABS.
The ABS warning lamp shall be on:
- In the event of inhibition of ABS functions by failure
- When the ECU Connector is seperated from ECU.
c) TCS/ESP OFF warning lamp control

The TCS/ ESP warning lamp indicates the self-test and failure status of the TCS/ESP. The TCS/
ESP warning lamp is turned on under the following conditions:
- Ring the initialization phase after IGN ON. (continuously 3 seconds)
- In the event of inhibition of TCS/ESP functions by failure
- When driver turns off the TCS/ESP function by on/off switch

d) TCS/ESP function lamp control

The TCS/ESP function lamp indicates the self-test and operating status of the TCS/ESP. The ESP
warning lamp lights up briefly when the ignition is turned on and is extinguished as soon as the
peripherals have been checked. During an ESP/TCS control cycle, the ESP function lamp flashes
to show the driver that the system is active and that the vehicle is at the limit of its physical
capabilities. Detection of the fault in the ESP system causes the ESP warning lamp to light up
and remain on. The ESP system is then inactive, the ABS function is fully maintained.
The TCS/ ESP Function lamp operates under the following conditions :
- When the TCS/ESP control is operating. (Blinking - 2Hz)
9. DIAGNOSIS & FAILSAFE
WHEEL SENSOR CHECK FLOW
0 10 20 30 40 50 kph
25
7
Min. ABS operating speed

(7kph)
Sensor H/W Wrong Exciter Check

Speed Jump Check
(40g, 10km/h for 7ms) Speed Jump Check
Air-gap Check Air-gap Check(10kph or more)

MOTOR/SOLENOID CHECK
0 12kph
Initial check(3sec) Motor lock check :
Sol coil open/short to GND, Short to battery ,Fuse Motor voltage check for 84msec after Motor
open: Error after 56msec PWM operation
Fuse open, Motor short to GND, Motor Open: Error Motor short to battery: Error after 49msec
after 200msec Motor Relay Open: Error after 49msec
SAFETY CONCEPT OF THE ESP CONTROL UNIT

In an emergency, it is vital that all ESP components function with absolute reliability. For this
reason, various safety options must be available which guarantee the function of the system. The

most important of these safety options are:

• self-test of the electronic control unit
• peripheral test of the connected assemblies
SAFETY AND MONITORING SYSTEM

Turning on the ignition activates a self-test of the electronic control unit. After staring, all electric
connections are monitored continuously.
During the trip, the solenoid valves are checked at regular intervals by means of passive test
pulses. In addition, all sensor signals are monitored continuously. The separation of brake circuits
enables the ABS function to be maintained if one brake circuit should fail. This means that the
driving stability of the vehicle is maintained during critical braking maneuvers.
For workshop diagnosis, all faults detected are stored in a nonvolatile memory in the ESP control
unit for retrieval in the workshop location.
SYSTEM MONITORING
The following items are controlled by the ECU:
• 12 valves
• ABS pump
• ABS/ESP warning lamps
The following items are monitored by the ECU:
• Electronic control unit (include pump and valves)
• Wheel speed sensors
• Yaw rate sensor
• Lateral acceleration sensor
• G sensor (for ABS of 4WD vehicle)
• Pressure sensor
• Onboard voltage
• CAN bus communication
The warning lamps, the brake light switch and the ESP on/off switch are not monitored.
DTC LIST

WARNING LAMP RESET

DTC TOUBLE DESCRIPTION
EBD ABS TCS/ESP CONDITION
C1101 Battery voltage high O O O Return to
C1102 Battery voltage low X/O 1)
O O normal voltage
C1112 Sensor power - failure X X O IGN OFF/ON
2)
C1200 Wheel speed sensor front-LH open/short X/O O O
C1201 Wheel speed sensor front-LH range/performance X/O O O
C1202 Wheel speed sensor front-LH invalid/no signal X/O O O
C1203 Wheel speed sensor front-RH open/short X/O O O
C1204 Wheel speed sensor front-RH range/performance X/O O O
IGN OFF/ON,
C1205 Wheel speed sensor front-RH invalid/no signal X/O O O
VREFЎ Г
10km/h
C1206 Wheel speed sensor rear-LH open/short X/O O O
C1207 Wheel speed sensor rear-LH range/performance X/O O O
C1208 Wheel speed sensor rear-LH invalid/no signal X/O O O
C1209 Wheel speed sensor rear-RH open/short X/O O O
C1210 Wheel speed sensor rear-RH range/performance X/O O O
C1211 Wheel speed sensor rear-RH invalid/no signal X/O O O
C1235 Pressure sensor(primary) – electrical X X O IGN OFF/ON
C1237 Pressure sensor – other X X O IGN OFF/ON
C1259 Steering angle sensor – electrical X X O IGN OFF/ON
C1260 Steering angle sensor – signal X X O IGN OFF/ON
C1274 G sensor – electrical X O O IGN OFF/ON
IGN OFF/ON,
C1275 G sensor – signal X O O
VREFЎ Г
10km/h
C1282 Yaw rate & lateral G sensor – electrical X X O IGN OFF/ON
C1283 Yaw rate & lateral G sensor – signal X X O IGN OFF/ON
C2112 Valve relay error O O O IGN OFF/ON
C2227 Excessive temperature of brake disc X X O Cool down
C2380 ABS/TCS/ESP valve error O O O IGN OFF/ON
C2402 Motor – electrical X O O IGN OFF/ON
C1503 TCS switch error X X O IGN OFF/ON
C1513 Brake switch error X X O IGN OFF/ON
C1604 ECU hardware error O O O IGN OFF/ON
C1605 CAN hardware error X X O IGN OFF/ON
C1611 CAN time-out EMS X X O IGN OFF/ON
C1612 CAN time-out TCU X X O IGN OFF/ON
C1613 CAN wrong message X X O IGN OFF/ON
C1616 CAN bus off X X O IGN OFF/ON
INPUT & OUTPUT SPECIFICATION

CONNECTOR TERMINAL
SPECIFICATION NOTE SYSTEM
PIN NAME DESCRIPTION
Over voltage range: 16.5±0.5V < V

Operating voltage range:
9.5±0.5V < V < 16.5±0.5V
IGN IGNITION1 (+) Common
Low voltage range:
7.0±0.5V < V < 9.5±0.5V
Max. current: I < 300mA
Max leakage current: I < 0.8mA
Operating voltage range: Common
POS. BATTERY. 9.5±0.5V < V < 16.5±0.5V
BAT1
(SOLENOID)
Max current : I < 30A ABS/TCS only
Max current : I < 40A ESP only
Operating voltage range:
9.5±0.5V < V < 16.5±0.5V
POS. BATTERY. Rush current : I < 100A Rush current
BAT2 Common
(MOTOR) Continuous current
Max current : I < 30A
Max leakage current : I < 0.2mA
Rated current : I 300mA Common

GND GROUND
Max. current: I < 30A In ABS/TCS control ABS/TCS only
Max. current: I < 40A In ESP control ESP only
PUMP MOTOR Rush current : I < 100A In ABS/TCS/ESP

PGND Common
GROUND Max current : I < 30A control
YAW & LATERAL G

YAW_SEN_GND Rated current : I 65mA ESP only
SENSOR GROUND
MASTER PRESSURE
MP_SEN_GND Rated current : I 10mA ESP only
SENSOR GROUND
STEERING ANGLE
SAS_GND Rated current : I 100mA ESP only
SENSOR GROUND
Max Output current :
MASTER PRESSURE I < 10mA

MP_POWER ESP only
SENSOR POWER Max Output voltage :
4.9V ≤ V ≤ 5.1V
YAW SENSOR Max Output current : I < 65mA

YAW_POWER ESP only
POWER Max Output voltage : 4.9V ≤ V ≤ 5.1V

CONNECTOR TERMINAL
Input voltage low: 0V Ў ВV L Ў В3V

BLS BRAKE LIGHT SWITCH
Input voltage High: 7V Ў ВVH Ў В16V
Max current: I < 2mA

SENSOR FRONT
FR OUT External pull up resister: 10KW < R Common
RIGHT OUTPUT
Output duty: 50 ±20%
ABS/EBD
ABS/EBD WL Common
WARNING LAMP
TCS
TCS WL TCS only
WARNING LAMP
ESP/TCS Max. current: I < 200mA
ESP WL ESP only
WARNING LAMP Max. output low voltage: V < 1.2V
TCS
TCS FL TCS only
FUNCTION LAMP
TCS/ESP
TCS/ESP FL ESP only
FUNCTION LAMP
TCS ON/OFF
TCS SW Input voltage High: 7V Ў ВVH Ў В16V TCS only
SWITCH

ESP/TCS ON/OFF
ESP SW Input voltage High: 7V Ў ВVH Ў В16V ESP only
SWITCH
CAN L CAN BUS LINE(LOW)

Max. current : I < 10mA TCS/ESP only
CAN H CAN BUS LINE(HIGH)
WP_FL SENSOR FL POWER
WP_FR SENSOR FR POWER Don’t short circuit

Output voltage: VIGN ± 1V
with GND like BAT Common
WP_RL SENSOR RL POWER Output current: Max 30mA
& IGN terminals.
WP_RR SENSOR RR POWER
WS_FL SENSOR FL SIGNAL Input current LOW: IL = 5.9 ~ 8.4§ М Typ. 7 § М
WS_FR SENSOR FR SIGNAL Input current HIGH: IH = 11.8 ~ 16.8§ М Typ. 14 § М

Common
WS_RL SENSOR RL SGNAL Frequency range: 1 ~ 2000 Hz
WS_RR SENSOR RR SIGNAL Input duty: 50 ±20%
STEERING ANGLE
ST1 Input duty (ST1, ST2): 50 ±10%
SENSOR PHASE 1
STEERING ANGLE Phase difference (ST1, ST2): 2 ±
ST2 ESP only
SENSOR PHASE 2 0.6deg
STEERING ANGLE High voltage: 3.0V < V H < 4.1V Typ. 3.5V
STN
SENSOR PHASE N Low voltage: 1.3V < VL < 2.0V Typ. 1.5V

CONNECTOR TERMINAL
Sensor Input Voltage: 0V Ў ВV Ў В5V

MASTER PRESSURE
MP SENSOR Zero offset Voltage: 0.5V ± 0.15V ESP only
SENSOR SIGNAL
Input current :Max 2 Ma
LATERAL G SENSOR Sensor Input Voltage: 0V Ў ВV Ў В5V

LATERAL G ESP only
SIGNAL Zero offset Voltage : 2.5 ± 0.1V
YAW SENSOR Sensor Input Voltage: 0V Ў ВV Ў В5V

YAW SENSOR ESP only
SIGNAL Zero offset Voltage : 2.5 ± 0.1V
ABS ACTIVE ABS ACTIVE SIGNAL Max. current : I < 200mA ABS 4WD only
G SENSOR G SENSOR SIGNAL Input Voltage : 0 V 5.0V

4WD only
G SENSOR_GND G SENSOR GROUND Rated current : IЈ ј 10mA
YAW_CBIT SELF TEST Output Voltage: 0V Ў ВV Ў В5V ESP only
Input voltage
V IL < 0.3 VIGN [V]
DIAGNOSIS V IH > 0.7 V IGN [V]

DIAG Common
INPUT/OUTPUT Output voltage :
V OL < 0.2 V IGN [V]
V OH > 0.8 VIGN [V]

WIRING DIAGRAM
1) ABS

2) TCS

3) ESP

Esp JM PDF

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ESP (Electronic Stability Program)

1 Chonan Technical Service Training Center

1. BASIC PHYSICS OF DRIVING DYNAMICS --------------------------------

2. ESP GENERAL ---------------------------------------------------------------------

3. JM ESP SYSTEM ------------------------------------------------------------------

4. ESP CONTROL MODULE -------------------------------------------------------

5. HYDRAULIC CONTROL UNIT --------------------------------------------------

6. INPUTS AND OUTPUTS ---------------------------------------------------------

9. DIAGNOSIS & FAILSAFE --------------------------------------------------------

2 Chonan Technical Service Training Center

1. BASIC PHYSICS OF DRIVING DYNAMICS

BRAKING FORCE AT A WHEEL

MAXIMUM BRAKING FORCE

FBmax = wheel load Fwheel x coefficient of adhesion µ

3 Chonan Technical Service Training Center

S = (Vvhc - Vwhl) / Vvhc x 100%

TYPICAL SLIP CURVES

On a vehicle without ABS, the wheel locks when

concerned with stopping distance, but with

4 Chonan Technical Service Training Center

ABS WORKING RANGE

Kamm’s frictional force

5 Chonan Technical Service Training Center

[Oversteering & Understeering]

Increasing the vehicle’s speed at this

6 Chonan Technical Service Training Center

7 Chonan Technical Service Training Center

ABS IN ‘ADD ON’ DESIGN (INTEGRATED TYPE)

The system consists of the following conventional components:

- Tandem master cylinder

- Wheel brakes (disc or drum)

- Hydraulic ABS control unit

- Electronic ABS control unit

- Wheel sensors with tone wheels

8 Chonan Technical Service Training Center

TRACTION CONTROL SYSTEM (BTCS/FTCS)

ESP (ELECTRONIC STABILITY PROGRAM)

9 Chonan Technical Service Training Center

REGION GENERAL MIDDLE NORTH

ABS O/S(GLS) Ўз S O(4WD) O

10 Chonan Technical Service Training Center

4. ESP CONTROL MODULE

A : INLET VALVE (FR)

11 Chonan Technical Service Training Center

[ESPCM BLOCK DIAGRAM]

[TCSCM BLOCK DIAGRAM]

12 Chonan Technical Service Training Center

[ABSCM BLOCK DIAGRAM]

13 Chonan Technical Service Training Center

BASIC FUNCTIONS OF ESP

WHAT TRIGGERS AN ESP INTERVENTION

Brake force Compensating

[In the event of understeering] [In the event of oversteering]

IN THE EVENT OF OVERSTEERING

14 Chonan Technical Service Training Center

IN THE EVENT OF UNDERSTEERING

15 Chonan Technical Service Training Center

5. HYDRAULIC CONTROL UNIT

In the hydraulic control unit of the MGH-25 system,

Are grouped together in one housing, forming one compact

The pump itself is a silenced two-circuit pump driven by an

The common housing furthermore accommodates a low-pressure accumulator and a silencing

16 Chonan Technical Service Training Center