Control functions The EBS contains the following renowned functions: Endurance brake integration The braking system has an integrated brake management function which always regulates the endurance brake when the brake pedal is activated based on an optimum delay of the vehicle. Optimum service brake wear is attained through the distribution of endurance and service brake. This function is an important part of delay control. The integration of endurance brake can be deactivated via the switch.
Anti-lock braking system (ABS) The control logic determines from the wheel rotation speed whether one or more wheels can be blocked and decides whether to decrease, maintain, or increase the braking pressure on it. The rear axle wheels are controlled in their optimum area in a similar manner (individual control). On roads with extremely different adhesion levels between the right and left sides, vehicles are uncontrollable or difficult to control using the different braking forces in ABS (yawning moment development). Delay control Delay control is used to adapt the braking pressure level to the driver’s desired braking rate (def. As z in %).
As a result, the braking pressure on the front axle brakes is not adjusted independent of each other, so that the driver can have a steering reaction (modified individual control). When the same amount of pressure is applied on the pedal, the vehicle is often braked in the same manner, irrespective of the amount of load it is carrying. If the coefficient of friction on a wheel brake changes (for instance when the vehicle is moving downhill), the delay control unit ends every adaptation process when a predefined, fixed maximum is attained, to enable the driver to also to feel the deterioration.
If the driving wheels are locked when the endurance brake is applied on low adhesion levels, possibly resulting in vehicle instability, the ABS endurance brake is deactivated via the vehicle’s CAN bus to maintain vehicle stability. Adapting to the braking system hysteresis is also part of delay control. Each time the brake is released, the releasing process is chosen in such a way that an immediate braking force modification is adjusted. This function results in quick release of the brakes, i.e. car feeling.
Traction control system (TCS) Just like in the ABS function, while the vehicle is in motion, the electronic control system determines whether the wheels are in the stable area of the µ slip curve. In case of wheel-spin, the engine output and/or driving axle wheel braking is adjusted by the axle modulator via the CAN bus and engine control system. An activated traction control system is displayed on the functions display. Braking force distribution The distribution of braking forces on the front and rear axles depends, among others, on the comparison made in the program range ”Delay control” between the actual and nominal value of vehicle delay.
The pressure on the front and rear axles is set in such a way that there is optimum braking pressure output on these axles. Drag torque control Drag torque occurs in the drive train due to actuation or change of gas. The resultant braking torque can lead to driving wheel locking and thus to vehicle instability. Drag torque control prevents this situation. When a slip state is exceeded, the engine torque increases and the brake torque is reduced, irrespective of the driving wheel velocity. The function of the traction control system ends when the driving wheel values become stable again.
Brake lining wear control When the brake is applied partially, the braking pressure distribution is adjusted, notwithstanding the available wear signals, i.e. the detected wear difference. The pressure on the wheel brakes with more lining wear is reduced slightly, whereas the pressure on the wheel brakes with less lining wear is increased adequately, so that there is no change in the overall braking rate required by the driver. Description of the EBS function 4. EBS 16