Chapter 7.

ESC
1.Preface
2.Layout
3.Inputs & Outputs
4.Wheel speed sensor
5.Steering angle sensor
6.Yaw rate & Lateral G-sensor

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7.Warning & Function lamps

Copyright by Hyundai Motor Company. All rights reserved.

Chapter 7. ESC

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 Chapter 7. ESC

1. Preface

To learn the composition of the braking system.

Learning Goals
To understand the ESC electronic-control system.

Bosch 8.2 version ESC system is applied in PB, thus enhancing the model’s brake ability as well as
the brand value.

The ESC system executes the ABS and TCS as well as an active brake control, offering an
optimized wheel slip control and the best vehicle acceleration without skidding during corner braking
through exceptional control of the engine and brakes. In particular, the ESC is a highly-advanced
safe braking system that improves maneuverability and stability while accelerating, cruising and
decelerating. It also helps to prevent accidents in rain or snow.

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2. Layout

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ESC 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. ESC 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.

Following is the HECM located inside the engine room; however, the specific location may differ depending
on the vehicle specification (e.g. LHD/RHD)

In PB, Bosch 8.2 version was applied as an option, almost same as existing Bosch 8 version which is
being applied in NF, TG and CM.

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3. Inputs & Outputs

Wheel speed sensor Motor pump

Pressure sensor (built in HECM) Solenoid valves

ESC
Brake switch ABS, EBD W/Lamp
Control
ESC OFF switch Module ESC W/Lamp

ESC Lamp

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PCM ....
Steering angle sensor

Yaw rate & lateral G sensor

This unit has the functions as follows:

- Input of signal from Pressure sensor, Steering angle sensor, Yaw & Lateral acceleration sensor, Wheel
speed sensors. The signals produced by the sensors are evaluated in the electronic control unit.
- Control of braking force / traction force/ yaw moment
- Failsafe function
- Self diagnosis function
- Interface with the external diagnosis tester
The signals produced by the sensors are evaluated in the electronic control unit. From the information
received, the control module must first compute the following variables:
yaw rate, longitudinal acceleration, lateral acceleration, pressure in hydraulic system, wheel speed,
reference speed, slip.

As same as existing models, no CAN resistor was embedded inside ESC control module; instead two
resistors exist inside engine room junction box and engine ECM. (Because there is no vehicle without
engine ECM regardless the option)

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4. Wheel speed sensor

- Type: Active type (Hall effect)

- Power supply: 12V
- Air gap: 0.2~2.0mm
- Frequency: 1~2,500Hz
- Possible to detect 0km/h
- Not sensitive to the noise and air

Front Rear
OUTPUT SIGNAL MAX TYPICAL MIN
LOWER SIGNAL 1LOW (mA) 5.9 7 8.4
UPPER SIGNAL 1HIGH (mA) 11.8 14 16.8
SIGNAL RATIO 1HIGH /1LOW 1.85 or more

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OPERATING FREQUENCY 1 ~ 2500 Hz
OPERATING DUTY 30~70%

Receiving and analyzing this signal, HECM will calculate the vehicle speed and decide the wheel is being
locked or not.

 Type: Active type (Digital waveform)

 Power supply: 12V

 Air gap: 0.2~2.0mm

 Working temp.: -40~150℃

 Frequency: 1~2,500Hz

 Possible to detect 0km/h

 Reduced size by 40~50% than magnetic type

 Not sensitive to the noise and air gap.

Generated output current from the sensor is 7mA or 14mA. So in order to check the sensor function, the
output current needs to be checked. 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 ESC is switched off and the ABS warning lamp and ESC warning lamp is switched on.

Pay attention to the fact that the rear wheel speed sensor is integrated into the wheel hub so that required
to replace the wheel hub assembly in order to replace the rear wheel speed sensor. (Same structure like
TB and PA)

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5. Steering angle sensor

PCM ABS/ES

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SAS Yaw rate

Steering angle sensor developed by Bosch is quite a different from the photo interrupt type which is well
known to us. The steering angle sensor signal is scanned via CAN-Bus by the ESC control unit. According
to the position of steering wheel, the allocation of the steering angle sensor signal and can be checked via
the diagnosis function. A non contact, analog angle sensor is carrying out absolute measuring by the use
of the Anisotropic-Magneto-Resistive effect (AMR).

Absolute angle is measured by means of a toothed gear with magnetic properties in combination with
different ratios.

Corresponding AMR elements that change their electrical resistance according to the magnetic field
direction detect the angle position of the measuring gears. A micro-controller decodes the measured
voltage signals after A/D converting with the help of a mathematical function. Output of the digital angle
value and velocity is sent to the ESCCM via CAN-interface.

Pay attention to the fact that the CAN is connected to the ‘vehicle high speed power-train CAN line’ as

shown in the picture.

Sensor Calibration
When steering wheel angle sensor has been replaced, the new one must be newly calibrated after fitting.
Steering must be in serviceable condition before calibration. The toe for straight-ahead position is
determined with the aid of a suspension analysis, which forms the status for a correct calibration (output of
0 corresponds with straight-ahead position). This also applies if repair work is being carried out on the

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steering, or the sensor has been removed. However, calibration is not required after replacement of control
unit, or after repairs to the vehicle wiring of after a fault in the supply voltage.

Following is the procedure of new sensor calibration.

- The steering wheel position for the calibration of the steering angle sensor must be in a straight position.
The maximum allowed tolerance for the calibration amounts ± 5º. Only possible when sum tolerance
does not deviate. The threshold for system limit shut off by > 15 º. The verification checks the
programmed code by reading and evaluating of the input & output data. An incorrect calibration will set
a fault code in the fault code memory. To verify a not OK calibration it is necessary to make an ignition
cycle. The calibration will be initiated after the next ignition cycle.

- Connect a scanner on the vehicle and select ‘SAS Calibration’.

- Perform the ‘SAS Calibration’ and turn off the scanner.

- Verify the programmed code (calibration) by reading and evaluation the input & output data.

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6. Yaw rate & Lateral G-sensor

Under Front passenger seat (on the floor)

PCM ABS/ESC

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SAS Yaw rate
(for ESC) sensor

The purpose of the Yaw Rate Sensor is to measure the physical effects of yawing and lateral acceleration.
If mounted appropriately, the sensor is measuring the yaw rate and lateral acceleration of the vehicle. In
order to achieve this, the sensor features both a measuring element for yaw rate and one for acceleration,
with one appropriate integrated circuit.

The yaw rate sensing element and an additional micro-machined element sensing the acceleration normal
to the driving direction are located on a ceramic hybrid inside the metal module. The yaw rate sensor is
based on the detection of a coriolis force normal to two out-of-phase oscillating seismic masses. Apart
from the measuring element for yaw rate, a micro-machined element for acceleration is utilized to measure

the vehicle’s lateral acceleration. Its principle is also based on capacitive detection.

The output signal from Yaw rate & lateral G-sensor is sent to HECU via CAN interface. The previous Yaw
rate & lateral G-sensor did not have a CAN interface applied in Bosch 8 version so that it was possible to
inspect the output waveform (self test signal, commanded built in test, simple voltage output depending on
the Yaw moment or acceleration). But nowadays almost suppliers are adopting CAN interface type sensor,
therefore the reliability and stability has been improved, even if not possible to inspect the sensor part.

As same as existing models, the arrow mark must face to the front of vehicle when install the sensor. As
shown in the picture, similar to PA (i20) or TB, it is located under the passenger seat (on the floor).

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Almost HMC passenger vehicles have this senor in the center portion of the car (under the center console);
however in case of PA, TB and PB, it is not the center portion. But technically it is possible to install this
sensor at the area within 500mm (radius) from the center of gravity.

Another difference is that it this sensor is connected to the ‘vehicle CAN’ directly. In existing models, this

sensor was connected to the HECM via independent CAN but in case of PB, it shares the vehicle high

speed power-train CAN. For more detail info, please refer to the section of ‘Body Electrical’ in this manual.

To find the yaw rate & lateral G sensor, the front passenger seat has to be removed, but the special socket
is required to remove the mounting bolt of seat as shown in the picture below.

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7. Warning & Function lamps

ESC OFF switch

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Category Condition Other than PB PB

When ESC functions Blinks ←

ESC lamp
ESC system failure - Turns on

ESC OFF S/W ON Turns on ←

ESC OFF lamp
ESC system failure Turns on -

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:

 While the initialization phase after IGN ON. (Continuously 3 seconds) or

 When the Parking Brake Switch is ON or brake fluid level is low or

 When the EBD function is out of order or during diagnostic mode

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:

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 While the initialization phase after IGN ON. (Continuously 3 seconds) or

 In the event of inhibition of ABS functions by failure or during diagnostic mode

ESC OFF lamp / ESC lamp

In previous models, this lamp was turned on whenever the ESC OFF switch is on by driver or the a failure
was stored in the system. However, in PB, this lamp may not turn on even if the system has a failure,

instead ‘ESC’ lamp will turn on in that case. (As the regulation has been established related to the ‘ESC

telltale’ in North America, HMC has unified the ‘standard warning lamp control logic’ for ESC system so

that you have to pay attention that ‘ESC OFF’ lamp will not be used anymore to inform the failure to the

driver, instead ‘ESC’ lamp will do the role like other systems, e.g. EPS, AIRBAG, etc.)

ESC OFF switch

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The ESC OFF switch deactivates the ESC and TCS functions. It is located on the dashboard of driver side.
The system is generally active after each new start and is only deactivated by actuating the ESC OFF
switch. The switch status is scanned by the control unit. According to the position of the switch, the
allocation of the switch position and of the wiring can be checked via the diagnosis function.

• 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.

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