ESP Elektronik Stability Program

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


1. ESP System (BOSCH ESP 8)

In critical situation, ESP helps you remain in control of your vehicle and thus avoid serious
accidents. ESP, the Electronic Stability Program from Bosch, by stabilizing the vehicle provides for
the active improvement of its behavior whenever a critical driving situation is encountered. ESP
incorporates the functions of both the Antilock Braking System (ABS) and the Traction Control
System (TCS) - while going much, much further with respect to its range of functions. It also
reduces the danger of skidding in all situations, and detects an incipient dangerous situation before
it actually occurs, and reacts automatically. By selectively braking individual wheels, ESP stabilizes
the vehicle and keeps it safely on track.
[ESP: ABS + TCS + AYC (Active Yaw Control)]
Under all operating conditions, in event of panic braking or normal braking, when the vehicle is
rolling freely or accelerating, or during trailing throttle or change of load. ESP ensures that the
vehicle remains on track and that the driver retains full control. Impending instability, or
oversteering and understeering are registered immediately. And as soon as a given situation
threatens to become problematical ESP intervenes to restore vehicle stability.
Individual braking of the wheels plays a central role in ESP. In other words, to bring the vehicle
back on the course again, a precisely metered braking pressure is applied at each wheel
completely independent of the other wheels. Furthermore, ESP can reduce engine torque and
intervene in the gearshift sequence of automatic gearboxes. To this end, ESP employs a
microcomputer whose software evaluates the signals from ESP sensors and outputs the necessary
commands.
ESP increases active safety in all driving situations. Particularly when you are cornering, in other
words when lateral forces are at work, ESP stabilizes your vehicle and keeps it safely in lane.
ABS and TCS act “only” in the longitudinal direction. ESP employs all the components of ABS/TCS.
In addition, ESP incorporates a yaw-rate sensor with integral lateral-acceleration sensor and a
steering wheel angle sensor.

[Active Yaw Control of the ESP]
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.
[ESP System Components]

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.
GENERAL MIDDLE
SYSTEM EUROPE AUS CANADA USA
AREA EAST
ABS O O S O O O
O
ESP O O O O O
(GLS only)
[Application of NF ABS/ESP (O: Optional Item, S: Standard Item), August 2004]

2. ESP Control Module

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
Variant coding
This service enables to write the variant. Normally the variant has been calculated by the CAN
component and automatically written into EEPROM.
The ESP software changes according to the vehicle parameter. ESP receives data for variant
coding such as engine type, engine displacement and AT type via CAN. ESPCM writes the proper
variant code on the EEPROM on the base of the received data.
Variant coding must be performed after replacement of the ECM or TCM or ESPCM.

Procedure (Work instruction)
① Turn the ignition key on
② Connect a Hi-scan pro on the vehicle
③ Select anti-lock brake system on the menu
④ Select ‘Variant Coding’
⑤ Off the Hi scan and turn ignition off
⑥ Turn the ignition key on

3. Basic Function of ESP

ESP checks not only the driver’s steering inputs and compares them with the vehicle’s actual
behavior, but also whether the driver’s input and the actual direction of travel coincide, in other
words, whether the actual situation and the direction the driver wants the vehicle to take agree fully
with each other.
[Concept of ESP control]
ESP reacts in a way which is far beyond the driver’s capabilities, and automatically “steers” the
vehicle back in the correct direction by selective application of brakes. In other words, ESP
ensures that the vehicle behaves in the customary manner - even in the most extreme situations.
Instead of breaking away or starting to skid, the vehicle complies with the inputs from the steering
wheel, and the driver remains in complete control.
When the wheel is steered, driving intention is detected by ESPCM as an amount of the steering
angle. By the steering angle, reference speed, acceleration/deceleration, ESPCM calculates a yaw
rate as well as a lateral G value. This result is just an expected vehicle movement by a driver.
However, the reality that happens to the vehicle is not same all the time. Real movement of the
vehicle can be detected by a yaw rate sensor and lateral G sensor. Sometimes the real movement
and the expected movement goes on different way.
- In the event of oversteering
If an over-steering symptom begins to start while turning, vehicle moves far inward. Then, over-
steering control activates. When the braking force is applied to front outer wheels, yaw moment in
opposite direction is generated to compensate the over-steer. Therefore, vehicle moves as the
driver intends.

[In the event of oversteering]

If a swerving tail end shows that the car is in danger of
oversteering, the front wheel on the outside of the bend is
braked. The compensating yawing moment, which now acts
in the clockwise direction, turns the car back into the desired
direction.
- In the event of understeering

When an under-steering symptom 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 side of the rear wheel and yaw moment generates, in which vehicle
tries to turn to inner side of the road. 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.
[In the event of understeering]

If the car is understeered with the front wheels pushing
outward, a compensating yawing moment which returns the
car body to the desired curse is built up by braking the rear
wheel on the inside of the bend.

For example, if the expected yaw rate is 20 deg/sec and the yaw rate sensor output is only 10
deg/sec, this means that the movement of the vehicle is not steered as much as the driver
intended resulting in understeering. When the understeering symptom is detected, hydraulic
pressure is generated by the ESP motor and delivered to the rear wheel inner side to increase yaw
moment while at the same time reducing engine torque.
On the contrary, the yaw rate sensor output is bigger than the expected yaw rate, this means that
the movement of the vehicle is turning more than the driver intended resulting in oversteering.
When the oversteering is detected, hydraulic pressure is delivered to the front outside wheel to
decrease yaw moment.
[ESP control pattern (Sample)]

4. Hydraulic Control Unit
Solenoid Valve (x12)
Valve Coil (x12)
Motor
Pump (x2)
Low Pressure Chamber

Piston (x2)
ESPCM
Pressure Sensor
In the hydraulic control unit of the Bosch ESP8,
- Motor & Pumps (2EA)

- Low Pressure Accumulator (2EA)
- Solenoid valves (12EA)
- Pressure sensor
One thing particular regarding the construction of

Bosch ESP8, is that pressure sensor is located
inside HCU. In case of Mando MGH-25 ESP of
Tucson, the pressure sensor is positioned on the
master cylinder.

4.1 Hydraulic Circuit (BOSCH ESP8)
- Inlet solenoid valve (EV)

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 (AV)

This valve is normally closed but it is opened to release the wheel cylinder pressure when a
dump mode begins.
- Electric shuttle valve (HSV)

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 (USV)

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 the 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.
- Pressure sensor (UP)

It monitors brake pressure of the brake line. This sensor signal is the basic data for hydraulic
brake assistance control.
4.2 Hydraulic Flow (ESP8)
- In braking mode
In this position, inlet valve (EV) and TCS valve (USV) are open, outlet valve (AV) and the
electrically operated shuttle valve (HSV) remain closed.
[Oil flow while braking]

- In ESP control (pressure increase)

In this position, the inlet valve (EV) is driven in a pulsed cycle. The TCS valve (USV) is almost
closed (PWM control). The outlet valve (AV) remains closed. The electrically operated shuttle
valve (HSV) is opened. The motor speed is in a MSC (Motor Speed Control).
- In ESP control (pressure dump)

In this position, the inlet valve (EV) is closed and the outlet valve (AV) remains open.
The TCS valve (USV) is partially open and the electrically operated shuttle valve (HSV) is
opened. The motor speed is in a low MSC (Motor Speed Control).

4.3 Air Bleeding in the Workshop Location
1) Normal air-bleeding
The brake fluid passes into the reservoir and is pushed by the admission pressure of the bleeding /
filling unit through the brake master cylinder (MC1, MC2) and through the hydraulic unit into the
wheel brake cylinder.
The bleed screw of this brake cylinder is open (figure above shows front left LF). All other bleed
screws are closed. During bleeding of the primary circuit, the pedal can be actuated to assist the
admission pressure and thereby improve the result. The duration of primary bleeding depends on
the bleeding process. The main factor is that the wheel must be bled until bubble and foam-free
brake fluid can be clearly seen emerging. Repeat the same bleeding procedure on the remaining 3
wheels.

2) Secondary circuit bleeding
Only to be carried out if a definite diagnosis can be made of “soft brake pedal” or “excessive pedal
travel” following operation of ABS, ESP or solenoid valve actuation.
To carry out this method of bleeding, a tester with the specifically developed bleeding routines,
which must be implemented in the tester is required. To increase the pressure in the outlet valve
and pump channels (bypass channels), the brake pedal is to be actuated during flushing (pulses).
Procedure
① Make Hi-scan pro for serial diagnosis available.
② Make bleeding / filling unit and reservoir bottle available.
③ The sequence of bleeding is not important. It is however specified that all 4 wheel circuits
must be bled at least once.
④ Bleed channels until routine is complete. Routine should not be prematurely interrupted.
⑤ On completion of routine, bubble-free brake fluid must emerge. If necessary, repeat routine.
⑥ While routine is in progress, brake pedal assistance is required to increase the pressure.

- Diagonal brake circuit layout (ABS8)
The bleed screw of LF wheel is opened. Fluid flows via the inlet valve (EVLF of the primary circuit)
to wheel connection (LF. All other bleed screws are closed).
The Hi-scan pro switches the pump on and pulses the outlet valves (AVRR and AVLF) literately
from brake master cylinder circuit. Due to the restriction in the inlet valve, a pressure drop occurs in
the pump circuit and the brake fluid enters the opposite wheel circuit. Actuating the brake master
cylinder produces a pressure peak, which pushes the brake fluid through the outlet valve to the
pump. The pump is supplied and pushes the fluid against the admission pressure to the open
bleed screw.
Consequently, the opposite outlet valve must alternately be pulsed, if the secondary circuit of a
wheel is to be bled. Because of differing brake circuit layouts, the valve selection must correspond
to the layout. The time for secondary circuit bleeding is determined by the Hi-scan pro. The brake
pedal must be continually actuated during secondary circuit bleeding.
[ABS8 Hydraulic diagram as example for secondary circuit bleeding on wheel LF]
- Diagonal brake circuit layout (ESP8)
Bleeding takes place over 2 phases. Firstly as on ABS the bleed screw of LF wheel is opened.
Fluid flows via the USV1 and the inlet vale (EVLF) of the primary circuit to wheel connection (LF).
All other screws are closed.

Phase 1 (dark line), starts with the same actuation as described for ABS. the Hi-scan pro switches
the pump on and pulses the outlet valves (AVRR) and (AVLF) alternately from brake master
cylinder circuit. Due to the restriction in the inlet valve, a pressure drop occurs in the pump circuit
and the brake fluid enters the opposite wheel circuit. Actuating the brake master cylinder produces
a pressure peak, which pushes the brake fluid through the outlet valve to the pump. The pump is
supplied and pushes the fluid against the admission pressure to the open bleed screw.
Phase 2 (light line), bleeding of the ESP circuits follows, which could also be described as suction
circuit bleeding. The bleed screw remains open. The Hi-scan pro now pulses the suction valve
(HSV1) and allows the pump motor to run. During actuation of the brake master cylinder a
pressure peak is produced, which pushes the fluid through the suction valve to the pump. The
pump is supplied and pushes the fluid via the inlet valve (EVLF) to the open bleed screw. Because
of differing brake circuit layouts, the valve selection must correspond to the layout. The time for
secondary circuit bleeding is determined by the Hi-scan pro. The brake pedal must be continually
actuated during secondary circuit bleeding.
[ESP Hydraulic diagram with diagonal brake circuit layout as example for secondary circuit
bleeding on wheel LF]

5. Hydraulic Brake Assist (HBA)

The major feature of the hydraulic brake assist (HBA) is the detection of an emergency brake
situation and so caused automatic increase of the vehicle deceleration. The vehicle deceleration is
only limited by the ABS control and therefore the vehicle deceleration is at its physical limitation.
Thus a usual driver can now reach a stopping distance as short as a well trained driver
Reduces the driver his brake demand the vehicle deceleration will be reduced proportional to the
brake pedal force. So the driver may exactly adjust the deceleration after an eventual clarification
of the emergency situation.
The graph shows the reaction of drivers at panic stop. Dot line (1) and (2) in the graph means that
woman, the old or inexperienced driver cannot generate enough pressure to operate ABS during
panic braking. The main job of the HBA is to build up the pressure enough to operate ABS in the
emergency braking situation.

Design
The HBA has the function to generate brake pressure by using the ESP unit without additional
parts. The hydraulic brake assist system is based on the ESP components. The function of the
HBA is integrated in the software of the ESP control unit.
Operating condition
ESP control module monitors the brake pedal applied speed by monitoring the pressure increase
rate of the pressure sensors inside the hydraulic control unit. While HBA operation, ESP control
module operates the motor and increase brake pressure rapidly to obtain the maximum brake force.
To operate BAS, following 3 conditions should be met simultaneously.
Braking pressure should exceed 30 bar, pressure increase rate is more than 2200 bar/sec and the
vehicle speed exceeds 20 km/h.
- over 30 bar
- over 2200 bar/sec
- over 20 km/h
Control flow logic
Detect emergency
Emergency condition occurs
(M/C pressure sensor)
Increase brake pressure Execute an emergency

until the wheel slip occurs decision logic (ECU)
Execute the ABS control logic

6. Inputs and Outputs
Pressure Sensor
(HCU Built-in type)

1) Active Wheel Speed Sensor
a. Features
- Type: Active Type (Hall IC type)
- 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
b. Specification
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%
c. Operation
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 ESP is switched
off and the ABS warning lamp and ESP OFF warning lamp is
switched on.

[Principle of Active Wheel Speed Sensor]

a : High signal (Signal A - Signal B > 0), b : Low signal (Signal A - Signal B < 0)
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
2) Yaw Rate Sensor & Lateral Acceleration 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.
Output signals comprise simultaneously the yaw rate and the

linear acceleration normal to the driving direction. The yaw
rate output signal is superimposed by an internally generated
reference voltage of 2.5V.
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.
a. General Specification (Electrical)

- Operating temperature : - 40 ~ + 85 °C
- Supply voltage : 8 V ~ 16 V
- Nominal voltage : 12 V nominal
- Current consumption at 12V : 80 mA
- Pin layout
[Sensor connector]
b. Yaw Rate Sensor Specification

- Measuring Range : ±100˚/s

- Resolution :  0.3˚/s
- Output Voltage Range : 0.5 ~ 4.5V
- Sensitivity : 18 mV / (°/s)
c. Lateral G (Acceleration) Sensor Specification

- Measuring Range : ±1.8 g (±1.5G)
- Resolution :  0,005 g
- Output Voltage Range : 0.5 ~ 4.5 V
- Sensitivity : 1V/g
d. Input-Output Characteristics Yaw Rate Sensor & Lateral Acceleration Sensor
[Yaw rate output] [Acceleration output]

Driving through a left turn leads to a positive Driving through a left turn leads to an
yaw rate ω, this leads to a positive output acceleration in the -y direction, this leads to a
voltage (Differentially measured against positive output voltage (differentially measured
Reference Output). against Reference Output).
e. Hi-scan Current Data

[Yaw rate output & Bite output when [Lateral acceleration output & Bite output
the ignition is turned on] when the ignition is turned on]
f. Operating Principle

Oscillating masses suspended by springs are oscillating along the direction indicated by the
green arrows. A yaw rate ( applied normal to the sensor-plane generates a coriolis force on
the acceleration elements. The comb-like structure moves and therefore it is changing its
capacity along the direction of sensitivity. The capacitor change is detected by the electronic
circuit. The difference signal of the two capacitors is directly proportional to the acting yaw
rate.
g. Caution
The sensor is very sensitive to shock acceleration on its casing and on the sensor element.
Stimulation by impacts as hammer blows in the course of bodywork repairs is not
permissible. Before such operations, the sensor must be removed from the bodywork.
Furthermore the sensor must not be dropped or struck hard. If such events do occurs,
before fitting the sensor it must be checked that it is functioning correctly.

3) Steering Angle Sensor

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 ESP 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.
The features are followed.
- Contactless principle
- AMR (Anisotropic Magneto Resistive effect) technology
- Absolute measuring of steering wheel angle
- Output of steering angle velocity
- Calibration of zero position via CAN interface
- Continuous self test
- Variable design applications available
[Location]
a. General Specification
- Supply voltage : 8 V ~ 16 V
- Nominal voltage : 12 V
- Measuring Range : - 780 ~ -779.9 ˚ (Angle), 0 ~ 1016 ˚/s (Velocity)
- Resolution : 0.1 ˚ (Angle) , 4 ˚/s (Velocity)
- Recurrence of zero point : -2.5 ˚ ~ +2.5˚

(Switch on to switch on again)
- Variation of zero point : -5 ˚ ~ +5˚

(Max. tolerance of zero point between mechanical interface of the sensor and measurement
signal)

b. Operating Principle
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 ESPCM via CAN-interface.
[Construction]
There are three measuring gears (θ, ψ, φ) inside the sensor. The two of measuring
gearwheels with different number of teeth have magnets inside. Rotating angle of each
measuring gearwheel is detected by AMR elements and the difference of angle between the
two gears is getting increased as the hub gearwheel rotates. So the steering angle (φ) can be
calculated from the angular difference of θ and ψ.

c. Hi-scan Current Data
d. Steering Angle 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 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.
Effects when sensor is not calibrated:
A de-calibrated sensor is recognized immediately after turning on the ignition, the ESP
warning lamp lit on and a fault code is registered in the control unit. If however a previously
calibrated sensor is fitted to the vehicle and the new calibration is not carried out, then the
output of 0 will probably not correspond with the straight-ahead position. The system
recognizes this condition after a short driving distance, does not however switch off when the
sensor supplies valid values of up to +/- 15˚ in straight-ahead position. In this case the new
zero position will be learned via the permanent long-term adjustment. After a journey of
approximately 6 km, without interruption in the ignition and with frequent straight-ahead driving,
the deviation is reduced to approximately 50% (reduction cannot be observed with serial tester,
as correction is carried out in control unit). If the straight-ahead position and 0˚ is a poor match,
then ESP control can be rather uncomfortable until new zero position is fully learned.

Procedure (Work instruction)
① Suspension analysis for steering angle calibration or wheel in straight-ahead position.

A prolonged straight-ahead drive can also be used during calibration to determine the
steering wheel center position.
② Calibration of the wheel angle sensor in straight-ahead position
- 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 isn’t deviated.
- 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.
③ Connect a Hi-scan pro on the vehicle.
④ Select the ‘Anti-lock brake system’ on the menu.

⑤ Select ‘SAS Calibration’.
⑥ Perform the ‘SAS Calibration’.
⑦ Turn off the Hi-scan pro.
⑧ Verification the programmed code (calibration) by reading and evaluation the input &
output data.

4) Pressure Sensor
Pressure sensor detects the master cylinder pressure.

The sensor information is used for HBA (Hydraulic
Brake Assist System) control. The location is inside the
ESP unit (HECU).
The pressure sensor signal is scanned by the ESP

control unit. According to the position of brake pedal,
the allocation of the pressure sensor signal and can be
checked via the diagnosis function.
The pressure sensor is incorporated in the Hydraulic Unit (HU) and cannot be exchanged. The
output of the sensor is within the HU and thus not accessible at the main connector harness of
the ESPCM. Consequently the voltage cannot be measured with a multimeter.
A pressure sensor fault can also be caused by a fault in the BLS circuit. Because of the logical
link to the BLS signal during the sensor test, a fault in the BLS circuit can be logged as a
pressure sensor fault.
a. Specification
- Operating Voltage : 5± 0.25 V

- Output voltage : 10% Vpwr ~ 90% Vpwr
- Operating Pressure : 0 ~ 200 bar
- Response time : Max. 10msec
- Operational Temp. : - 40℃ ~ 125 ℃
b. Hi-scan Current Data

5) ESP Switch
The ESP switch deactivates the ESP 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
ESP 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.
6) Warning Lamp Control
b)
d) c)
a)
a) EBD warning lamp control b) ABS warning lamp control

c) TCS/ESP OFF warning lamp control d) TCS/ESP function lamp control
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 separated 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 separated 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)

7. Failsafe
7.1 ABS/EBD Keep Alive and Shutdown Matrix
Driving Condition during Failure

Detection
EBD keep Warning Lamp
Failure Decelleration,
alive Out of Control
In Control
ABS, EBD ABS, EBD EBD ABS
ECU hardware error X X X X X
Over-voltage fault X X X X X
Under-voltage fault O X X O X
WSS_FL O X E O X
WSS_FR O X E O X
WSS_RL O X E O X
WSS_RR O X E O X
WSS GENERIC X X X X X
WSS voltage O X X O X
FL outlet valve X X X X X
FL inlet valve X X X X X
FR outlet valve X X X X X
FR inlet valve X X X X X
RL outlet valve X X X X X
RL inlet valve X X X X X
RR outlet valve X X X X X
RR inlet valve X X X X X
Motor pump O X X X X
BLS O O O O O
Valve relay X X X X X
X : Immediate system stop and warning lamp on
E : System stop after system control
O : System operation, No warning lamp
※ 1~2 wheel sensor failure: EBD keep alive function, 3 or more sensor failure: EBD control stop

7.2 DTC Table
ACTIVE COMPONENTS WARNING LAMP

DTC NAME
EBD ABS ETC* BTC* ESP HBA* EBD ABS ESP
C1101 ECU High Voltage - - - - - - ● ● ●
C1102 ECU Low Voltage ka - - - - - - ● ●
C1200 WSS FL Open or Short ● rc - - - - - ● ●
C1201 WSS FL Range, Performance, Intermittant ● rc - - - - - ● ●
C1202 WSS FL Invalid/No singal ● rc - - - - - ● ●
C1203 WSS FR Open or Short ● rc - - - - - ● ●
C1204 WSS FR Range, Performance, Intermittant ● rc - - - - - ● ●
C1205 WSS FR Invalid/No singal ● rc - - - - - ● ●
C1206 WSS RL Open or Short ● rc - - - - - ● ●
C1207 WSS RL Range, Performance, Intermittant ● rc - - - - - ● ●
C1208 WSS RL Invalid/No singal ● rc - - - - - ● ●
C1209 WSS RR Open or Short ● rc - - - - - ● ●
C1210 WSS RR Range, Performance, Intermittant ● rc - - - - - ● ●
C1211 WSS RR Invalid/No singal ● rc - - - - - ● ●
C1213 Wheel Speed Frequency Error ● rc - - - - - ● ●
C1235 Pressure Sensor - Electrical ka nnc nnc nnc - - - Ce ●
C1237 Pressure Sensor - Other ka nnc nnc nnc - - - Ce ●
C1260 Steering Angle Sensor - signal ● ka nnc nnc - - - - ●
C1261 Steering Angle Sensor not calibrated ● ka nnc nnc - - - - ●
Lateral G Sensor - Electrical ● ka nnc nnc - - - - ●

C1282
Yaw Rate Sensor - Electrical ● ka nnc nnc - - - - ●
Lateral G Sensor - Signal ● ka nnc nnc - - - - ●

C1283
Yaw Rate Sensor - Signal ● ka nnc nnc - - - - ●
C2402 Return Pump Fault (Motor Electrical) ka - - - - - ● ● ●
C2112 Valve Relay Error - - - - - - ● ● ●
C1503 TCS/ESP switch error ● ● ● ● ● ● - - -

Brake Light Switch (BLS) Error
C1513 ● ka nnc - - - - - ●
Plausibility Error BLS vs. Pressure Sensor
C1604 ECU Hardware Error - - - - - - ● ● ●
C1605 CAN Hareware Error ABS/ESP ● ka - - - - - - ●
C1611 CAN timeout EMS ● ka - - - - - - ●
C1612 CAN timeout TCU ● ka - - - - - - ●
C1616 CAN bus off ABS/ESP ● ka - - - - - - ●

ACTIVE COMPONENTS WARNING LAMP

DTC NAME
EBD ABS ETC* BTC* ESP HBA* EBD ABS ESP
C1626 Implausible Control ka - - - - - - ● ●
C1623 CAN timeout SAS (Steering Angle Sensor) ● ka - - - - - - ●
C1625 CAN timeout ESP ● ka - - - - - - ●
C2308 FL Inlet Valve Error - - - - - - ● ● ●
C2312 FL Outlet Vavle Error - - - - - - ● ● ●
C2316 FR Inlet Valve Error - - - - - - ● ● ●
C2320 FR Outlet Vavle Error - - - - - - ● ● ●
C2324 RL Inlet Valve Error - - - - - - ● ● ●
C2328 RL Outlet Vavle Error - - - - - - ● ● ●
C2332 RR Inlet Valve Error - - - - - - ● ● ●
C2336 RR Outlet Vavle Error - - - - - - ● ● ●
C2366 USV1 Error - - - - - - ● ● ●
C2370 USV2 Error - - - - - - ● ● ●
C2372 HSV1 Error - - - - - - ● ● ●
C2374 HSV2 Error - - - - - - ● ● ●
C1702 Variant Coding Error - - - - - - ● ● ●
Ge n e r a l a bbr e via tion s :

HBA Hydraulic Brake Assist
BTC Brake Torque Control
ETC Engine Torque Control
Con tr olle r a va ila bility :

- the respective controller is shut off at once.
● full controller functionality available
no new control: If the respective component is active, control will be finished with full performance. This
nnc component will be shut off after end of control. If the respective component is inactive, it is shut off
immediately.
reduced control: If the respective component is active, control will be finished with reduced performance.
rc This component will be shut off after end of control. If the respective component is inactive, it is shut off
immediately.
keep alive: The respective components is switched into degraded mode. Control with reduced performance
ka
is still possible.
La mp a c tiva tion
- Lamp is switched off immediately
● Lamp is switched on immediately
Ce Lamp is switched on at end of control

7.3 Input & Output Signals
7.3.1 ABS8
INPUT & OUTPUT SIGNALS

NO ITEM CONDITION MEASUREMENT
TYPE LEVEL/FREQ.
1 GND ALWAYS GND LEVEL
2 Vb MOTOR ALWAYS POWER BATT. VOLTAGE
3 Vb VALVE ALWAYS POWER BATT. VOLTAGE
16 WP FL IG.ON POWER BATT. VOLTAGE V
High : 11.8~16.8mA * 75Ω High : V
5 WS FL RUNNING Low : V
Low : 5.9~8.4mA * 75Ω
9 WP FR IG.ON POWER BATT. VOLTAGE V
High : 11.8~16.8mA * 75Ω High :V
10 WS FR RUNNING Low :V
Low : 5.9~8.4mA * 75Ω
6 WP RL IG.ON POWER BATT. VOLTAGE V
High : 11.8~16.8mA * 75Ω High : V
17 WS RL RUNNING Low : V
Low : 5.9~8.4mA * 75Ω
8 WP RR IG.ON POWER BATT. VOLTAGE V
High : 11.8~16.8mA * 75Ω High : V
19 WS RR RUNNING Low : V
Low : 5.9~8.4mA * 75Ω
HI-SCAN High : 0.8*IGN Voltage or more High : V

11 DIAG'K'
DIAGNOSIS Low : 0.2*IGN Voltage or less Low : mV
KEY ON IGN ON : V
18 IG.KEY BATT. VOLTAGE
KEY OFF IDLE : V
BRAKE BRAKE ON High : 0.8*IGN Voltage or more High : V
20 LIGHT
SWITCH BRAKE OFF Low : 0.3*IGN Voltage or less Low : mV

7.3.2 ESP8

No ITEM CONDITION MEASUREMENT
TYPE LEVEL/FREQ.
2 Vb Motor ALWAYS POWER BATT. VOLTAGE
3 Vb Valve ALWAYS POWER BATT. VOLTAGE
26 WP FL IG.ON POWER BATT. VOLTAGE V
High : 11.8~16.8mA *75Ω High : V
5 WS FL RUNNING Low : V
Low : 5.9~8.4mA *75Ω
9 WP FR IG.ON POWER BATT. VOLTAGE V
High : 11.8~16.8mA *75Ω High :V
10 WS FR RUNNING Low :V
Low : 5.9~8.4mA *75Ω
6 WP RL IG.ON POWER BATT. VOLTAGE V
High : 11.8~16.8mA *75Ω High : V
27 WS RL RUNNING Low : V
Low : 5.9~8.4mA *75Ω
8 WP RR IG.ON POWER BATT. VOLTAGE V
High : 11.8~16.8mA *75Ω High : V
29 WS RR RUNNING Low : V
Low : 5.9~8.4mA *75Ω
HI-SCAN High : 0.8*IGN Voltage or more High : V

11 DIAG'K'
DIAGNOSIS Low : 0.2*IGN Voltage or les s Low : V
KEY ON IGN ON : V
28 IG.KEY BATT. VOLTAGE
KEY OFF IDLE : V
Switch ON High : 0.6*IGN Voltage or more High : V

31 ESP Passive Switch
Switch OFF Low : 0.4*IGN Voltage or les s Low : V
Switch ON High : 0.7*IGN Voltage or more High : V

36 Handbrake Switch
Switch OFF Low : 0.3*IGN Voltage or les s Low : V


No ITEM CONDITION MEASUREMENT
TYPE LEVEL/FREQ.
High : 4.1V or more High : V
37 Yaw Rate Sensor Tes t IG.ON Low : V
Low : 1V or less
18 Yaw Rate Sensor Reference IG.ON 2.464V~2.536V V
Offset Voltage : 2.5V

16 Yaw Rate Sensor Signal IG.ON V
Ragne : 0.35V~4.65V (-100~100 ˚/s)
Offset Voltage : 2.5V

20 Acceleration Sens or Signal IG.ON V
Range : 0.35V~4.65V (-1.8g~1.8g)
15 Yaw Rate Sensor Ground ALWAYS GND LEVEL
35 CAN High IG.ON
14 CAN Low IG.ON
BRAKE ON High : 0.8*IGN Voltage or more High : V

30 Brake Light Switch
BRAKE OFF Low : 0.3*IGN Voltage or les s Low : V

7.4 Wiring Diagram
7.4.1 ABS8

7.4.2 ESP8


ESP Elektronik Stability Program

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ESP Elektronik Stability Program

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ESP (Electronic Stability Program)

1 Chonan Technical Service Training Center

2 Chonan Technical Service Training Center

1. ESP System (BOSCH ESP 8)

[ESP: ABS + TCS + AYC (Active Yaw Control)]

3 Chonan Technical Service Training Center

[Active Yaw Control of the ESP]

[ESP System Components]

4 Chonan Technical Service Training Center

[Application of NF ABS/ESP (O: Optional Item, S: Standard Item), August 2004]

5 Chonan Technical Service Training Center

2. ESP Control Module

- Input of signal from Pressure sensor, Steering angle

- Control of braking force / traction force/ yaw

6 Chonan Technical Service Training Center

Procedure (Work instruction)

① Turn the ignition key on

② Connect a Hi-scan pro on the vehicle

③ Select anti-lock brake system on the menu

④ Select ‘Variant Coding’

⑤ Off the Hi scan and turn ignition off

⑥ Turn the ignition key on

7 Chonan Technical Service Training Center

3. Basic Function of ESP

[Concept of ESP control]

- In the event of oversteering

8 Chonan Technical Service Training Center

[In the event of oversteering]

- In the event of understeering

[In the event of understeering]

9 Chonan Technical Service Training Center

[ESP control pattern (Sample)]

10 Chonan Technical Service Training Center

4. Hydraulic Control Unit

Solenoid Valve (x12)

Valve Coil (x12)

Low Pressure Chamber

In the hydraulic control unit of the Bosch ESP8,

- Motor & Pumps (2EA)

One thing particular regarding the construction of

11 Chonan Technical Service Training Center

4.1 Hydraulic Circuit (BOSCH ESP8)

- Inlet solenoid valve (EV)

- Outlet solenoid valve (AV)

- Electric shuttle valve (HSV)

- Traction control valve (USV)

12 Chonan Technical Service Training Center

- Pressure sensor (UP)

4.2 Hydraulic Flow (ESP8)

[Oil flow while braking]

13 Chonan Technical Service Training Center

- In ESP control (pressure increase)

- In ESP control (pressure dump)

14 Chonan Technical Service Training Center

4.3 Air Bleeding in the Workshop Location

15 Chonan Technical Service Training Center

2) Secondary circuit bleeding

① Make Hi-scan pro for serial diagnosis available.

② Make bleeding / filling unit and reservoir bottle available.

16 Chonan Technical Service Training Center

- Diagonal brake circuit layout (ABS8)

- Diagonal brake circuit layout (ESP8)

17 Chonan Technical Service Training Center

18 Chonan Technical Service Training Center