SENSOTRONIC BRAKE CONTROL SYSTEM

SEMINAR REPORT
Submitted by

ABHISHEK RAMESH PAYYADAKATH

CEN19ME001
To
The APJ Abdul Kalam Technological University
in partial fulfilment of the requirements for the award of the Degree

Of

Bachelor of Technology
In
Mechanical Engineering

Department of MECHANICAL ENGINEERING

College of Engineering and Technology- Payyanur
DECEMBER-2022

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 DECLARATION
I undersigned hereby declare that the seminar report “Sensotronic Brake Control
System”, submitted for partial fulfilment of the requirements for the award of degree
of Bachelor of Technology of the APJ Abdul Kalam Technological University, Kerala
is a bonafide work done by me under supervision of Mrs.Shaheena T, Assistant
Professor of Department of Mechanical Engineering, CET Payyanur. This submission
represents my ideas in my own words and where ideas or words of others have been
included. I have adequately and accurately cited and referenced the original sources. I
also declare that I have adhered to ethics of academic honesty and integrity and have
not misrepresented or fabricated any data or idea or fact or source in our submission. I
understand that any violation of the above will be cause for disciplinary action by the
institute and/or the University and can also evoke penal action from the sources which
have thus not been properly cited or from whom proper permission has not been
obtained. This report has not been previously formed the basis for the award of any
degree, diploma or similar title of any other University.

Kaithapram ABHISHEK RAMESH PAYYADAKATH

Date:
CEN19ME001

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 DEPARTMENT OF MECHANICAL ENGINEERING
COLLEGE OF ENGINEERING AND TECHNOLOGY-

PAYYANUR

CERTIFICATE
This is to certify this seminar report entitled“ SENSOTRONIC BRAKE
CONTROL SYSTEM” submitted by ABHISHEK RAMESH PAYYADAKATH
(CEN19ME001), to the APJ Abdul Kalam Technological university in partial
fulfilment of the requirements for the award of the Degree of Bachelor of Technology
in Mechanical Engineering, is a bonafide record of the seminar work carried out by
her under our guidance and supervision.

Guided by: Head of Department:

Mrs. SHAHEENA T Mr.ANURANJ KK

Assistant Professor Head of Department
DEPT.of Mechanical Engineering DEPT.of Mechanical Engineering
CET-Payyanur CET-Payyanur

Seminar co-ordinator:

Mr.ARUN KV
Assistant Professor
DEPT. Of Mechanical Engineering
CET-Payyanur

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 ACKNOWLEDGEMENT
The elation and gratification of this seminar will be incomplete without mentioning
many special people. Here we would like to acknowledge their precious cooperation
and express our sincere gratitude to them.

I am grateful to our Principal, Dr. A PASUPATHY, who mostably run the institution
and had the major hand in enabling me to do my seminar report.

I proudly thank Assistant Professor Mr. ANURANJ K K, HOD, Department of

Mechanical Engineering who has been an invaluable guide and also a great source of
inspiration and strength to my work.

I would like to thank Assistant Professor Mrs. SHAHEENA T, my guide who

provided me with kind criticism, attention to detail and support in publishing this
work.

I express my sincere thanks and gratitude to Assistant Professor Mr. ARUN K V,

seminar coordinator for the gracious help in pointing me to the right direction.

I covey my sincere thanks to all the teaching, non-teaching staff and lab assistant for
their support in completing the seminar.

I would like to express my heart-felt gratitude to my parents, without whom I would

not have been privileged to achieve and fulfil my dream.

ABHISHEK RAMESH PAYYADAKATH

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 ABSTRACT
Sensotronic Brake Control (SBC) works electronically, and thus faster and more
precisely than a conventional hydraulic braking system. As soon as you press the
brake pedal and the sensors identify the driving situation in hand, the computer makes
an exact calculation of the brake force necessary and distributes it between the wheels
as required. This allows SBC to critically reduce stopping distances. SBC also helps
to optimize safety functions such as ESP, ASR, ABS and BAS.SBC plays a
significant role in offers even greater active safety than conventional brake systems
when braking is in a corner or on a slippery surface. it is ensured that maximum brake
pressure is available much sooner with the help of with the help of a high-pressure
reservoir and electronically controllable valves. Moreover, the system offers
innovative additional functions to reduce the driver’s workload which include Traffic
Jam Assist, which breaks the vehicle automatically in stop-and-go traffic once the
driver takes his or her foot off the accelerator resulting in a comfortable driving
experience even for long distances.

Keywords: SBC, ABS. BAS, TCS, ESP

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 CONTENTS
Contents PageNo.

ACKNOWLEDGEMENT ⅰ

ABSTRACT ⅱ

CONTENTS ⅲ

LIST OF FIGURES &

LIST OF TABLE ⅴ

ABBREVIATION ⅵ

Chapter 1: INTRODUCTION

1.1: General 1

Chapter 2: SENSOTRONIC BRAKE CONTROL(SBC)

2.1: General 2

2.2: Brake pedal 3

2.3: Control unit 4

Chapter 3: FEATURES OF SENSOTRONIC BRAKE CONTROL

3.1: General 5

3.2: Emergency braking 5

3.3: Driving stability 6

3.4: Braking in corners 7

3.5: Comfort 8

3.6: SBC Traffic assist 8

3.7: SBC Soft stop 8

3.8: SBC Hold 8

3.9: Dry brake 9

3.10: Sensors and Electric unit 9

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Chapter 4: THE CONCEPT FOR THE PRESSURE SENSOR

4.1: General 10

4.1.1: Two levels Sensitivity and Recalibration 10

4.1.2: The integrated digital electronic and the self-test 13

4.1.3: The sensor design 15

4.1.4: The chip design 15

4.1.5: The electronic design 16

Chapter 5: CONSTRUCTION AND WORKING OF SBC

5.1: Construction of SBC 17

5.2: Working of SBC 17

5.2.1: Brake operating unit 17

5.2.2: Control unit 18

5.2.3: Wheel speed sensor 18

Chapter 6: ADVANTAGES OF SBC 19

Chapter 7: LIMITATIONS OF SBC 20

Chapter 8: THE FUTURE 21

Chapter 9: CONCLUSION 22

REFERENCES 23

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 LIST OF FIGURES

Figure No Title Page No

3.3 With sensotronic there is no need for ESP 6

Intervention when braking in a curve.

3.4 Braking in a curve.Conventional V/S SBC 7

4.1 Diagram of the sensor chip profile. 11

4.2 Simulated Sensor Response. 12

4.3 Self-test recalibration flow diagram with 13

Digital electronic.

4.4 Example of possible calibration procedure. 14

5.1 Construction of SBC system. 17

5.2 Working of SBC System 18

LIST OF TABLE

Table No Title Page No

8.1 Comparison between Conventional Braking 21
and SBC

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 ABBREVIATION

SBC Sensotronic Brake Control

ABS Anti-lock Braking System

ESP Electronic Stability Program

ASR Acceleration Slip Regulation

FS Full Scale

EADS European Aerospace Defence and Space

PWM Pulse-Width Modulation

CAN Controller Area Network

ASIC An application-Specific Integrated Circuit

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 CHAPTER 1

INTRODUCTION

1.1GENERAL

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

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 CHAPTER 2

SENSOTRONIC BRAKE CONTROL (SBC)

GENERAL 2.1
Sensotronic Brake Control (SBC) is the name given to an innovative electronically
controlled brake system which Mercedes-Benz will fit to future passenger car models.
Following on from the Mercedes innovations ABS, ASR, ESP and Brake Assist, this
system is regarded as yet another important milestone to enhance driving safety. With
Sensotronic Brake Control electric impulses are used to pass the driver’s braking
commands onto a microcomputer which processes various sensor signals
simultaneously and, depending on the particular driving situation, calculates the
optimum brake pressure for each wheel. As a result, SBC offers even greater active
safety than conventional brake systems when braking in a corner or on a slippery
surface. A high-pressure reservoir and electronically controllable valves ensure that
maximum brake pressure is available much sooner. Moreover, the system offers
innovative additional functions to reduce the driver’s workload. These include Traffic
Jam Assist, which brakes the vehicle automatically in stop-and-go traffic once the
driver takes his or her foot off the accelerator. The Soft-Stop function – another first –
allows particularly soft and smooth stopping in town traffic. Mechatronics – a new
term is gaining popularity within the automotive industry and is rapidly developing
into the catchword of a quiet technological revolution which in many fields stands
century-old principles on their head. Mechatronics brings together two disciplines
which in many cases were thought to be irreconcilable, namely mechanics and
electronics.
Hence automobile functions which hitherto worked purely mechanically and partly
with hydraulic assistance will in future be controlled by high-performance
microcomputers and electronically controllable actuators. These either replace the
conventional mechanical components or else enhance their function. The mechatronic
interplay therefore opens up hitherto inconceivable possibilities to further raise the
safety and comfort levels of modern passenger cars. For example: it was only possible
through mechatronics that an electronicallycontrolled suspension system which
instantly adapts to prevailing conditions when driving off, braking or cornering -- thus
providing a totally new driving experience became a reality. In 1999 Mercedes-Benz

2
launched this system under the name Active Body Control (ABC) in the flagship CL
coupé, thereby signalling the advent of a new era of suspension technology.

This electronically controlled suspension system will quickly be followed by the

electronic brake system: Mercedes-Benz and Bosch have teamed up on this
benchmark development project which will shortly enter into series production at the
Stuttgart automobile brand under the name Sensotronic Brake Control -- or SBC for
short. It turns the conventional hydraulic brake into an even more powerful
mechatronic system. Its microcomputer is integrated into the car’s data network and
processes information from various electronic control units. In this way, electric
impulses and sensor signals can be instantly converted into braking commands,
providing a marked safety and comfort gain for drivers.

2.2 BRAKE PEDAL

To turn to the technical side: when drivers hit the brake pedal today, their foot moves
a piston rod which is linked to the brake booster and the master brake cylinder.
Depending on the pedal force, the master brake cylinder builds up the appropriate
amount of pressure in the brake lines which – in a tried and tested interaction of
mechanics and hydraulics - then presses the brake pads against the brake discs via the
wheel cylinder. In the Mercedes-Benz Sensotronic Brake Control, by contrast, a large
number of mechanical components are simply replaced by electronics. The brake
booster will not be needed in future either. Instead sensors gauge the pressure inside
the master brake cylinder as well as the speed with which the brake pedal is operated,
and pass these data to the SBC computer in the form of electric impulses. To provide
the driver with the familiar brake feel engineers have developed a special simulator
which is linked to the tandem master cylinder and which moves the pedal using spring
force and hydraulics. In other words: during braking the actuation unit is completely
disconnected from the rest of the system and serves the sole purpose of recording any
given brake command. Only in the event of a major fault or power failure inside the
12V vehicle battery does SBC automatically use the services of the tandem master
cylinder and instantly establishes a direct hydraulic link between the brake pedal and
the front wheel brakes in order to decelerate the car safely.

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2.3 CONTROL UNIT

The central control unit under the bonnet is the centrepiece of the electrohydraulic
brake. This is where the interdisciplinary interaction of mechanics and electronics
provides its greatest benefits – the microcomputer, software, sensors, valves and
electric pump work together and allow totally novel, highly dynamic brake
management: In addition to the data relating to the brake pedal actuation, the SBC
computer also receives the sensor signals from the other electronic assistance systems.
For example, the anti-lock braking system (ABS) provides information about wheel
speed, while ESP makes available the data from its steering angle, turning rate and
transverse acceleration sensors. The transmission control unit finally uses the data
highway to communicate the current driving range. The result of these highly
complex calculations is rapid brake commands which ensure optimum deceleration
and driving stability as appropriate to the particular driving scenario.
The high-pressure reservoir contains the brake fluid which enters the system at a
pressure of between 140 and 160 bar. The SBC computer regulates this pressure and
also controls the electric pump which is connected to the reservoir. This ensures
much shorter response times than on conventional brake systems. Yet another
advantage: full braking power is available even when the engine is switched off. The
hydraulic unit mainly comprises four so-called wheel pressure modulators. They mete
out the brake pressure as required and pass it onto the brakes. In this way it is possible
to meet the microcomputer’s stipulations while each wheel is slowed down separately
in the interests of driving stability and optimum deceleration. These processes are
monitored by pressure sensors inside the wheel pressure modulators.

4
 CHAPTER 3

FEATURES OF SENSOTRONIC BRAKE CONTROL

3.1 GENERAL

The Prime characteristic of SBC is the high dynamics while the pressure builds up
and accurate monitoring of the behaviour of the vehicle and the driver using refined
sensors. For example, consider a case of emergency braking. The SBC will capture
the quick movement of driver’s leg from the accelerator to brake pedal as a sign of
emergency stopping and responds automatically with the help of high-pressure
reservoirs. The pressure is increased inside the brake lines by the system which results
in instant pressing of the brake pads on the brake discs so that, brake pads can get a
tight grip as soon as the driver steps on the brake pedal. As a result, the brake system
is prefilled which reduces the stopping distance by 3% as that of the conventional
braking system.

3.2 EMERGENCY BRAKING:

The main performance characteristics of Sensotronic Brake Control include the

extremely high dynamics during pressure build-up and the exact monitoring of driver
and vehicle behaviour using sophisticated sensors. Mercedes-Benz is thus moving
into new dimensions of driving safety. Take the example of the emergency brake:
SBC already recognises the driver’s rapid movement from the accelerator onto the
brake pedal as a clue to an imminent emergency stop and responds automatically:
with the aid of the high-pressure reservoir, the system increases the pressure inside the
brake lines and instantly presses the pads onto the brake discs so that they can get a
tight grip the moment the driver steps onto the brake pedal. As a result of this so-
called prefilling of the brake system, the stopping distance of an SBC-equipped sports
car from a speed of 120 km/h is cut by around three per cent compared to a car
featuring conventional braking technology. Due to electrohydraulic back-up, the
performance of Brake Assist is also improved further. If this system issues the
command for an automatic emergency stop, the quick pressure build-up and the
automatic prefilling of the wheel brakes leads to a shorter braking distance.

5
3.3 DRIVING STABILITY

It is not just in emergency braking that Sensotronic Brake Control proves its worth,
but also in other critical situations – for example, when there is a risk of swerving.
Under such conditions, the system interacts with the Electronic Stability Program
(ESP) which keeps the vehicle safely on course through precise braking impulses at
all wheels and/or by reducing engine speed. SBC once again offers the benefits of
greater dynamics and precision: thanks to the even faster and more accurate braking
impulses from the SBC high-pressure reservoir, ESP is able to stabilise early and
comfortably a vehicle which is about to break away. This is evident, for example,
from the results of the VDA lane-change test which suspension engineers use to
simulate a quick obstacle-avoidance manoeuvre and to demonstrate the high
capabilities of the Electronic Stability Program. In conjunction with SBC, ESP works
even more effectively and significantly reduces vehicle swerving through quick and
precise braking impulses. At the same time the driver’s steering effort is reduced. Due
to SBC and ESP he or she will have even less difficulty keeping the car on course.

Fig 3.3: With Sensotronic there is no need for ESP intervention when braking in a
curve.

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3.4 BRAKING IN CORNERS

Fig 3.4: Braking in a curve. Left: conventional. Right: with SBC.

Notice the unequal braking force, smaller lateral force, better stability and
alignment with SBC. Even when braking in corners, SBC also offers more safety than
a conventional brake system. This is where the variable and targeted brake force
distribution is of particular advantage to actively influence the car’s compliance steer.
While conventional brake systems always mete out the brake pressure equally to the
inner and outer wheels, SBC offers the possibility of assigning brake forces in a way
appropriate to the situation. Hence the system will automatically increase the brake
pressure at the outer wheels because the higher vertical forces also allow them to
transfer greater brake forces. At the same time the brake forces at the inner wheels are
reduced to provide the higher cornering forces needed to stay on course. The result is
a more stable braking behaviour along with optimum deceleration values.

With the innovative Sensotronic Brake Control Mercedes engineers still stick to the
proven principle of a variable brake force control for the front and rear axles. They
program the system in such a way that, when slowing down from a high speed, the
larger part of the brake force continues to act on the front axle. This prevents a
potentially hazardous overbraking of the rear axle. Again SBC is capable of adapting
to the prevailing situation.

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3.5 COMFORT

Both the separation of the SBC pedal from the rest of the brake system and the
proportional pressure control using mechatronics serve to increase brake comfort –
particularly during sharp deceleration or when the anti-lock braking system is
operational. The usual vibration of the brake pedal when ABS sets in does not occur,
which, Mercedes engineers have found, is not only a comfort feature of the new
system but also offers measurable safety benefits. Their research in DaimlerChrysler’s
Berlin driving simulator has revealed that almost two thirds of all drivers are startled
when ABS pulsation sets in: they do not increase the brake force further and are even
prone to taking their foot off the brake pedal for a short while, thereby lengthening the
stopping distance of their vehicle – in the driving simulator by an average of 2.10
metres - 7 feet - during ABS braking from 60 km/h - 37 MPH - on a snow-covered
road surface.

3.6 SBC TRAFFIC ASSIST

In stop-and-start traffic the vehicle applies brakes automatically, when the foot is
lifted off the accelerator pedal (“traffic jam assist”). It can be engaged under 10 mph.
It remains active under 40 mph. Driver can also activate it on downhill slopes as per
his convenience, so the as car won’t speed over the set limit. Hence, SBC’s traffic
assist feature makes things a easier whilst dealing with an traffic signals or traffic
jams in densely populated cities.

3.7 SBC SOFT STOP

SBC gently brakes to a stop below 6 km/h by briefly reducing the brake pressure, soft
stop reduces the jolt which occurs when braking immediately upon reaching a
standstill, which often irked the driver. Thus, this soft stop function increases the
comfort level of the vehicle by circumventing this problem often faced by a many.
3.8 SBC HOLD

A “drive-away assistant” can prevents the vehicle from rolling backwards or forward
when starting on a hill or steep incline. A stiff can push onto the brake pedal, and the
car remains at one place, even when the brake pedal is released, until the driver
accelerates and the vehicle begins to roll. Mercedes drivers usually tend to enjoy this
feature.
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3.9 DRY BRAKE

There is the dry brake function. It can remain always activated when the windshield
wipers run. The system then identifies, that it rains and, with short brake pulses
unnoticed by the driver, keeps the brake discs always dry and fully functional.

3.10 SENSORS AND ELECTRONIC UNIT

Field of mechatronics has created a promising opportunities to the Mercedes

engineers not only in terms of a comfort and safety as well as in a considerable way to
the realization of their long term objectives. In order to replace the mechanical
components and to enhance to the braking, high performance microcontroller and
actuators are required.
To achieve these factors it is necessary to conceive a silicon micro machined &
piezoresistive pressure sensor chip with higher and lower sensitivities each having a
specified pressure range. To check if all the components and sensors are working,
there is function of self-testing in these microcontrollers.
.

9
 CHAPTER 4
THE CONCEPT FOR THE PRESSURE SENSOR

4.1 GENERAL
The major requirements of a pressure sensor for X-by-Wire applications, as
previously mentioned, are high precision and reliability as well as multi functionality
and flexibility, features strongly desired in modern sensor design. These requirements
have heavily influenced the design choices. In order to enhance the precision it has
been conceived a silicon micro machined piezo-resistive pressure sensor chip with
two different sensitivities: a higher one in a low-pressure range (0 to 30 bar), where
often an elevated resolution is required, and a lower one at higher pressures (up to 250
bar). Thus, with one single membrane chip, practically two sensors are obtained.
Moreover, as it will be explained further on more in details, the transition between the
two sensitivity levels determines an area with particularly interesting characteristics
that could be used to recalibrate the sensor from offsets without having to remove it
from the system where it normally operates and mount it on a reference bench.
Somehow what could be called a “self-recalibration” ability. Enhancing the reliability
and the therefore the availability of a sensor needs stability in the components and
sensor health monitoring strategies. This latter is possible through an integrated digital
electronic that would hence allow self-test functions. Key point of these procedures is
the previously mentioned recalibration area, which potentially allows monitoring
offsets with a precision up to 0.15 % full scale (FS) without need on integrated
actuators and the relative control electronic. A digital electronic can also be designed,
without major difficulties, to integrate a controller for networking (Controlled Area
Network, for example), consequently enhancing the capabilities and the flexibility of
the sensor.
4.1.1 Two levels sensitivity and recalibration

The transduction of the physical quantity, pressure in the specific case, into an
electrically measurable figure is performed though piezo-resistive elements implanted
on the surface of the of the silicon chip. This type of transducers is sensitive to the
stresses in the two coordinates defined with respect to the plane where the elements
are implanted in the chip. The stresses on the piezo-resistors induce changes in their
resistance that can be detected with rather high accuracy as unbalance of a Wheaston

10
bridge. The stresses on the chip surface depend on the geometrical characteristics of
the latter and on the forces deriving from the applied pressure. Therefore transducers
are usually placed in such a way to have maximum response to the pressure changes
and in order to obtain a constant sensitivity. Normally small variations in the
sensitivity are undesirable as they complicate the calibration process and often reduce
the sensor accuracy. On the contrary, in the presented design, a drastical change in the
sensitivity as been conceived through a major variation of the sensor geometry. This
characteristic has been exploited to realize the two sensitivity ranges.

Fig 4.1: Diagram of the sensor chip profile.

The sensor consists of a membrane structure at which centre is placed a cylindrical

structure (a centreboss membrane). As the pressure is applied, from top, the
membrane will move freely downward: this determines a rather sensitive sensor
response, which will continue until 30 bar is reached. At this point the cylinder will
enter into contact with the silicon bulk plate. Consequently the geometrical structure
of the sensor will almost instantly change: the membrane will not be able to move
freely any more and will behave more like a ring fixed at the two sides. The stiffness
of the structure will significantly increase, thus the building up of stresses due to
pressure will reduce and thereby the sensitivity will be roughly of a four factor
smaller than the one between 0 and 30 bar. This determines the low sensitivity range
that is specified up to 250bar. Fig.4.2 summarises graphically what has been here
above described. Moreover the cylindrical central structure makes the membrane
fairly robust and resistant to overpressures.

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 Fig 4.2: Simulated Sensor Response.
In silicon the elastic behaviour, opposed to the plastic one, is dominant. Therefore
silicon withstands stresses with almost unchanged characteristics: this is what makes
it a good material for sensors. Thus it can be expected that in the described design the
cylindrical central structure and the respective contact area on the silicon bulk will
remain stable. Consequently it can also be expected that the pressure needed to
generate the contact between the two parts will remain constant through the sensor
lifetime, thereby the transition between the two sensitivity levels will take place
always at the same pressure: in fig. 4.2 this is defined as Recalibration point.
Now, gathering this information together, a contact point is obtained, which is:
mechanically determined, constant and independent from the electrical characteristics
of the transducers. Therefore, if it is possible to evaluate a procedure to determine this
point though the normal sensor operation, than a monitoring and correction of
electrical instabilities such as offset drifts can be achieved without need of a reference
sensor or external action: a simple example of how this could be obtained will be
given in the next paragraph. Moreover, the recalibration principle makes no use of
internal actuation system, no actuator control or extra technology is therefore needed:
the sensor integrates what can be called a passive recalibration and self-test principle.
Furthermore such procedure could enable to avoid long and costly temperature
calibrations. Least but not last, the contact or recalibration point is determined through
the sensor technology and can be so defined to be different from sensor to sensor. In
the case the sensor is operating in a network environment where more of these sensors
with different contact pressures are present, it is possible to obtain more recalibration
points, potentially increasing the sensor accuracy.
12
4.1.2 The integrated digital electronic and the self-test

Digital electronic is often thought to be expensive for pressure sensors. This argument
usually does not consider all the potential advantages that it can bring, either because
of the difficulty to have a complete overview on them or as a rather significant
research effort is needed to be able to exploit them completely. Moreover costs of
digital electronic are on the long term continuously decreasing. In the presented
design it has been chosen to make use of a digital electronic in order to implement
monitoring and correction strategies in the sensor. Activities are being carried out to
investigate all possible failures of the sensor and evaluate their entity, this already at
design level. Hence eliminate through design as much of them as possible,
particularly those that cannot be automatically detected by the sensor. On the
remainder will be in the first place evaluated methods to individuate the errors (self-
test) and, when possible, correct them without the outside intervention (recalibration).
A diagram of this procedure is described in fig. 4.3.

Fig 4.3: Self-test and recalibration flow diagram with digital electronic

13
Clearly a complex electronic has not only advantages consideration has to be taken
not to introduce further hardware, but also software errors. Central point of the self-
test strategies is the previously described “Recalibration point”. The presence of a
digital electronic allows performing the drift monitoring and the recalibration
internally. A simple example might help the understanding. Lets suppose that the
sensor is working in a system where the pressure can rise linearly, namely 250 bar in
8 sec., for simplicity lets also suppose that the sensor has an ideal linear behaviour in
the 2 sensitivity ranges (in the real case there will be a linearity error which will ad up
to the calculations, on the other hand though the sensor response could be better
described by polynomialls of higher order, therefore it has been chosen to stay with
the simplest case). During the pressure rise 4 points are sampled through the digital
electronic: point one at sensor output around 0 V and the second around 2 V, in the
low pressure range, the third at 2.3 V and the fourth at 4 V, in the high pressure one as
shown in fig. 4.4 (a wise choice of the points can influence up to 50% the accuracy
with which the recalibration point can be determined). These points are used to define
the 2 lines, which intersection will determine the contact voltage. This can be
compared with the value stored in the sensor memory at the previous recalibration
and, if the difference exceeds the calculation errors, the new value will substitute the
old one: the sensor response lines will be adjusted and thereby a recalibration will
take place. Key point of this procedure is the dimension of the calculation errors. If
the linearity error is not considered, for the reasons previously given, these depend on
the sensor A/D converter resolution and the sampling frequency. Therefore, with a 10
bit A/D converter and sampling at 1 kHz a recalibration with approximately a 0.15 %
accuracy FS can be obtained. To the reader is left the little mathematic game that
takes to the given value.

Fig 4.4: Example of possible calibration procedure

14
4.1.3 The sensor design

Defining a concept for a new sensor is no trivial job. Putting this into a realisable
design is even more complex and requires a good deal of experience in sensor
manufacturing and simulation techniques. The transducer chip design has been
conceived in collaboration between EADS (European Aerospace Defence and Space
company) Deutschland GmbH and AKTIV SENSOR GmbH, with the contribution of
the Technical University of Berlin. The electronic design instead was the result of the
cooperation of EADS Deutschland GmbH and ELBAU GmbH.
4.1.4 The chip design

The major difficulty in the design was to realise the change in the mechanical
structure in such a way that the sensor response variation between the two
configurations would be possibly sharp, but most of all that the response with respect
to the pressure change would be monotonous. If this condition is not fulfilled, there is
no one to one correspondence between the transducer response and the applied
pressure: there will be different pressures that will produce the same output signal,
thereby the sensor will be intrinsically unreliable and therefore unusable. Overcoming
this problem means that the piezoresistors have to see always increasing stresses with
the rising of the pressure. Therefore the choice on the piezo-resistor position on the
chip membrane is determinant and with it the results of the simulation. The choice
that has been made in the positioning of the piezo-resistive elements can be noted that
the stress distribution changes significantly before and after the mechanical contact.
Moreover it has been chosen design 90-degree profiles in order to reduce the
previously described risk: this implies using anisotropy etching.
4.1.5 The electronic design

The design of the electronic should be maintained to a low level of complexity. Never
the less attention should be given to the design in order to be able to implement all the
self-test and recalibration features allowed by the design, but at the same time
avoiding unnecessary over dimensioning of components that would only reflect itself
on an increase of costs. Particular care should be given in taking advantage of the high
resolution in the low-pressure range: for example, in the case of a linear analogue or
Pulse-Width Modulation (PWM) output is desired, as it normally is in sensor output
coding, a high resolution digital to analogue converter is needed. Moreover, in the

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design is planned: a volatile memory for storing the calibration parameters, a non-
volatile one for the programming of the self-test and recalibration algorithms, a PWM
module, a CAN module for a bus communication and of course analogue to digital
converter to enable the signal processing. In the first prototype a low level of
integration has been chosen to enable more design flexibility, never the less most of
the needed functions could be performed by a commercially available ASIC which
could be integrated in second stage.

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 CHAPTER 5

CONSTRUCTION AND WORKING OF SBC

5.1 CONSTRUCTION OF SBC

Fig 5.1: Construction of SBC system

5.2 WORKING OF SBC

SBC consists of:

1. Brake Operating Unit
2. Control Unit
3. Wheel Speed Sensor

5.2.1 Brake Operating Unit:

This unit consists of a braking unit accompanied by a pressure sensor. When the
driver presses the brake pedal the pressure in the master cylinder is recorded by the
pressure sensor and also keeps the record of the brake pedal travel. The recorded data
is sent to the SBC microcomputer located in Hydraulic Traction Unit.

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5.2.2 Control Unit:
The Central control unit is beneath the bonnet and is the master component of the
electrohydraulic braking system. In the central control unit interaction of mechanics
and electronics takes place providing highly dynamic management of brakes. Brake
fluid is stored in a high-pressure reservoir. This fluid enters the system at a pressure of
140 -160 bar. Here comes the SBC Computer into action. It regulates the pressure as
well as the electric motor pump connected to this reservoir. As a result, a shorter
response time than the conventional braking system. The hydraulic unit consists of
four-wheel pressure modulators. These modulators meter out the required brake
pressure and pass it to the brakes. In this way, the microcomputer’s stipulation is a
meet and each wheel is separately slowed down with respect to the driving stability
and optimum deceleration. All these processes are monitored
5.2.3.Wheel Speed sensor:
It is a three-wire sensor. The speed of each wheel is recorded individually and is sent
to ESP.SBC and ESP, these both units are interrelated and therefore by the pressure
sensors inside the wheel pressure modulators they decide the required brake pressure
to be applied on each wheel.

Fig 5.2: Working of SBC System.

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 CHAPTER 6

ADVANTAGES OF SBC
It can improve metering of necessary brake pressure, and each wheel can be precisely
controlled

 Reduction of stopping distance in particular during an emergency stop.

 It can Increase the active vehicle dynamics safety as the vehicle Dynamics
control system ABS and ESP can be used in an optimized manner.
 It can also leads to timelier and more comfortable stabilization of the vehicle
during ESP control.
 The Use of the brake force reserve at the rear axle due to growing the brake
force and share in the partial braking range and when braking from a low
speed.
 Consequences in more stable braking performance with optimal deceleration
values when cornering as a result of braking forces being shifted to the outer
wheels.
 There is No reaction (vibration) on the brake pedal during ABS.

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 CHAPTER 7

LIMITATIONS OF SBC
 The Maintenance is high
 Electronics parts are costly to replace
 Some people don’t like the noise of SBC
 Poor implementation and poor design ultimately leading to its downfall
 Mercedes decides to stop the technology due to its costly maintenance.

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 CHAPTER 8

THE FUTURE
The advent of electronics in brake technology opens up new and promising
opportunities to Mercedes engineers - and not only in the disciplines of safety and
comfort. By means of SBC they have also moved a considerable way closer to the
realisation of their longterm objective, namely to be able to automatically guide the
cars of the future along the roads with the aid of video cameras, proximity radar and
advanced telematics. For such autonomous vehicle guidance, the experts need a
computer-controlled brake system which automatically acts on the instructions of an
electronic autopilot and stops the car safely.

Conventional braking system SBC braking System

Approximate Emergency Braking Perfect Emergency Braking

Greater stopping distance Less stopping distance

Poor driving stability Good driving stability

Skidding off the car on wet surface No skidding on Wet surface

Non-uniform deceleration Uniform deceleration

Less driver safety High driver safety

Table 8.1: Comparison between Convectional Braking and SBC

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 CHAPTER 9

CONCLUSION
In simple words, Sensotronic Brake Control is a braking system developed by an
interdisciplinary approach. Mechanical components along with electronic components
build an SBC system. The sensors, software, electric pumps, SBC microcomputer
together allows a highly dynamic brake system. The fact cannot be neglected that the
additional advantages of Sensotronic braking system provide uncompromising
quality, stability, and longevity. Although if there is a small malfunction in the
electronic part of the SBC system, no repair is available and the part has to be
replaced completely. Hence the system maintenance costs a lot. Mercedes Benz
engineers have taken a big step towards the safety of driver as well as the comfort of
the driver by making such innovations.

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 REFERENCES
[1] Manas Korde, Himanshu Tayade, Sensotronic Brake Control System,
IJRASET, ISSN: 2321-9653, SJ Impact Factor: 7.538 Volume 10 Issue II Feb 2022.

[2] Mercedes Benz Technical Publication, Sensotronic Brake Control System.

[3] Mercedes Benz Technical and Maintenance official website, Sensotronic Brake
Control.

[4] Tejas Pagare and Siddharth Kshirsagar, SBC System Accelerating New
Technology, IJET journal, August 2014, Volume 2 Issue 3, ISSN 2349-4476.

[5] L.nagabhushan Reddy Technical paper, “Sensotronic Brake Control”.

[6] Hemanshu P Shah, “Sensotronic brake control and brake wear sensor”, IJARIIT,
ISSN: 2454-132X Impact factor: 4.295 (Volume 4, Issue 4).

[7] www.google.com

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