593: Brake control module (BCM)

S80 (07-), 2007, B8444S, TF-80SC AWD, L.H.D

13/8/2014 PRINT
593: Brake control module (BCM)
ABS control
ABS function
Active yaw control
AYC function, oversteering
AYC function, understeering
Brake function requested by other systems
DSTC system
EBD function
Other functions
Stability control
Traction control
Function
ABS function
The brake control module (BCM) (1) registers the acceleration and retardation of the wheels while driving. The wheel
sensors (3) (4 sensors - one per wheel) provide information on the wheels' rotational speed to the brake control
module (BCM), which uses the information to calculate vehicle speed. The brake control module (BCM) transmits the
signal on the CAN network to make it accessible to other systems.
During braking, the brake control module (BCM) receives a CAN signal from the engine control module (ECM) and
brake light switch (2) to indicate that braking is occurring. The brake control module (BCM) then goes into standby
mode for ABS control. The signal from the brake light switch is not necessary for ABS control.
If the brake control module (BCM) detects that a wheel is locked, the hydraulic unit (4) and the hydraulic pressure
for that wheel are adapted so as to prevent wheel lock-up.
The pressure in the circuit is thus regulated to maximize braking effect, which is when the wheel rotates with approx.
12-20% slippage against the surface.
The ABS function is not activated until vehicle speed is at least approx. 5 km/h (3.1 mph), which means that the
wheels can lock up at speeds below approx. 7 km/h (4.3 mph). This is of no practical significance to system function
or to the driver.
ABS control can be divided into three different steps:
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1. Open mode (pressure build-up). This is the normal status during braking. The intake valve is open and the
outlet valve is closed. This allows brake pressure from the master cylinder to pass to the wheel.
2. Pressure maintenance phase (pressure holding). When the brake control module (BCM) detects that a wheel is
rotating too slowly, it closes the intake valve. This prevents brake pressure to the wheel from increasing, even
if the driver depresses the brake pedal harder. If the rotational speed of the wheel continues to drop, control
enters the pressure reduction phase.
3. Pressure reduction phase (pressure dump). The intake valve remains closed. The brake control module (BCM)
opens the outlet valve and starts the pump to lead brake fluid away from the wheel, thereby reducing brake
pressure. Once the rotational speed of the wheel has increased sufficiently, the control module closes the outlet
valve, opens the intake valve and control resumes open mode.
Steps 1, 2 and 3 are repeated until braking is completed or ABS control ceases.
ABS control
No braking
The brake system is not actuated if the driver is not braking the vehicle. In other words, the master cylinder is in its
home position and the connection between the brake fluid reservoir and the rest of the hydraulic system is open. The
system is then totally depressurized. In the valve block of the hydraulic unit, the hydraulic valves are in their home
position, that is to say the intake valves are open and the outlet valves are closed.
Braking without the ABS function
When the brake pedal is depressed, pedal force is transferred to the master cylinder's pistons via the brake servo and
the brake light switch is actuated. The primary and secondary piston in the master cylinder then move forward,
closing the openings to the brake fluid reservoir. The hydraulic pressure in the two brake circuits increases, actuating
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the pistons in the brake calliper, which presses the brake lining toward the brake discs.
When the brake pedal is released, the pistons in the master cylinder return to their home position. The connection to
the brake fluid reservoir is opened and the brake system becomes depressurized. The pistons in the brake calliper
return to their home position with the help of the sealing rings.
Braking with the ABS function
When a wheel starts to lock up while braking, the brake control module (BCM) closes the intake valve of the relevant
brake circuit to cut off the supply of brake fluid from the master cylinder. This prevents the hydraulic pressure from
increasing further regardless of the pressure in the master cylinder (pressure holding, see right front wheel -FR). The
hydraulic pump is started at the same time.
If the wheel still tends to lock up, the outlet valve is opened in order to release brake fluid back to the accumultors,
resulting in a reduction in the pressure in the brake circuit (pressure dumping, see left front wheel -FL). This reduces
reduces hydraulic pressure as well as brake force, resulting in wheel acceleration. The hydraulic pump returns brake
fluid from the accumulators to the master cylinder.
Once acceleration is sufficient, the brake control module (BCM) closes the outlet valve and opens the intake valve in
order to increase hydraulic pressure. During the pressure build-up phase, the necessary fluid volume is supplied by
the master cylinder and the pump if the accumulators contain brake fluid. Since the volume of fluid supplied to the
brake circuit is usually greater than the volume released back to the accumulators from the brake circuits, the
accumulators will in principle only compensate for volume tops on the induction side of the pump. The pump returns
the brake fluid from the low pressure accumulators to the master cylinder or the brake circuits depending on the
position of the intake valves.
When the pump is operating, brake pedal position is raised and lowered (pulses). This condition is normal and serves
to warn the driver that ABS control is active.
The hydraulic pump runs for approx. 1 second after the conclusion of ABS control to ensure that the accumulators
have been emptied.
EBD function
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The EBD function is integrated with the ABS system and regulates brake force to the rear wheel brakes. EBD control
regulates the hydraulic pressure in the rear wheel brake circuits so that the rear wheels spin slightly less than the
front wheels during braking. This enables the vehicle to decelerate in an optimal, stable manner.
The brake control module (BCM) regulates brake pressure by controlling the intake and outlet valves in the rear
wheels' brake circuit.
Brake pressure in the rear wheel circuit is regulated differently depending on how much the rear wheels are spinning
in relation to the front wheels. Control strives to keep rear wheel spin 0-2% less than front wheel spin. The function
can thus be said to be load detecting.
In general, the difference in spin between the rear wheels and front wheels during braking is greatly dependent on
the severity of the braking and how heavily the vehicle is loaded. Hard braking/light load can generate more spin;
light braking/large load can generate less spin.
Because EBD control requires less brake fluid than during stability and traction control, the hydraulic pump is not
activated. The volume of fluid returned from the brake circuits is collected by the accumulators.
DSTC system
The DSTC system consists of three components:
Stability control
Traction control
Active yaw control
For information on stability control, see the "Stability control" section. For information on traction control, see the
"Traction control" section. For information on active yaw control, see the "Stability control" section.
Stability control
Stability is controlled by the brake control module (BCM) sending a signal to the engine control module (ECM) to
reduce engine torque if a drive wheel should start to spin and there is a reduction in road grip. Stability control is
operable between 0 km/h (0 mph) and top speed. For traction control, see the "Traction control" section.
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Stability control can be engaged or disengaged manually by turning the function selector on the left steering wheel
stalk until "DSTC/spinncontrol on/off" appears in the driver information module display. The selection is then
confirmed by pressing the "Reset" button. All functions are connected when the ignition is turned on. If the stability
function is disengaged, the other functions will operate normally.
Traction control
General
Components
1 SV valve (separation valve), normally open 5 Intake valve, normally open
2 ESV valve (electronic shuttle valve), normally closed 6 Pressure equalizer
3 Hydraulic pump 7 Bypass valve
4 Outlet valve, normally closed 8 Check valve
Traction control is integrated in the brake system.
The system is primarily intended as a starting-off aid on slippery surfaces for speeds up to approx. 60 km/h (37.3
mph). The function of traction control is extremely limited at speeds over 60 km/h (37.3 mph).
If the brake control module (BCM) receives information from the front wheel sensors indicating that one of the drive
wheels is spinning faster than the other, the SV valve (1) is closed. The hydraulic pump (3) is started to pump brake
fluid out of the spinning wheel's brake calliper. This builds up pressure in the brake circuit and the brake is applied to
the exact degree needed to distribute the driving force between the drive wheels so that the drive wheel with the
best grip receives the largest amount of driving force. Control works regardless of engine output.
On vehicles with traction control, the brake control module (BCM) continually registers how much the brakes are
used, enabling the module to calculate the temperature of the front wheel brake discs. If the calculated temperature
becomes too high (approx. 450 C/842 F) while the traction control function is engaged, the traction control function
is blocked. The spin warning lamp illuminates and a text appears in the driver information module display. A
diagnostic trouble code is generated in the brake control module (BCM). Traction control is blocked to prevent the
brakes from overheating. The lamp goes out when the calculated temperature is below approx. 300 C (572 F) and
traction control is once again enabled. The ABS function, however, is operable the entire time. Information on
calculated brake disc temperature is found in the brake control module (BCM) provided its 30-feed is connected. Note
that high brake temperature can also be caused by hard use of the brake system.
No traction control
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If no drive wheel is spinning, the brake system is not actuated. In other words, the master cylinder is in its home
position and the connection between the brake fluid reservoir and the rest of the hydraulic system is open. The
system is then totally depressurized. In the valve block of the hydraulic unit, the hydraulic valves are in their home
position, the intake valves and SV valves are open; the outlet valves and ESV valves are closed.
Traction control when one or more drive wheels is spinning
If one or more drive wheels tends to spin once the vehicle has been started and driven off, the brake control module
(BCM) registers this and compares the signals from the wheel sensors with a calculated reference speed. The control
module then closes one or both SV valves and starts the hydraulic pump. The SV valve then blocks the connection
between the pump's pressure side and the master cylinder's primary/secondary circuit. The intake valve of the
spinning wheel is closed so that the wheel is not braked. The hydraulic pump draws brake fluid from the brake fluid
reservoir via the ESV valve and increases pressure until the bypass valve opens. The hydraulic pressure then reaches
the spinning wheel and decelerates it so that the driving force is distributed between the drive wheels so that the
drive wheel with the best grip receives the largest amount of driving force.
Since the pump usually delivers more flow than required for traction control, excess brake fluid will be directed to the
master cylinder via the bypass valve or will be suctioned up directly by the pump.
Once the spinning wheel has been decelerated to a condition with normal spin, the intake valve is closed. Depending
on the wheel's acceleration, the outlet valve will open (brake fluid flows back to the induction side of the pump) so
that there is a drop in pressure in the brake circuit or the outlet valve remains closed to maintain pressure (pressure
hold). Pressure can once again be increased in the brake circuit by closing the outlet valve and opening the intake
valve.
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This control keeps the wheel in a condition of optimal spin until one of the following occurs:
the spin tends to cease as a result of increased friction with the surface
control is terminated by the brake control module (BCM) to prevent brake overheating
the vehicle is braked
the vehicle reaches a speed at which traction control ceases.
The SV valve is activated throughout the entire traction control process.
Activating the brakes, which the brake control module (BCM) registers via a signal from the brake light switch,
terminates traction control and causes the SV valve to open. The ESV valve is closed so that the pump cannot suck
brake fluid from the master cylinder. The hydraulic unit now works as a normal ABS hydraulic modulator.
The traction control function is only operable if there is a difference in speed between the drive wheels. This
difference varies with vehicle speed. When vehicle speed is 0 km/h (0 mph), there must be an 8 km/h (5 mph)
difference between the drive wheels for traction control to engage. A difference of 18 km/h (11.2 mph) is required at
a vehicle speed of 20 km/h (12.4 mph) and a 25 km/h (15.5 mph) difference is required at 40 km/h (25 mph). At
high speeds, too a great difference is required between the drive wheels. Thus, use of traction control is not possible
at speeds above 60 km/h (37.3 mph).
Active yaw control
The brake control module (BCM) with DSTC system continually uses information from various system sensors to
calculate the position of the steering wheel and the vehicle. The brake control module (BCM) calculates the driving
style of the driver by measuring:
steering angle
steering angle speed
engine torque
the vehicle speed
brake pressure.
The brake control module (BCM) also calculates vehicle behavior by monitoring the vehicle's:
yaw angle speed
lateral acceleration
forward acceleration.
The brake control module (BCM) receives information on current steering angle from the steering wheel angle sensor
module (SAS).
When the differences between the driver's intended direction of travel and the vehicle's behavior exceed a threshold,
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active yaw control (AYC) regulates engine torque (stability function) in order to maintain the vehicle's lateral stability
during most driving conditions. The AYC function also activates the individual brake control to regulate the SV and
ESV valves of the hydraulic unit as well as the intake and outlet valves. These correct the vehicle in the event of a
skid.
For information on steering angle and steering angle speed, see Design and Function, Steering Wheel Angle Sensor
Module (SAS).
Components
1 SV valve (separation valve), normally open 5 Intake valve, normally open
2 ESV valve (electronic shuttle valve), normally closed 6 Pressure equalizer
3 Hydraulic pump 7 Bypass valve
4 Outlet valve, normally closed 8 Check valve
During AYC, in other words when the vehicle is skidding, the hydraulic pump starts to build up brake pressure
regardless of whether the driver is activating the brake pedal. The brake control module (BCM) then activates the
valves in the hydraulic unit and checks individual wheel brake force. This is done by increasing, maintaining or
lowering brake pressure individually to stabilize the vehicle. If the driver depresses the brake pedal during stability
control, the control module will use the brake pressure sensor integrated in the hydraulic unit to incorporate the
driver's brake actuation into stability control.
If the driver depresses the brake pedal during stability control, the brake control module (BCM) will use the brake
pressure sensor integrated in the hydraulic unit to incorporate the driver's brake actuation into stability control.
The calculations performed by the control module include the driver's desired brake pressure and functions for:
Active yaw control (AYC)
ABS
EBD
Stability control
AYC function, oversteering
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Oversteering, which is when the vehicle turns to a greater degree than the steering wheel has been turned, is an
extremely dangerous situation that is hard for the average driver to control. If not remedied, oversteering can cause
the vehicle to start spinning out of control.
In the example above, the vehicle makes a right-hand turn and oversteers. To counteract the oversteering, the DSTC
system closed the SV valve (separation valve), opened the ESV valve (electronic shuttle valve) and started the
pump. Intake valve (C1) remains open while the other intake valves are closed. As a result, the brakes are applied to
the left front and rear wheels. In the event of oversteering, the brake control module (BCM) sends a request for
torque reduction to the engine control module (ECM) via the CAN network.
AYC function, understeering
Understeering is when the vehicle has the tendency to try to continue straight ahead even though the steering wheel
has been turned. In the event of understeering, the brake control module (BCBM) sends a request for torque
reduction to the engine control module (ECM) via the CAN network.
In the example above, the steering wheel was turned to the right, but the vehicle tends to continue straight ahead.
The SV valve (separation valve) closes, the ESV valve (electronic shuttle valve) opens and the pump starts. The
DSTC system applies the brakes to the right rear wheel by leaving intake valve C2 open and closing the other intake
valves (C1, C3 and C4).
Other functions
The Mark 60E brake system also includes a number of functions to assist the driver in various braking situations.
Brake assistance
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Emergency brake assistance (EBA) is a function that helps the driver obtain maximum braking effect in an
emergency situation. The brake control module (BCM) monitors the pressure in the brake servo with the help of a
pressure sensor in the hydraulic unit. Quick movement of the brake pedal (emergency braking) generates a rapaid
change of pressure in the brake servo. When the control module registers the pressure change, the brake system
activates the hydraulic pump. The hydraulic pump increases brake pressure in the brake system to obtain optimum
braking effect (more powerful than during normal braking). Full braking effect is maintained as long as the driver
maintains or increases pressure on the brake pedal. The function ceases immediately if the driver releases the brake
pedal. The function is active from approx. 10 km/h (6 mph) to top speed. The function cannot be disengaged.
Brake function requested by other systems
In the Mark 60E brake system, other vehicle control systems can send a request for the brake system to perform
certain brake functions.
The forward sensing module (FSM) regulates a system that uses a forward-aimed radar to detect whether there
are any objects within a predefined area in front of the vehicle. If an object is registered, a request is sent to the
brake control module (BCM) for automatic braking.
The system comprises two subfunctions: adaptive cruise control (ACC) plus collision warning and collision mitigation
by braking.
Adaptive cruise control is a function that operates when cruise control is active. It helps the driver check and
maintain the distance to the vehicle directly in front. If the radar of the forward sensing module (FSM) detects
an object nearing a predefined area at the front of the vehicle, the control module sends a request to the brake
control module (BCM) to gently decelerate the vehicle. The function is enabled and disabled via the control for
cruise control.
Collision warning and collision mitigation by braking is a function that helps the driver obtain maximum
braking effect when there is a risk of collision. If the radar of the forward sensing module (FSM) detects that an
object in front of the vehicle is within a predefined area, the control module sends a request to the brake
control module (BCM) to increase preparedness. The brake control module (BCM) increases brake pressure as a
means of preparing to help the driver brake. If collision is unavoidable, the brake control module (BCM)
automatically helps the driver obtain maximum brake effect.
The adaptive cruise control and the collision warning and collision mitigation by braking functions are not triggered if
there is a fault in the brake control module (BCM) or if the central electronic module (CEM) indicates that there is a
fault in one of these functions via the CAN network.
For a more detailed description of the systems, see Design and Function, Forward Sensing Module (FSM).
The park brake module (PBM) regulates the electrically operated parking brake. If the driver activates the parking
brake while driving, a request is sent to the brake control module (BCM) to decelerate the vehicle with the help of the
brake funciton. The brake function remains active as long as the button is depressed, but is disabled at speeds below
5 km/h (3.1 mph) as the electrically operated parking brake function then takes over. The driver can activate or
deactivate the parking brake by pressing the button or by pressing the accelerator pedal.
For a more detailed description of the system, see Design and Function, Park Brake Module (PBM).
13/8/2014 PRINT
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