The ESP electronic stability system is no longer a high-end active safety device, and more and more models have already listed it as a standard configuration. The effect of the ESP electronic stability system is obvious. It monitors the vehicle's driving state, the driver's driving state and behavior in real time through the sensor. After the analysis and processing, the four wheel speeds are separately controlled to stabilize the vehicle. However, it is precisely because of the automatic intervention of the ESP electronic stability program that the driving posture is moderate and the driving pleasure is affected.

Those who have driven the ESP electronic stability system should have a lack of passion in the corners. In fact, it is the obsessive ESP that constantly and accurately brakes the wheels to eliminate the sense of control that people expect. BMW, which is sporty as a selling point, will not be bound by ESP. The DSC active stability control system developed by BMW can add a lot of vitality to some dull ESP electronic stability systems.

In normal mode, the BMW DSC active stability control system is the same as most ESP electronic stability systems, but when the owner activates the DTC mode via the DTC button on the center console, the vehicle's performance will be very different. The function of the DTC is an auxiliary system that increases or decreases the speed of the rear wheels. Since the BMW models are rear-wheel drive, after the activation of the DTC, the response limit of the DSC active stability control system will be extended, and the rear-wheel drive force of the vehicle will also increase, which will easily appear when the snake bends. The dynamic performance of the tail, so with the help of DTC, the owner can enjoy the sports driving experience under the security protection of DSC.

Activating DTC does not mean that the BMW DSC Dynamic Stability Control System has a special function: the CBC corner brake control system. It is capable of minor braking in corners and asymmetrical braking force control to eliminate the tendency of the rear drive to oversteer. Therefore, when driving the BMW tail, you will find it very handy. In fact, this is not the driving technique, but the advanced DSC dynamic stability control system helps in the dark.

In addition, the BMW DSC Active Stability Control System integrates several other auxiliary functions. For example, the two-stage brake shoe friction plate wear indicator, which can automatically calculate the remaining mileage of the brake lining, can accurately determine the time required to replace the brake lining; the brake drying function, which uses the rainfall detector to determine the rainfall, making The dynamic friction plate and the brake disc automatically contact each other during the driving process, and use the heat generated during braking to evaporate the water film adsorbed on the brake disc; the ramp start assist function is somewhat similar to the ESP electronic stability program. With the AutoHold function, it can remain in place while the ramp is released, and does not slide backwards to ensure a comfortable and smooth start. With this feature provided by DSC, even a manual transmission model can easily achieve a ramp start without the use of a handbrake.

The performance is similar to that of Bosch's ESP (Electronic Stability System), which provides good handling when the car is moving at high speed, preventing the vehicle from tailing or drifting, thus achieving precise handling. It is a kind of electronic active safety protection system. Since the ESP name has been registered by the German Bosch company. Therefore, electronic stability systems developed by other companies can only use other names. Such as DSC.

Analysis of the causes of automobile instability

Because the driving conditions of the car are very complicated, such as the change of the friction coefficient of the road surface, the braking drive of the car, the side wind interference of the car, etc., may cause the car to be unstable.

The steering motion of the car is caused by the corners on the steering wheel, which causes the front wheels to produce side yaw and lateral forces, causing the yaw motion of the car; the yaw motion of the car causes the rear wheels to also produce side yaw angles, thereby generating lateral forces. The lateral forces of the front and rear wheels provide the centripetal force of the car's steering. When the vehicle is running stably, for example, when the lateral acceleration of the steering under the high adhesion road surface is small, the tire side angle is small, which is approximately linear with the tire lateral force, and the tire characteristics are in the linear region. In this case, the car's centroid side angle is also small, close to zero, and travels as expected. When the car is unstable, for example, when making an emergency turn, the centrifugal force becomes larger, the tire is in a non-linear region, the side yaw angle and the lateral force generated by the tire are no longer linear, the lateral force is gradually saturated, and the road surface cannot be provided. Sufficient lateral force, no longer driving as expected, losing control. When the lateral force of the current shaft is saturated, the vehicle has insufficient steering characteristics, the front axle slips, the vehicle drifts, the actual turning radius of the vehicle is larger than the driver expected, and the vehicle deviates from the expected trajectory; when the rear axle is horizontally saturated At the time, the car has an oversteering characteristic, and the rear axle is slipped, resulting in dangerous conditions such as abrupt rotation, rollover, unresponsiveness, and tail.

In the current vehicle stability control system, these two parameters are usually selected as the control object. One as the main control variable and one as the auxiliary variable. For example, the ESP system of BOSCH has the yaw rate as the main control target, and the VSC of TOYOTA uses the centroid side angle as the main control target.

Control system structure

Each sensor estimates the slip ratio, vertical load, friction coefficient, centroid side declination and longitudinal velocity of each wheel. The nominal value of the vehicle is calculated by signal processing. The ECU controller analyzes the difference and calculates the yaw to be applied. Torque increments to determine the wheel being controlled, the secondary circuit braking the designated wheel through the anti-lock brake (ABS) subsystem and the anti-drive slip (ASR) subsystem and the anti-roll drag torque control (MSR) subsystem Adjust the engine output torque to control the braking force and driving force to meet the control of the main circuit and achieve the stability of the vehicle.

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