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Getting Power to the Pavement
Published in Patrick Hossay, Automotive Innovation, 2019
Electronic stability control (ESC) offers an improvement on this technology. Essentially an extension of antilock braking (ABS), ESC monitors the vehicle’s motion and slip and applies individual wheel braking to correct slip and maintain a hold on the road. Basically, asymmetric braking creates a rotational moment around the car’s vertical axis, called a yaw moment, and can correct unwanted turning due to slip.
Carrots, Sticks and Sermons: State Policy Tools for Influencing Adoption and Acceptance of New Vehicle Safety Systems
Published in Michael A. Regan, Tim Horberry, Alan Stevens, Driver Acceptance of New Technology, 2018
Matts-Åke Belin, Evert Vedung, Khayesi Meleckidzedeck, Claes Tingvall
Examples of horizontal packaging could be when the government simultaneously procures and provides information about the positive effects of electronic stability control systems. Finally, an example of chronological packaging could be when the government increases the market share of vehicles equipped with electronic stability control systems by providing information about their performance and, then at a later point in time, after the market share has increased voluntarily, regulate the technology. (The EU has proposed to make ESC compulsory for new cars from 2014 onward.)
Electromechanical Loops for High-Performance and Robust Gyroscope System Design
Published in Vikas Choudhary, Krzysztof Iniewski, MEMS, 2017
Vikas Choudhary, Abhinav Dikshit, Anjan Kumar, Deva Phanindra Kumar, Saravanan Kamatchi, Nemai Biswas
Electronic stability control (ESC) is one of the active safety systems deployed in modern cars. When ESC detects loss of steering, it automatically applies the brakes to steer the vehicle where the driver intends to go. Braking is automatically applied depending upon oversteer or understeer as shown in the Figure 9.19.
Evaluation of the effectiveness of vehicle roll stability control (RSC) for high center of gravity light passenger vehicles in Australasia
Published in Traffic Injury Prevention, 2021
Michael D. Keall, Stuart Newstead
ESC is designed primarily to prevent unintended vehicle oversteer and understeer events. When a discrepancy between actual and intended steering behavior of a vehicle is detected, the vehicle applies braking force to individual wheels, using the anti-lock brake hardware, and potentially depowers the engine, using traction control hardware, to correct the discrepancy. However, there are still a range of crash scenarios that are not prevented by ESC. A recent study by SAE showed that vehicle rollover in high center of mass vehicles fitted with ESC still occurred when vehicle speeds were too fast (Riexinger et al. 2019). Vehicle roll stability control adds an additional gyroscopic sensor to the ESC hardware to detect when a vehicle has reached a critical roll angle based on its center of gravity and travel speed. When a critical roll angle is detected, the system reacts to reduce vehicle speed and invokes the ESC system components as necessary. A number of technical papers point to the need to include additional hardware and develop specific algorithms to prevent vehicle rollover as part of a roll stability control system that operates above the functionality of ESC (for example, Li et al. 2019).
Real-time lateral stability and steering characteristic control using non-linear model predictive control
Published in Vehicle System Dynamics, 2023
Wian Botes, Theunis R. Botha, P. Schalk Els
Advanced Driver Assist System (ADAS) have become common and popular solutions to improve vehicle instabilities and occupancy safety. Electronic Stability Control (ESC) is such a form of ADAS. ESC first featured on commercial vehicles in 1995. The European Commission [2] passed a regulation that enforced the mandatory fitment of ESC on all new vehicles as of November 2014. With pressure from regulatory bodies to improve the standard safety equipment in passenger vehicles, the performance testing of existing safety features and the development of new safety features are critical contributions that can be made to improve vehicle and occupant safety. An impact analysis performed on the effectiveness of ESC published by the National Highway Traffic Safety Administration [3], showed that ESC reduces fatal single-vehicle crashes by 35% for passenger vehicles and 67% for Light Trucks and Vans (LTV). LTVs or Sport Utility Vehicles (SUVs) have significantly higher centres of gravity (CG) compared to standard passenger vehicles. ESC is not only effective in preventing single-vehicle crashes but reduces fatal rollovers by 69% for passenger vehicles and 88% for SUVs. A study published by the European Commission [4] summarises the effectiveness of different ADAS strategies. In this summary, different studies conducted in different countries around the world showed a significant reduction in fatal and non-fatal crash statistics for vehicles equipped with ESC when compared to vehicles without ESC. A 32% reduction in crashes are observed for wet driving conditions and a 38% reduction in crashes were observed for snowy conditions. Although these technologies show a significant improvement in instability mitigation, a large margin for improvement remains.
Preventing motor vehicle crash injuries and deaths: science vs. folklore lessons from history
Published in International Journal of Injury Control and Safety Promotion, 2020
ESC is an extension of ABS technology that automatically helps drivers maintains control of their vehicles on curves and slippery roads by selectively braking individual wheels so that the vehicle goes where the driver is steering. This technology has been on all new cars in the US since 2012 and is one of the most effective technologies yet developed for preventing serious crashes. In a study of all fatal crashes in the US during the 10 years from 1999 to 2008, ESC was found to have reduced fatal crash involvement risk by 20% for multiple-vehicle crashes, 49% for single-vehicle crashes, and 73% for single-vehicle fatal rollover crashes (Farmer, 2010).