ACKNOWLEDGEMENT

I express my heartfelt gratitude to the Almighty God for his blessings in our
study and for the successful completion of this Seminar Report.
I also acknowledge our deep gratitude to our respected Principal Mr. VIVEK
P. JOHN, for rendering necessary facilities for carrying out this Seminar
Report in the college. I would like to express our sincere and heartfelt
gratitude to Mr. BINU JOSEPH, Head of Department, Mechanical
Engineering, for his guidance and supervision in the preparation of this
Seminar.
I wish to acknowledge our deep and heartfelt thanks to Mr. SUBIN BABU P,
Lecturer in Mechanical Engineering Department and all other faculties of
the Mechanical Engineering Department for their help and guidance in
completing this Seminar Report.
I also wish to express our sincere and heartfelt thanks to the laboratory
staff of the Mechanical Engineering Department for their help and support
in the preparation of this seminar. And finally, we express our heartfelt
thanks to all those who have given valuable information for the completion
of this Seminar Report.
 ABSTRACT
Sensotronic brake control (SBC) is an electrohydraulic brake system
that combines the functions of a brake system that combines the functions
of a brake servo unit and the ABS (antilock braking system) equipment
including ESP (electronic stability program). The mechanical operation of the
brake pedal is redundantly measured by the actuator unit and transmitted
to the control unit. There, control commands are calculated according to
specific algorithms and passed to the hydraulic modulator where they are
converted into pressure modulating operations for the brakes. If the
electronics fail, a hydraulic fallback system is automatically available.
 CONTENTS

Chapter No Name Page No

1 INTRODUCTION 1

2 LITERATURE REVIEW 3

3 SBC – THE BRAKES OF THE FUTURE 4

3.1 BRAKE PEDAL 5

3.2 CONTROL UNIT 6

3.3 SBC COMPONENTS 7

4 PRESSURE SENSOR 11

5 WORKING OF SBC 18

6 FEATURES OF SBC 20

6.1 EMERGENCY BRAKING 20

6.2 DRIVING STABILITY 21

6.3 BRAKING IN CORNERS 22

6.4 COMFORT 23

6.5 SBC ADD-ON FUNCTIONS 23

6.6 SENSORS AND ELECTRONIC UNIT 25

Chapter No Name Page No

6.7 ADVANTAGES OF SBC 26

6.8 LIMITATIONS 27

7 CONCLUSIONS 28

8 REFERENCES 29
 LIST OF FIGURES

Figure No Name Page No

3.1 Sensotronic Brake Control 7

3.2 Brake Operating Unit 8

3.3 Pedal Valve Sensor 8

3.4 Steering Angle Sensor 9

3.5 Wheel Speed Sensor 10

3.6 Traction System Hydraulic Unit 10

4.1 Sensor Chip Profile 12

4.2 Self-Test and Recalibration Flow Diagram 14

4.3 Example of Possible Calibration procedure 15

4.4 SEM Picture Of the Chip Structure and X-Ray Picture 16

5.1 Schematic Diagram for Working of SBC System 19

6.1 Comparison Between Stopping by SBC and Conventional 20

Braking System

6.2 Copyright Daimlerchrysler AG 21

6.3 Braking in A Curve. Left: Conventional. Right: With SBC 22

6.4 Drive-Away Assist 24

6.5 Role of Electronics in Braking 25

 Chapter 1

INTRODUCTION

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. 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. What makes the system even more
sophisticated is the fact that SBC calculates the brake force separately for each wheel.

1.1 HISTORY OF SBC

In 1999 Mercedes-Benz 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.
 CHAPTER 2
LITERATURE REVIEW

Sensotronic Brake Control is an innovative electronically controlled brake system

that is faster and more precise than the conventional braking system. SBC is the name given
to an innovative electronically controlled brake system which will fit to future passenger
car models. With
Sensotronic Brake Control electric signals 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.

He expresses his need of mechatronics in the field of automobile industry.

Sensotronic brake control system helps in efficient braking and it is having dynamic
braking management. The features offered like emergency braking, driving stability, soft
stopping, etc. ease the driving efforts and the braking efficient. The fact cannot be neglected
that the additional advantages of Sensotronic braking system provide high and advanced
quality, stability as well as longevity. Combination of manage ride and handling with
driving safety provided by the braking system in a sustainable and calculable way
differentiates it with other braking system in a affirmative way. This technology by
Mercedes and Bosch has taken braking to a new level, which is very essential.

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.
 CHAPTER 3

SBC - THE BRAKES OF THE FUTURE

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
electronically controlled 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 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.

3.1 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.

3.2 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. What
makes the system even more sophisticated is the fact that SBC calculates the brake force
separately for each wheel.

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.
 FIG 3.1 Sensotronic Brake Control

3.3 SBC COMPONENTS

3.3.1 Brake Operating Unit
The brake operating unit or BOU is what most would call a “master cylinder”. The
BOU contain a pedal sensor so the control unit is knowing how fast and how far the brake
pedal is being depressed. It also has a brake pressure simulator that incorporates a couple
of springs and a floating piston so that the brake pedal feels like a normal master cylinder
to the driver. The simulator is needed since there is no direct hydraulic contact between the
brake pedal and the brake clippers under normal operation.
 Fig 3. 2 Brake Operating Unit

3.3.2 Pedal Valve Sensor

• Contains two hall effect sensors

• Converts pedal travel valve to an electrical signal
• Provide input to SBC control module

Fig 3.3 Pedal Valve Sensor

3.3.3 Steering-Angle Sensor

The steering-angle sensor is fixed onto the steering shaft, where the hub gear wheel
of the sensor transmits the rotary movement of the shaft to two measuring gear wheels. In
each measuring gear wheel, a magnet is mounted, whose field changes its direction in
accordance with the rotational movement. Below each magnet, a GMR sensor element is
located to detect the angle position of the magnet above. The analog values of the GMR
elements are converted into digital information directly on the circuit, which is then sent to
the microprocessor via serial interface. The measuring gears have different numbers of
teeth and therefore change their turning position at different speeds. By means of
mathematic functions, it is possible to determine the absolute steering-wheel angle from
the position of the measuring gears. In addition, this function enables error correction and
a plausibility test of individual signals. This measuring principle enables the measurement
of the complete angle range of several steering wheel turns without the use of a rotation
counter.

Fig 3.4 Steering-Angle Sensor

3.3.4 Wheel Speed Sensor

In order to improve to a greater extent, the electronic assistance systems like

antilock braking system (ABS) provides information about the wheel speed with
electronic stability program (ESP) providing the data from its steering angle, turning rate
and transverse acceleration sensors to SBC computer in the form of sensor signals.
 Fig 3.5 Wheel speed sensor

3.3.5 Traction System Hydraulic Unit

The complex calculations made in order to calculate the current driving range leads
to perfect driving stability and optimum deceleration. Further briefing about the system
comes the high-pressure reservoir which contains brake fluid that enters the system at
pressure from 140 to 172 bar.

Fig 3.6 Traction system hydraulic unit

 CHAPTER 4

PRESSURE SENSOR

4.1 THE CONCEPT FOR THE PRESSURE SENSOR

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 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 drastic 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 Sensor chip profile

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

structure (a centre boss membrane) as shown in fig. 7. 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. 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 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, then 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.

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. 4.2.

Fig 4.2 Self-test and recalibration flow diagram

Furthermore, network capabilities can be introduced and thereby user tailored functions
can be programmed resulting in an enhanced sensor flexibility. 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.
Let’s 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 add up to
the calculations, on the other hand though the sensor response could be better described by
polynomials 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 (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 4.3 Example of possible calibration procedure

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 designs

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 piezo resistors (the transducing elements)
have to see always increasing stresses with the rising of the pressure. Therefore, the choice on
the pie 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. etching. The results of the dry
etching process can be seen in fig 4.4.
 Fig 4.4 SEM picture of the chip structure and X-ray picture

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 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.
 CHAPTER 5: WORKING OF SBC

Mechatronics has played a very crucial role in bringing together two contrasting fields
which in many cases were thought to be irreconcilable, namely mechanics and electronics.
Working through the technical side though the results seem to be easy achieved, actual
mechanism is far more complicated than rest of the braking system with a due consideration
as a future demand and needs. For most the vehicles when driver hit the brake pedal, the
movement of the foot moves a piston rod which is linked to brake booster and master brake
cylinder. Depending on the pedal force, the master brake cylinder builds appropriate amount
of brake pressure in the brake lines which then presses the brake pads against the brake discs
via wheel cylinders. Considering the fact that brake boosters will not be needed in the future,
SBC displaces the uses of brake booster with a sensor that gauges the pressure inside the master
cylinder. Sensors additionally also contribute in measuring the speed with which brake pedal
is operated and pass this data to the SBC computer in the form of electrical pulses. Braking
operation being the most crucial operation in a car, during braking the entire actuation unit is
completely disconnected from the rest of the system and serves the sole purpose of recording
any brake command.
The bonnet is the central control unit known as the centrepiece of the electrohydraulic
brake which mainly consists of-microcomputer, software, sensors, valves and electric pumps
with all together lead to a high dynamic brake management. In order to improve this data to a
greater extent the electronic assistance systems like antilock braking system (ABS) provides
information about the wheel speed with electronic stability program (ESP) providing the data
from its steering angle, turning rate and transverse acceleration sensors to SBC computer in
the form of sensor signals. The complex calculations made in order to calculate the current
driving range leads to perfect driving stability and optimum deceleration. Further briefing
about the system comes the high-pressure reservoir which contains brake fluid that enters the
system at pressure from 140 to 172 bar. The SBC computer controls the electric pump which
is connected to the reservoir and results in a shorter response time than conventional braking
system. Another important component of this braking system is the hydraulic unit which
comprises of four pressure modulators which control the brake pressure for each tire separately
as a result slowing them down as monitored by each pressure sensor.
The main performance characteristic of SBC includes extremely high dynamics during
pressure build up and exact monitoring of driver and vehicle behaviour using sophisticated
sensors. Brake force control plays a very important role while deciding the braking principle.
Keeping this in mind Mercedes has programmed the system in such a way that when slowing
down from a high speed the larger part of the brake force continues to act in front axle which
prevents hazardous over braking of rear axle. At low speeds or during partial braking the
system automatically increases the brake force share at the rear axle to improve brake system
response.

Fig 5.1 Schematic Diagram for Working of SBC System

 CHAPTER 6
FEATURES OF SBC

6.1 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.

Fig 6.1 Comparison between Stopping by SBC and Conventional Braking System
6.2 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 6.2 Copyright DaimlerChrysler AG

6.3 Braking in corners

Fig 6.3 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 over
braking of the rear axle. Again, SBC is capable of adapting to the prevailing situation. At low
speeds or during partial braking, the system automatically increases the brake force share at
the rear axle to improve brake system response and achieve even wear and tear of the brake
pads.

6.4 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.

6.5 SBC add-on functions

Sensotronic Brake Control offers additional advantages in everyday driving situations –

when slowing down ahead of traffic lights, in the wet, in traffic jams or hill starts.

6.5.1 SBC Soft-Stop

The so-called Soft-Stop function of the SBC software ensures particularly gentle and
smooth stopping which provides significant comfort benefits particularly around town when
you need to slow down frequently for traffic lights. All this is made possible by the higher-
precision pressure control due to mechatronics. On a wet road surface, the system metes out
short brake impulses at regular intervals to ensure that the water film on the brake discs dries
off and that SBC can always operate with optimum effectiveness.
6.5.2 dry-braking

This automatic dry-braking function is activated at regular intervals when the car’s
windscreen wipers are running. The driver does not even notice these ultra-precise brake
impulses.

6.5.3 Traffic Jam Assist

Traffic Assist: SBC also consists of one of the so-called Traffic Assist functions. This
particularly helps while driving in the town. At a traffic signal, the driver needs to constantly
shift between brake and acceleration pedal. Due to Traffic Assist, the driver only needs to
operate the accelerator pedal. As soon as the driver removes his foot from the accelerator pedal,
SBC slows down the vehicle at a steady rate of deceleration until it standstill. This function is
operational up to 60 Km/h or 37 MPH and it is automatically cut-off at higher speeds.

6.5.4 Drive-Away Assist

On hills or steep drives, the Sensotronic Brake Control Drive-Away Assist prevents the
car from rolling backwards or forwards – stepping onto the brake pedal quickly but sharply is
all it takes to activate the brake. If the driver accelerates, the Drive-Away Assist releases the
brake and allows the car to drive off smoothly.

Fig 6.4 Drive-Away Assist

6.5.5 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 long-term
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.

6.6 Sensors and Electronic Unit

Field of mechatronics has created a promising opportunity 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.

Fig 6.5 Role of Electronics in Braking

For such vehicle guidance, the experts need a computer-controlled brake system which
automatically acts on the instructions of an electronic autopilot and can stops the car safely. In
order to replace the mechanical components with a view to enhance the functioning of the
braking system, the detailed and precise deigning of high-performance microcomputers and
electronically controlled actuators plays a very important role. the Design features of a modern
sensor that include multi functionality, flexibility and reliability for any wire application. With
a view 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. Digital electronics is considered out of price for pressure sensors but still till
today they can be used to implement monitoring and correction strategies in the sensor. The
Activities are carried out for the failure analysis at a design level. The most common evaluation
method of these errors is by self- test which correct them without outside intervention. Sensor
design requires a good deal of experience and simulation techniques. The transducer chip
design is mainly carried out by A European Aerospace Defence (EAD) and the Space Company.
For the chip design one of the main difficulties faced were the correspondence between
transducer response and applied pressure. Latest tests have shown the results that proper
positioning of the piezo-resistive elements on the chip membrane with a 90- degree profile has
been reducing the previously described risk by the significantly showing the stress distribution
changes after the mechanical contact. Thus, it will not be wrong to conclude that the design of
electronic should be maintained at a low level of complexity in order to avoid unnecessary over
dimensioning of the components that would further increase the costs. Instead of a volatile
memory for storing the calibration parameters and non-volatile one for programming of self-
tests should be planned while designing.

6.7 Advantages of SBC

Thus, with all the add-ons and features offered by SBC, it becomes easy to enumerate
the advantages that SBC gives over the conventional braking system.
1. Improving metering of necessary brake pressure, and each wheel can be precisely
controlled.
2. Reduction in stopping distance in particular during an emergency stop.
 3. Increase in active vehicle dynamics safety as the vehicle dynamics control system ABS
and ESP can be used in an optimized manner.
4. Leads to more timely and more comfortable stabilization of the vehicle during ESP
control.
5. Take care of even wear on the brake linings and better response characteristics of the
brake due to optimal brake force distribution between the front and rear axle.
6. Use of the brake force reserve at the rear axle due to growing the brake force share in
the partial braking range and when braking from a low speed.
7. Consequences in more stable braking performance with optimal deceleration values
when cornering as a result of the braking forces being shifted to the outer wheels.
8. No reaction (vibration) on the brake pedal during ABS control intervention functions.

6.8 Limitations
1. The Maintenance is high
2. Electronics parts are costly to replace
3. Some people don’t like the noise of SBC
4. Poor implementation and poor design ultimately leading to its downfall
5. Mercedes decides to stop the technology due to its costly maintenance.
 CHAPTER 7
CONCLUSIONS

• With reference to the advantages and dis-advantages it is concluded that the SBC system
may take the place of a conventional brake system in the future.
• Sensotronic Braking Technology is system comprising of mechanics and electronics which
provides its benefits to a greater extent over the conventional braking system.
• Sensotronic braking system provide uncompromising quality, stability and longevity.
• One of the most important dis-advantage that is its higher cost due to the electronic
components will get reduced after the adaptation of this system by all automobile
companies. Also, the maintenance of the electronic component will be easy when we shall
get familiar with this system.
• 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.
• The sensors, software, electric pumps, SBC microcomputer together allows a highly
dynamic brake system.
 CHAPTER 8
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Vieweg, Wiesbaden, (2015). 412-415.
5. Mahajan Vrishabh, More Kulbhushan, Kakad Mahesh, ICETEMR-16 March (2016)”.
(424-429).
6. Mohammad Zeeshan, Abhishek B. Lakade " Sensotronic Braking System." IJFEAT
(2016). 132-136.
7. Shah, Hemanshu P. "Sensotronic brake control and brake wear sensor." (2018).
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