SENSORS FOR CHASSIS

What is Chassis Sensors?

Chassis height sensors measure the position of the control arms relative to the
frame or body of the vehicle. This information is used in systems such as headlight levelling
and real-time dampening.
Chassis Control Unit:
Yaw Rate Sensor:
A yaw-rate sensor is a gyroscopic device that measures a vehicle's yaw rate, its angular
velocity around its vertical axis. The angle between the vehicle's heading and velocity is called
its slip angle, which is related to the yaw rate.
PARK ASSIST:
Control System:
BRAKING CONTROL (ABS) & TRACTION CONTROL SYSTEM:
The major difference between an ABS and a Traction Control system is
that while ABS stops the wheel from spinning while braking, Traction Control stops the
wheel from spinning while the vehicle is accelerating. A Traction Control System is also
known as an Anti-Slip Regulation (ASR).
Wheel Speed Sensors:

Wheel Speed Sensors measure the road-wheel speed and direction of rotation. These
sensors provide input to a number of different automotive systems including the antilock
brake system and electronic stability control. Wheel speed sensors typically include a toothed
(or optically encoded) shaft and a magnetic (or optical) sensor. The sensor counts the rate at
which the teeth or marks pass by. Wheel speed sensors may monitor the crankshaft or
driveshaft rotation in vehicles that do not need to know the rate at which individual wheels
are turning. Otherwise, they monitor the rotation of the axle driving each wheel.
There are two types of magnetic sensors: variable reluctance and Hall effect. Both types
detect the teeth of a steel gear as it rotates beneath the sensor. Variable reluctance sensors
detect the change in the inductance of a wire coil as a steel tooth comes into close proximity.
Hall effect sensors measure the change in the resistance of a semi-conducting slab due to the
strength of an applied magnetic field.

Anti-lock Brake (ABS) Sensors:

The anti-lock braking system uses an ABS or wheel sensor to monitor the wheel
speed and send this information to the ABS computer. The ABS computer uses this
information to prevent the brakes from locking during a stop.
ABS SENSORS: BASIC PRINCIPLES
Importance of ABS sensors
The increasing complexity of the traffic situation on our roads is placing high
demands on car drivers. Driver assistance systems relieve the burden on the driver and
optimise road safety. As a result, state-of-the-art driving assistance systems are now included
as standard on virtually all new European vehicles. This also means that workshops are being
faced with new challenges.

Nowadays, the vehicle electronics play a key role in all comfort and safety equipment.
Optimal interaction between complex electronic systems ensures that the vehicle operates
without problems, and this, in turn, increases road safety.
Intelligent communication of data between electronic vehicle systems is supported by
sensors. When it comes to driving safety, speed sensors play a particularly important role,
and this is reflected by their varied use in a number of different
vehicle systems. They are used by the control units in driving assistance systems such as
ABS, TCS, ESP, or ACC in order to detect the wheel speed.

The wheel speed information is also provided to other systems (engine, transmission,
navigation, and chassis control systems) via data lines by the ABS control unit. As a result of
their varied use, speed sensors contribute directly to the driving dynamics, driving safety,
driving comfort, lower fuel consumption, and lower emissions. Wheel speed sensors are often
also called ABS sensors as they were used in vehicles for the first time when ABS was
introduced.
Wheel speed sensors can be designed as active or passive sensors, depending on how
they operate. A clear and precise way of distinguishing or categorising them has not been
defined.

The following strategy has therefore proven useful in day-to-day workshop activities:
 If a sensor is only "activated" when a supply voltage is applied and then generates an
output signal, this is an "active" sensor.
 If a sensor operates without additional supply voltage applied, this is a "passive"
sensor.
Traction Control System:
A Traction Control System is used to prevent wheel spin from occurring due to
acceleration. This usually happens on a slippery surface, such as snow or a pool of water,
where the wheels are not able to generate enough traction to move the vehicle. Traction
Control systems and Anti-Lock braking systems (ABS) are often paired together as they help
improve the vehicle's stability with by working in tandem. The major difference between an
ABS and a Traction Control system is that while ABS stops the wheel from spinning
while braking, Traction Control stops the wheel from spinning while the vehicle
is accelerating. A Traction Control System is also known as an Anti-Slip Regulation (ASR).
The Traction Control system (TCS) uses wheel speed sensors to measure the vehicle's speed
with the rate at which the drive wheels are spinning, to detect if there is any slip occurring
between the tire and the road. If a slip is detected between the road and the wheel, the
Traction Control system ensures that only the minimum amount of torque is supplied to the
slipping wheel to generate the required amount of friction for the vehicle to move.
The primary input of the TCS is the wheel speed sensor. These sensors continuously monitor
the speed of each driven wheel and send the data to the ABS and Traction Control System
ECU. When a slip is detected between the tire and the road, the TCS regulates brake pressure
on the slipping wheel. This process of slowing down the wheel helps it regain traction.
Simultaneously, torque is shifted through the differential to the opposite wheel that has a
better traction when compared to the slipping wheel.
 The brake pressure is applied by routing the pressure from the ABS pump and through
the ABS modulator. The pressure to applied is regulated through a high pressure
accumulator. The TCS includes an extra solenoid valve in the ABS modulator, for each
individual drive wheel's brake circuit. This arrangement allows the system to apply brake
pressure to slow down the spinning wheel in order to regain traction. The continuous usage of
brakes in TCS generates a lot of heat in the brake calipers. To prevent overheating of these
calipers, TCS automatically discontinues after a certain length of time.
 If both the driven wheels are losing traction, the TCS slows both the slipping
wheels equally to slow them down until they regain traction. Otherwise, the systems send a
signal to the Powertrain Control Module (PCM) to reduce the engine torque to the wheels
until traction is regained.
When the TCS is activated in a vehicle, it is shown to the driver through the
instrument cluster. In a lot of performance vehicles, there is an option of switching on/off the
Traction Control System. When this system is disabled, a warning light glows to notify the
driver that the TCS is switched off. Switching off the TCS does not switch off the ABS in the
vehicle, even though they are inter-related.

VEHICLE SPEED MEASUREMENT:

The vehicle speed sensor (VSS) measures transmission/transaxle output or wheel speed. The
ECM uses this information to modify engine functions such as ignition timing, air/fuel ratio,
transmission shift points, and to initiate diagnostic routines.
A cruise sensor can be used for car speed measurements. The output of this sensor is a
binary number ‘P’ that is proportional to car speed S. This binary number is contained in the
output of a binary counter .A block diagram of the instrumentation for vehicle speed
measurement that uses this digital speed sensor is shown in Figure.

The computer reads the number P in the binary counter, and then resets the counter to
zero to prepare it for the next count. After performing computations and filtering, the
computer generates a signal for the display to indicate the vehicle speed. A digital display can
be directly driven by the computer. Either mph or kph may be selected. If an analog display is
used a D/A converter must drive the display. Both mph and kph usually are calibrated on an
analog scale.
ADAPTIVE CRUISE CONTROL SYSTEM:

Operation principle of adaptive cruise control

A radar sensor is usually at the core of the adaptive cruise control (ACC). Installed at
the front of the vehicle, the system permanently monitors the road ahead. As long as the road
ahead is clear, ACC maintains the speed set by the driver. If the system spots a slower vehicle
within its detection range, it gently reduces speed by releasing the accelerator or actively
engaging the brake control system. If the vehicle ahead speeds up or changes lanes, the ACC
automatically accelerates to the driver’s desired speed.
Standard ACC can be activated from speeds of around 30 km/h (20 mph) upwards and
supports the driver, primarily on cross-country journeys or on freeways. The ACC stop & go
variant is also active at speeds below 30 km/h (20 mph). It can maintain the set distance to
the preceding vehicle even at very low speeds and can decelerate to a complete standstill. If
the vehicle has automatic transmission, and the traffic hold-up is only brief, ACC stop & go
can set the vehicle in motion once again. When the vehicle remains stopped longer, the driver
needs only to reactivate the system, for example by briefly stepping on the gas pedal to return
to ACC mode. In this way, ACC stop & go supports the driver even in heavy traffic and
traffic jams.
Since ACC is a comfort and convenience system, brake interventions and vehicle
acceleration only take place within defined limits. Even with ACC switched on, it remains the
driver’s responsibility to monitor the speed and distance from the vehicle in front.
To increase comfort and safety of this function, a multi purpose camera can be installed in
addition to the radar sensor. By this, for instance, ACC can, thanks to the lateral measuring
accuracy of the multi purpose camera, detect a vehicle entering the driver’s own lane – either
planned or unplanned – much earlier, enabling the system to respond more dynamically. For
a better and more robust understanding of the scene, data of the radar sensor and the camera
can be merged.
ADVANTAGES:
 Comfortable and relaxed driving – even in heavy traffic and traffic jams
 Supports the driver in maintaining a safe distance
 Allows harmonious, fuel-efficient traffic flow on the roads
 Reduces the risk of rear-end collisions
 Driver is better able to concentrate on the current traffic situation
Steering Angle Sensor:
The Steering Angle Sensor is an important part of a vehicle’s safety system. It transmits the
steering wheel’s rate of turn, wheel angle, and other important data to the specific vehicle's computer.
If there is a fault in the signal, the computer can disable the vehicle’s stability control.
Why measuring Steering Angle is important?
The angle of the steering on its own can be used to determine where the front wheels
are pointed. When combined with other pieces of information from the yaw, accelerometer
and wheel speed sensors, it is possible to measure the dynamics of the vehicle.
With the collected information, the stability control system can be used to determine the
driver’s intentions, how the vehicle is reacting and what corrections can be made with the
ABS hydraulic control unit.
How steering angle is measured?
The steering angle can be measured with optical sensors, by assessing Hall effect and
through other technologies. Theses sensors measure the movement of the steering wheel in
degrees.
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.

Working principle of the 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.