Johnson County, Kansas Wrongful Death & Serious  Personal Injury Law

Numerous studies around the world confirm that ESC is highly effective in helping the driver maintain control of the car, thereby saving lives and reducing the severity of crashes.^[31] In the fall of 2004 in the U.S., the National Highway and Traffic Safety Administration confirmed the international studies, releasing results of a field study in the U.S. of ESC effectiveness. The NHTSA in United States concluded that ESC reduces crashes by 35%. Additionally, Sport utility vehicles (SUVs) with stability control are involved in 67% fewer accidents than SUVs without the system. The United States Insurance Institute for Highway Safety (IIHS) issued its own study in June 2006 showing that up to 10,000 fatal US crashes could be avoided annually if all vehicles were equipped with ESC^[32] The IIHS study concluded that ESC reduces the likelihood of all fatal crashes by 43%, fatal single-vehicle crashes by 56%, and fatal single-vehicle rollovers by 77-80%.

ESC is described as the most important advance in auto safety by many experts.^[33] including Nicole Nason,^[34] Administrator of the NHTSA,^[35] Jim Guest and David Champion^[36] of Consumers Union ^[37] of the Fédération Internationale de l'Automobile (FIA), E-Safety Aware,^[38] Csaba Csere, editor of Car and Driver,^[39] and Jim Gill, long time ESC proponent of Continental Automotive Systems^[35] The European New Car Assessment Program (EuroNCAP) "strongly recommends" that people buy cars fitted with stability control.

The IIHS requires that a vehicle must have ESC as an available option in order for it to qualify for their Top Safety Pick award for occupant protection and accident avoidance.^[40][41]

ESC incorporates yaw rate control into the anti-lock braking system (ABS). Yaw is a rotation around the vertical axis; i.e. spinning left or right. Anti-lock brakes enable ESC to brake individual wheels. Many ESC systems also incorporate a traction control system (TCS or ASR), which senses drive-wheel slip under acceleration and individually brakes the slipping wheel or wheels and/or reduces excess engine power until control is regained. However, ESC achieves a different purpose than ABS or Traction Control.^[28]

The ESC system uses several sensors to determine what the driver wants (input). Other sensors indicate the actual state of the vehicle (response). The control algorithm compares driver input to vehicle response and decides, when necessary, to apply brakes and/or reduce throttle by the amounts calculated through the state space (set of equations used to model the dynamics of the vehicle).^[42] The ESC controller can also receive data from and issue commands to other controllers on the vehicle such as an all wheel drive system or an active suspension system to improve vehicle stability and controllability.

The sensors used for ESC have to send data at all times in order to detect possible defects as soon as possible. They have to be resistant to possible forms of interference (rain, holes in the road, etc.). The most important sensors are:

• Steering wheel angle sensor: determines the driver's intended rotation; i.e. where the driver wants to steer. This kind of sensor is often based on AMR-elements.
• Yaw rate sensor : measures the rotation rate of the car; i.e. how much the car is actually turning. The data from the yaw sensor is compared with the data from the steering wheel angle sensor to determine regulating action.
• Lateral acceleration sensor: often based on the Hall effect^{[citation needed]}. Measures the lateral acceleration of the vehicle.
• Wheel speed sensor : measures the wheel speed.

Other sensors can include:

• Longitudinal acceleration sensor: similar to the lateral acceleration sensor in design but can offer additional information about road pitch and also provide another source of vehicle acceleration and speed.
• Roll rate sensor: similar to the yaw rate sensor in design but improves the fidelity of the controller's vehicle model and correct for errors when estimating vehicle behavior from the other sensors alone.

ESC uses a hydraulic modulator to assure that each wheel receives the correct brake force. A similar modulator is used in ABS. ABS needs to reduce pressure during braking, only. ESC additionally needs to increase pressure in certain situations and an active vacuum brake booster unit may be utilized in addition to the hydraulic pump to meet these demanding pressure gradients.

The brain of the ESC system is the electronic control unit (ECU). The various control techniques are embedded in it. Often, the same ECU is used for diverse systems at the same time (ABS, Traction control system, climate control, etc.). The input signals are sent through the input-circuit to the digital controller. The desired vehicle state is determined based upon the steering wheel angle, its gradient and the wheel speed. Simultaneously, the yaw sensor measures the actual state. The controller computes the needed brake or acceleration force for each wheel and directs via the driver circuits the valves of the hydraulic modulator. Via a Controller Area Network interface the ECU is connected with other systems (ABS, etc.) in order to avoid giving contradictory commands.

Many ESC systems have an "off" override switch so the driver can disable ESC, which may be desirable when badly stuck in mud or snow, or driving on a beach, or if using a smaller-sized spare tire which would interfere with the sensors. Some systems also offer an additional mode with raised thresholds so that a driver can utilize the limits of adhesion with less electronic intervention. However, ESC defaults to "On" when the ignition is re-started. Some ESC systems that lack an "off switch", such as on many recent Toyota and Lexus vehicles, can be temporarily disabled through an undocumented series of brake pedal and handbrake operations.^[43] Furthermore, unplugging a wheel speed sensor is another method of disabling most ESC systems. The ESC implementation on newer Ford vehicles cannot be completely disabled even through the use of the "off switch". The ESC will automatically reactivate at highway speeds, and below that if it detects a skid with the brake pedal depressed.



During normal driving, ESC works in the background and continuously monitors steering and vehicle direction. It compares the driver's intended direction (determined through the measured steering wheel angle) to the vehicle's actual direction (determined through measured lateral acceleration, vehicle rotation (yaw), and individual road wheel speeds).

ESC intervenes only when it detects a probable loss of steering control, i.e. when the vehicle is not going where the driver is steering.^[26] This may happen, for example, when skidding during emergency evasive swerves, understeer or oversteer during poorly judged turns on slippery roads, or hydroplaning. ESC may also intervene in an unwanted way during high-performance driving, because steering input may not always be directly indicative of the intended direction of travel. ESC estimates the direction of the skid, and then applies the brakes to individual wheels asymmetrically in order to create torque about the vehicle's vertical axis, opposing the skid and bringing the vehicle back in line with the driver's commanded direction. Additionally, the system may reduce engine power or operate the transmission to slow the vehicle down.

ESC can work on any surface, from dry pavement to frozen lakes.^[27][28] It reacts to and corrects skidding much faster and more effectively than the typical human driver, often before the driver is even aware of any imminent loss of control.^[29] In fact, this led to some concern that ESC could allow drivers to become overconfident in their vehicle's handling and/or their own driving skills. For this reason, ESC systems typically inform the driver when they intervene, so that the driver knows that the vehicle's handling limits have been approached. Most activate a dashboard indicator light and/or alert tone; some intentionally allow the vehicle's corrected course to deviate very slightly from the driver-commanded direction, even if it is possible to more precisely match it.^[30]

Indeed, all ESC manufacturers emphasize that the system is not a performance enhancement nor a replacement for safe driving practices, but rather a safety technology to assist the driver in recovering from dangerous situations. ESC does not increase traction, so it does not enable faster cornering (although it can facilitate better-controlled cornering). More generally, ESC works within inherent limits of the vehicle's handling and available traction between the tires and road. A reckless maneuver can still exceed these limits, resulting in loss of control. For example, in a severe hydroplaning scenario, the wheels that ESC would use to correct a skid may not even initially be in contact with the road, reducing its effectiveness.

In July 2004, on the Crown Majesta, Toyota offered a Vehicle Dynamics Integrated Management (VDIM) system that incorporated formerly independent systems, including ESC. This worked not only after the skid was detected but also to prevent the skid from occurring in the first place. Using electric variable gear ratio steering power steering this more advanced system could also alter steering gear ratios and steering torque levels to assist the driver in evasive maneuvers.