LEMON Manuals: Even more car manuals for everyone
Home >> Mercedes Benz >> 2018 >> SLC43 AMG >> Repair and Diagnosis >> External Pages >> Different car >> Section 101 (Brakes - Hydraulic & Mechanical System - 205 Chassis) >> Basic Knowledge >> Adaptive Brake (ABR), Function - GF42.47-P-0001RF

Adaptive Brake (ABR), Function - GF42.47-P-0001RF

WARNING: This page does not describe the selected car, but rather 13 other vehicles, including the 2023 Mercedes-Benz C43 AMG, 2022 Mercedes-Benz C43 AMG, 2021 Mercedes-Benz C43 AMG, 2020 Mercedes-Benz C43 AMG, and 2019 Mercedes-Benz C43 AMG. However, it is still accessible from the selected car via links, so may be relevant.

Model 205 (except 205.012/013/047/053/054/147/212/213/247/253), 253 (except 253.354/954/99) 

G12939331Courtesy of MERCEDES-BENZ USA

Except AMG vehicles 

G12939332Courtesy of MERCEDES-BENZ USA

AMG vehicles 

IMPORTANT Model 205 (except 205.012/013/047/053/054/147/212/213/247/253)

with code 464 (Full display digital instrument cluster)

The indicator and warning lamps are shown as pictograms in the display.

Function requirements in general 

IMPORTANT The CDI control unit or the ME-SFI [ME] control unit sends the "Engine running" or "Drive train operational" signal over the drive train CAN, powertrain control unit and the suspension FlexRay to the Electronic Stability Program control unit.

ADAPTIVE BRAKE, general 

ADAPTIVE BRAKE assists the driver in dangerous situations which occur suddenly, and thus enhances active safety.

To implement the ADAPTIVE BRAKE function, the Electronic Stability Program control unit evaluates the following variables:

ESP® 

ESP® prevents the vehicle from breaking away when oversteering or understeering. It ensures that the vehicle does not deviate from the course specified by the driver (within physical limits). Brake forces are produced selectively at the individual wheels for this. Furthermore, the engine torque is reduced to increase the driving stability.

The Electronic Stability Program control unit evaluates the following variables to determine the vehicle behavior:

Differentiation is made between the following intervention types:

Intervention in the case of oversteer 

If the vehicle begins to oversteer, brake pressure is built up at the outer front wheel. The resulting reduction in lateral force at the outer front wheel generates a yawing moment which counteracts the tendency of the vehicle to rotate inward. The vehicle speed decreases as a result of the brake force at the front wheel, which also enhances stability.

Intervention in the case of understeer 

If the vehicle understeers, the maximum possible lateral force at the front axle has been exceeded. In other words, the vehicle pushes via the front axle to the outer edge of the curve.

The resulting instability is counteracted by means of a reduction in drive torque and the following brake interventions at up to 3 wheels:

Depending on the brake force a torque arises that leads to the vehicle turning in with a simultaneous speed reduction, leading to a considerable stabilizing effect. The ESP® control unit sends the Reduce engine torque request to the CDI control unit or the ME-SFI [ME] control unit via the suspension FlexRay, powertrain control unit and engine CAN. The CDI control unit or the ME-SFI [ME] control unit reduces the engine power accordingly. A pending shift operation (transmission 722, 725) is suppressed during the control intervention function. To do so, the ESP® control unit sends the corresponding request to the fully integrated transmission control unit via the suspension FlexRay, powertrain control unit and drive CAN. The latter control unit suppresses the shift operation.

EBD 

The EBD [EBV] function provides assistance when the driver applies medium force to the brake pedal. EBD [EBV] prevents overbraking of the rear axle and increases vehicle stability when braking in a curve by reducing the pressure at the rear wheel on the inside of the curve or increasing it at the front wheel on the outside of the curve as required.

The side-slip angle (angle between vehicle longitudinal axis and direction of movement of the vehicle's center of gravity) is determined using the yaw rate (speed of vehicle rotation about vertical axis).

The yaw rate, the lateral acceleration and the steer angle of the front wheels (calculated from the steering wheel angle) can be used to determine the lateral forces on the wheels. The longitudinal forces on the wheels are calculated using the engine torque, the transmission stage (transmission 722, 725) and the brake pressure at each wheel.

If the measured yaw rate does not match the specified value or if the determined side-slip angle is too large, the ESP® control unit generates a build up or a reduction in brake pressure at the relevant wheel. The resulting forces stabilize the vehicle.

Exhaust-gas test, dynamometer test mode 

For vehicle test purposes, the ADAPTIVE BRAKE system can be set to the exhaust-gas test, roller test mode if the workshop menu is activated via the instrument cluster and the engine is then started.

The instrument cluster sends the "dynamometer mode" status via the user interface CAN, electronic ignition lock control unit, and suspension FlexRay to the Electronic Stability Program control unit. ESP®, ABS and ASR are switched to passive.

The Electronic Stability Program warning lamp and the antilock braking system indicator lamp in the instrument cluster light up. Additionally, a corresponding message is shown in the instrument cluster. The Electronic Stability Program control unit sends the corresponding requests over the chassis FlexRay, electronic ignition lock control unit and the user interface CAN to the instrument cluster.

IMPORTANT The exhaust-gas test, roller dynamometer mode can also be activated using the diagnostic device.

Torque Vectoring Brake 

Torque Vectoring Brake is the active influence of the yaw angle or the yaw acceleration on the rear axle through interventions by the brake system. When cornering, a short intervention by the brake system on the rear wheel on the inside of the curve causes the vehicle to rotate to a certain extent. The vehicle can be steered more precisely and easily and there is a noticeable improvement in the responsiveness and driving safety. Torque Vectoring Brake enables stable cornering without any noticeable loss in accelerating power while driving in the sporty driving mode.

ABS 

The ABS prevents the wheels from blocking when braking and as a result maintains the steerability and driving stability during vehicle deceleration. If the Electronic Stability Program control unit detects a locking wheel on the basis of the signals from the rpm sensors, it reduces the brake pressure at the corresponding wheel until the wheel begins to turn again.

A check is continuously performed of whether the drive torque specified by the driver can be permitted again, e.g. due to an improvement in road surface adhesion.

ASR, electronic traction system 

The ASR and electronic traction system functions prevent the drive wheels from spinning when in driving mode. In addition, they result in improved driving stability with an increased traction potential over the entire vehicle speed range. The Electronic Stability Program control unit detects the spinning of the drive wheels using the signals of the rpm sensors. If a drive wheel spins, its drive torque is reduced. Targeted interventions by the brake system at the spinning wheel transfer the drive torque to the opposite wheel. If necessary, the engine torque is reduced. For this purpose, the Electronic Stability Program control unit sends the request to reduce drive torque via suspension FlexRay, the powertrain control unit, and the engine CAN to the CDI control unit or ME-SFI control unit. The CDI control unit or the ME-SFI [ME] control unit reduces the engine power accordingly.

BAS 

The BAS function detects emergency braking situations based on rapid actuation of the brake pedal and increases the brake pressure if necessary in order to achieve maximum deceleration. To do so, the Electronic Stability Program control unit evaluates the increase in pressure in the brake system and initiates an emergency stop if a certain activation threshold is exceeded.

BAS PLUS (with CODE 23P (Driving assistance package)) 

The BAS PLUS function increases the brake pressure depending on the speed of the brake pedal actuation and the distance of the vehicle driving in front.

Hill Start Assist 

The Hill-Start Assist prevents the vehicle from rolling back when driving off when the driver switches from the brake pedal to the accelerator pedal.

The function is triggered automatically when the Electronic Stability Program control unit detects an uphill or downhill gradient when the vehicle is at a standstill which would cause the vehicle to roll back. The Electronic Stability Program control unit reads in the signal from the brake light switch directly and in this way detects the status of the brake pedal.

The brake pressure applied by the driver is maintained in the brake system by the traction system hydraulic unit.

Following release of the brake pedal and detection of a start-off request, reduction of the brake pressure is controlled by means of the torque balancing system. It takes into consideration the incline output torque, the total braking torque and the available drive torque. When the start-off torque is high enough, the Hill-Start Assist is deactivated and the vehicle starts off without rolling in the undesired direction of travel.

If the driver does not operate the brake pedal, the pressure in the brake system is reduced after 1 s.

Up to model year 2019: 

The CDI control unit or the ME-SFI [ME] control unit sends information about the accelerator pedal position via drive train CAN, powertrain control unit and chassis FlexRay to the Electronic Stability Program control unit.

As of model year 2019: 

The powertrain control unit sends information on the accelerator pedal position over the chassis FlexRay to the Electronic Stability Program control unit.

In the following situations, the Hill-Start Assist is immediately interrupted:

In the following situations, the Hill-Start Assist is non-functional:

DSR (model 253 with code 430 (Off-road package)) 

DSR provides additional reliability in steep terrain. The corresponding menu in the instrument cluster can be used to adjust the setting speed relevant for the DSR function within a range of 4 to 18 km/h in increments of 1 km/h. The system is activated using the Downhill Speed Regulation button in the off-road operating panel.

Activation is indicated by an LED in the Downhill Speed Regulation button.

The status of the Downhill Speed Regulation button is directly read in by the Audio/COMAND control panel. The Audio/COMAND control panel sends this via the telematics CAN, head unit, user interface CAN, electronic ignition lock control unit, and suspension FlexRay to the Electronic Stability Program control unit.

The Electronic Stability Program control unit regulates the required speed setting using interventions by the brake system. The speed setting can be changed during the active speed regulation while driving downhill.

If the driver accelerates the vehicle by pressing the accelerator pedal while the function is active, the downhill speed regulation switches to passive mode.

If the vehicle speed when the accelerator pedal is not operated is below 30 km/h, it is actively regulated again to the configured set speed.

If the driver accelerates the vehicle when the function is active over a speed of 30 km/h, the speed regulation is automatically switched off when driving downhill and the LED in the Downhill Speed Regulation button goes out. A message also appears on the instrument cluster and a warning tone is emitted. The Electronic Stability Program control unit sends the request to actuate the LED via chassis FlexRay, electronic ignition lock control unit, user interface CAN, head unit and telematics CAN to the Audio/COMAND control panel. The Audio/COMAND control panel directly actuates the LED in the Downhill Speed Regulation button.

If the speed regulation for downhill driving is switched off manually via the Downhill Speed Regulation button, similarly, a message appears on the instrument cluster. A warning tone does not sound in this case.

Off-road program (model 253 with code 430 (Off-road package)) 

Activate Off-road program 

The off-road programs are activated using the On/Off-road menu button in the off-road control panel. The Offroad menu is shown in the audio/COMAND display.

The status of the On/offroad menu button is directly read in by the Audio/COMAND control panel. The Audio/COMAND control panel sends this via the telematics CAN, head unit, user interface CAN, electronic ignition lock control unit, and suspension FlexRay to the Electronic Stability Program control unit.

The head unit sends a switch-on request over the telematics CAN to the audio/COMAND display and sends the processed picture data over the low voltage differential signaling line to the audio/COMAND display.

The following off-road program can be selected:

Adapt threshold values 

For active off-road programs on a rough route (e.g. gravel surface) longer blocking phases of the ABS are permitted to reduce the braking distance. Loose ground supports the braking effect by allowing material to build up in front of the front wheels.

When ASR regulates, the ground is assumed to have a low friction value. The ASR regulation thresholds are adapted according to the tire characteristics to improve traction.

Additional function requirements for adaptive brake lights, flashing 

Flashing adaptive brake lights 

In the event of emergency braking, the ESP® control unit sends a corresponding signal to the rear SAM control unit via the suspension FlexRay, electronic ignition lock control unit and interior CAN.

The rear SAM control unit then actuates for the duration of the signal (for at least 1 s) all the brake lights on the vehicle at a flasher frequency of 5 Hz. If the vehicle comes to a standstill from a speed in excess of 70 km/h (not urban traffic), the brake lights are permanently actuated again. In addition, the automatic hazard warning flasher function is activated. If the vehicle then exceeds a speed of 10 km/h, the hazard warning system is automatically switched off again.

Additional function requirements - dry braking 

IMPORTANT The front SAM control unit sends the status of the windshield wiper system via interior CAN, electronic ignition lock control unit and chassis FlexRay to the Electronic Stability Program control unit.

Dry braking 

The dry braking function enhances the performance of the brakes on the front axle in wet driving conditions. Cyclical application of the brake pads for a brief period (approx. 0.5 s) at a brake pressure of 1 bar, ejects the water film from the brake disk. This improves the response time of the brake.

Precharging, depending on accelerator pedal actuation 

Upon detection of a possible emergency braking situation, the brake pads are brought into contact with the brake disks. The clearance between the brake lining and brake disk is thus compensated before the driver operates the brake. The response time of the brake is improved and a shorter braking distance is achieved.

Emergency braking is detected on the basis of the release gradient of the accelerator pedal. If a rapid release of the accelerator pedal is detected, the system assumes that the driver intends to brake. The function is activated and a brake pressure of 2 to 3 bar is requested.

IMPORTANT To adapt the calculated activation threshold of the release gradient to the driver behavior, a learning algorithm is implemented, which places the driver in the "normal driver" or "hectic driver" category based on the average rate at which the accelerator pedal released.

Precharging, depending on lateral acceleration 

During dynamic cornering, the brake linings are brought into contact with the front axle brake disks. This closes the air gap between the brake pad and brake disk in order to achieve the required braking power at the corresponding wheel as quickly as possible in the event of ESP® intervention by the brake system.

HOLD function 

The HOLD function assists the driver during waiting times in traffic or when starting off on a hill. The HOLD function is activated by quickly pressing down hard on the actuated brake pedal after coming to a standstill.

Successful activation of the HOLD function is indicated in a status line in the instrument cluster.

The HOLD function can be activated under the following conditions:

If the driver releases the brake pedal, an incline-dependent hold pressure is set and maintained until the driver quickly depresses the brake pedal again or drives off. The brake pressure reduction when starting off is performed by the standstill control (SSC) to match the respective situation.

The HOLD function is automatically switched off under the following conditions:

Switching ESP® to passive (except AMG vehicles) 

The ESP® function can be switched to passive mode using the "Assistance" menu and the "ESP®" submenu in the instrument cluster when in driving mode.

The instrument cluster sends the corresponding request over the user interface CAN, electronic ignition lock control unit and the chassis FlexRay to the Electronic Stability Program control unit. If the ESP® function is switched to passive, the Electronic Stability Program warning lamp comes on in the instrument cluster. The control thresholds are raised when the ESP® is in passive mode. ABS cannot be deactivated.

ESP® is always active during a brake application.

Switching ESP® to passive (AMG vehicles) 

The ESP® can be operated in 3 different operating modes. By pressing the ESP AMG ESP Sport Off button, it is possible to switch between these operating modes. To switch between ESP® ON and ESP® Sport, press the AMG ESP Sport Off button only briefly. To switch off the ESP®, press and hold the AMG ESP Sport Off button for more than 2.5 s. The left lower control panel directly reads in the status of the AMG ESP Sport Off button and sends this via the LCP-LIN, Audio/COMAND control panel or touchpad, telematics CAN, head unit, user interface CAN, electronic ignition lock control unit, and suspension FlexRay to the Electronic Stability Program control unit.

ESP® ON 

The ABS, ASR and the ESP® operate as with the series production vehicle with adapted regulation thresholds. The Electronic Stability Program warning lamp and the ESP®/ASR OFF warning lamp in the instrument cluster are off, and the Electronic Stability Program warning lamp flashes on and off during ESP® control.

ESP® Sport 

The ABS operates as on series production vehicles with adapted control thresholds. When engine torque control is active, ASR operates with significantly reduced intervention strength and adjusted single-sided brake system interventions to improve traction.

ESP® operates with reduced intervention intensity and adapted control thresholds. The Electronic Stability Program warning lamp in the instrument cluster is always on and flashes during ESP® control. The message "ESP® SPORT" appears in the instrument cluster.

ESP® OFF 

The ABS is configured for maximum deceleration. Ride comfort is of secondary importance. The ASR operates without engine torque control.

Only the single-sided brake system interventions to improve traction are active. ESP® is completely deactivated, no engine torque or brake interventions whatsoever are made.

The Electronic Stability Program warning lamp and the ESP®/ASR OFF warning lamp in the instrument cluster remain permanently lit. The message "ESP® OFF" appears in the instrument cluster.

IMPORTANT All PRE-SAFE® functions are deactivated in ESP® OFF mode.

The ESP® is switched on with every engine start irrespective of whether ESP® was switched off before shutting off the engine.

Additional function requirements for ESP® trailer stabilization (with code 550 (Trailer hitch)) 

IMPORTANT The trailer recognition control unit sends the Trailer detected status via interior CAN, electronic ignition lock control unit and chassis FlexRay to the Electronic Stability Program control unit.

ESP® trailer stabilization (with CODE 550 (Trailer hitch)) 

The ESP® trailer stabilization detects a rocking motion in the tractor/trailer combination based on the yawing vibrations caused in the tractor vehicle by the trailer. The acceleration sensor in the Supplemental Restraint System control unit records these yawing vibrations. The Supplemental Restraint System control unit sends information on the proper motion of the vehicle via the vehicle dynamics CAN to the Electronic Stability Program control unit.

IMPORTANT The ESP® trailer stabilization engages more sensitively if a trailer hitch is installed at the factory. Stabilization is ensured through standard intervention for retrofitted trailer hitches.

The ESP® trailer stabilization stabilizes the tractor/trailer combination by means of brake pressure requests on alternating sides of the front axle and, if necessary, slows down the tractor/trailer combination by reducing engine torque and by building up brake pressure at all wheels. Active vehicle/trailer stabilization does not change the critical speed.

PRE-SAFE® system (with code 299 (PRE-SAFE® system)) 

The PRE-SAFE® system is activated in critical driving conditions, i.e. in a potential accident situation. The objective is to create the most favorable conditions possible for the vehicle occupants during an expected accident, by activating the functions before the actual impact.

The PRE-SAFE® system is integrated into the Electronic Stability Program control unit. If the Electronic Stability Program control unit detects one of the following situations, the PRE-SAFE® system is activated:

SSC 

The SSC monitors the braking driver assistance systems DISTRONIC PLUS (with premium ADAPTIVE BRAKE (with code 23P (Driving Assistance Package))) and HOLD function below a speed of 3 km/h until the vehicle comes to a safe vehicle stillstand. Within this vehicle speed range, the SSC is responsible for the transfer to a safe state when a securing event occurs.

When the vehicle is at a safe standstill, the rolling monitoring function of the SSC is requested by the driver assistance systems. If vehicle rolling is detected, the brake pressure is increased until the vehicle is stationary again. On vehicles with Premium ADAPTIVE BRAKE (with code 23P (Driving Assistance Package)) a leakage compensation function is also active throughout the safe standstill condition. If the brake pressure measured by means of the circuit pressure sensors drops relative to the specified pressure request of the SSC, the specified pressure of the SSC is restored by means of an active brake pressure buildup.

Securing the vehicle by means of the SSC is necessary if the following events occur:

The driver is considered absent if the driver door is open and the driver seat belt is not fastened. The supplemental restraint system control unit sends the status of the seat belt via vehicle dynamics CAN to the Electronic Stability Program control unit. The left front door control unit sends the status of the left front door (open or closed) via interior CAN, electronic ignition lock control unit and chassis FlexRay to the Electronic Stability Program control unit.

Door contact plausibility check 

The plausibility check is used to detect a fault in the signal path. If, as the result of an electrical or mechanical fault, "Driver door closed" is wrongly detected although the driver door is open, this is detected by the door contact plausibility check and a corresponding fault is stored in the Electronic Stability Program control unit.

SSC deactivation

Deactivation of SSC is communicated internally in the Electronic Stability Program control unit and externally via the suspension FlexRay.

Activation of the driver assistance systems is no longer possible.

Securing of the vehicle is additionally requested immediately if the SSC is deactivated and a driver assistance system is active.

Securing the vehicle 

The vehicle is secured by the comfort securing system of the electronic parking brake, which is prompted to lock by the SSC. After the Electronic Stability Program control unit (up to model year 2019 except engine 177, as of model year 2019) or the electric parking brake control unit (up to model year 2019 with engine 177) implements the close request, the vehicle is secured. The existing brake pressure at the wheels is reduced and the SSC becomes inactive.

If the close request is not implemented by the electronic parking brake within a defined time or the electronic parking brake signals a system fault to the SSC, the electronic parking brake is detected as being defective and the safety strategy becomes active.

Safety strategy, engage request "P" or Emergency-P path (transmission 722, 725) 

The safety strategy is implemented by the intelligent servo module for DIRECT SELECT (transmission 722) or the fully integrated transmission control unit (transmission 725). The Electronic Stability Program control unit sends a request to engage drive range "P" via suspension FlexRay, powertrain control unit, and drive CAN to the intelligent servo module for DIRECT SELECT or the fully integrated transmission control unit. The vehicle is secured after gear range "P" is engaged and following feedback to the Electronic Stability Program control unit. The existing brake pressure at the wheels is reduced and the SSC becomes inactive.

If the intelligent servo module for DIRECT SELECT or the fully integrated transmission control unit does not signal within a defined period that gear range "P" has been engaged, the Emergency-P function of the electronic ignition lock control unit forcibly engages gear range "P". For this purpose, the electronic ignition lock control unit also receives the request to engage drive range "P" from the Electronic Stability Program control unit via suspension FlexRay. The electronic ignition lock control unit then, itself, sends a request to engage drive range "P" via suspension FlexRay, powertrain control unit, and drive CAN to the intelligent servo module for DIRECT SELECT or the fully integrated transmission control unit. If the electronic ignition lock control unit does not receive any feedback within a specific period of time, the Emergency-P path is energized by the electronic ignition lock control unit after power disconnect, and gear range "P" is then forcibly engaged by means of a spring mechanism.

Safety strategy (vehicles with transmission 71R) 

The safety strategy on vehicles with manual transmission is subdivided into 3 stages:

The beeping is stopped immediately as soon as the driver deactivates the active driver assistance system.

Steer Assist 

Steer Assist is intended to help the driver achieve the optimal steering characteristics in critical situations. Steering assistance is provided with the aid of the electric power steering control unit and Electronic Stability Program control unit.

The following functions are performed here:

The current vehicle status is sensed by the Electronic Stability Program control unit. If necessary, the Electronic Stability Program control unit sends the request for steering assist via suspension FlexRay to the electric power steering control unit. The electrical power steering control unit then actuates the electric power steering actuator motor accordingly.

Additional function requirements for Crosswind Assist 

Crosswind Assist 

The Crosswind Assist function assists the driver in the event of strong crosswinds and minimizes the vehicle's yaw response and the track offset through course-correcting brake interventions.

The Electronic Stability Program control unit uses the following signals to determine a wind interference (e.g. wind gusts) which is reacted to with a one-sided brake intervention:

System fault display 

The driver is informed about the system status and about faults by the following displays:

If the Electronic Stability Program control unit fails, basic braking without ABS is always available.

IMPORTANT The Electronic Stability Program control unit reads in the signals from the brake vacuum sensor directly.

IMPORTANT The status of the brake fluid level switch is read in by the front SAM control unit and sent over the interior CAN, electronic ignition lock control unit and the user interface CAN to the instrument cluster.

IMPORTANT Model 205, 253 with code 235 (Parking Pilot with PARKTRONIC), model 205 with code P44 (Parking Package) or code P47 (Parking Pilot with 360° camera)

During semi-automatic parking and driving out of a parking space, the Electronic Stability Program control unit receives information about the remaining distance to the defined obstacle from the parking system control unit via the suspension FlexRay. The Electronic Stability Program control unit calculates the required braking torque and actuates the traction system hydraulic unit accordingly upon reaching the maneuvering points or the target parking position. The vehicle is braked.

Fail boost 

The fail boost function ensures brake boosting. It is activated if the pneumatic brake booster cannot adequately support driver braking because of a system error in the vacuum supply.

The pneumatic brake booster failure is detected by the brake vacuum sensor, which is integrated into the pneumatic brake booster. The Electronic Stability Program control unit reads in the signals from the brake vacuum sensor directly.

The fail boost function performs hydraulic brake boosting using a suitable boost factor and for this purpose actuates the corresponding components in the traction system hydraulic unit.

  Electrical function schematic for ADAPTIVE BRAKE   PE42.47-P-2050-97FBA 
  Overview of system components, Adaptive Brake (ABR)   GF42.47-P-9997RF 
scientia non olet · About LEMON Manuals