Collapsible Steering Column
A collapsible steering column(Energy absorbing steering column) is a mechanism that is used to transfer energy from the steering wheel into the steering gear box, which transfers energy to turn the wheels of a vehicle. Though the designs for steering columns have varied since their inception, a typical collapsible steering column looks like two interlocking shafts that attach directly to the steering wheel and the steering gear box. The steering column is the shaft directly under the steering wheel in which the ignition and automatic shift levers are often located.
When the steering column was first invented, it consisted of a single, long, steel rod connecting the steering wheel to the steering gear box. While this single-piece construction was efficient, and effective in controlling the vehicle, it soon became apparent that its design was unsafe in frontal collisions. Under the single-piece system, when such an impact occurred, the steering column would often impale the driver as it was rammed toward the rear of the vehicle.
Bela Barenyi designed the collapsible steering column to replace it. The safely enhanced construction of the collapsible steering column, no matter which design is used, absorbs, rather than transfers, frontal impact energy by collapsing or breaking upon impact. In this way, drivers involved in frontal impact collisions are able to avoid the dangers of non-collapsible steering parts.
A collapsible steering column(Energy absorbing steering column) is a mechanism that is used to transfer energy from the steering wheel into the steering gear box, which transfers energy to turn the wheels of a vehicle. Though the designs for steering columns have varied since their inception, a typical collapsible steering column looks like two interlocking shafts that attach directly to the steering wheel and the steering gear box. The steering column is the shaft directly under the steering wheel in which the ignition and automatic shift levers are often located.
When the steering column was first invented, it consisted of a single, long, steel rod connecting the steering wheel to the steering gear box. While this single-piece construction was efficient, and effective in controlling the vehicle, it soon became apparent that its design was unsafe in frontal collisions. Under the single-piece system, when such an impact occurred, the steering column would often impale the driver as it was rammed toward the rear of the vehicle.
Bela Barenyi designed the collapsible steering column to replace it. The safely enhanced construction of the collapsible steering column, no matter which design is used, absorbs, rather than transfers, frontal impact energy by collapsing or breaking upon impact. In this way, drivers involved in frontal impact collisions are able to avoid the dangers of non-collapsible steering parts.
Sliding or bearing type:
Collapsible steering columns still consist of a long shaft that connects the steering wheel to the steering gear box. However, the collapsible design is composed of an inner and an outer sleeve, pressed tightly together with a number of steel bearings in between. These steel bearings are pressed into the metal sleeves, and are held in place with a strong safety resin, which is designed to harden and then shatter when a specific level of pressure is applied.
In the event of a frontal impact, the steel bearings between the sleeves break free, allowing the inner sleeve to be moved further into the outer sleeve in telescopic fashion before enough pressure is achieved to ram the whole steering column into the driver. In this manner, the energy received through a frontal impact is completely absorbed by the steering column's collapsing parts, allowing most modern drivers to remain completely unaware of the danger they have avoided.
Mesh type:
Mesh type column was introduced on General motors all models made in 1967. It consists of a mesh design that crushes easily and by deforming itself, absorbs the energy.
- SEAT BELT with Pre-tensioners
- AIRBAGS
A seatbelt helps to prevent injury in the event of a car crash by reducing the velocity of a body as it experiences a sudden decrease in speed. Due to the body's inertia, which is its 'resistance to a change in speed or direction of travel', a passenger in a vehicle will want to continue travelling forwards once the car has reached a sudden stop.
If the vehicle is travelling at 50mph and crashes into a brick wall, instantly reducing its velocity to zero, the passenger will continue moving forwards at 50mph unless there is something in front of them to create a 'stopping force'. This is because the velocities of the car and passenger are independent.
A seatbelt spreads the stopping force needed to decelerate the passenger across their body. This prevents the body from hitting the windshield or steering column of a car at high speed, which could easily result in injury or death.
The belt is designed to apply most of the stopping force required to the pelvis and rib cage, both of which are relatively robust. Since stress is inversely proportional to the area at which a force is being applied, we can deduce that if the stopping force is spread across a larger area, the less stress the body will experience in the event of a crash.
Due to the fact that an abrupt stopping force could contribute to a passenger's injury, the material of which a seatbelt webbing is constructed from polyester or nylon is to allow for a small amount of movement as the body tries to move forwards. Lengthening the time taken for the body to come to a stop helps to reduce the impact that the body experiences.
Three Point Retractable Lap and Shoulder Seat Belts:
This is the most commonly used seat belt system for passenger cars worldwide.
The locking mechanism nowadays uses two sensors to lock the spool. The first is the vehicle deceleration sensor that detects any sudden deceleration in the vehicle and the second is the webbing sensor to detect any violent pull outs of the webbing.
Pre-tensioners:
A conventional seat belt locking mechanism will only lock the rotation of the spool. A pre-tensioner will actually pull the belt in once the car comes to an abrupt stop. Therefore, it helps move the occupants in the opposite direction of the momentum that tends to carry them forward.
A conventional seat belt locking mechanism will only lock the rotation of the spool. A pre-tensioner will actually pull the belt in once the car comes to an abrupt stop. Therefore, it helps move the occupants in the opposite direction of the momentum that tends to carry them forward.
Generally,
pre-tensioners are wired to the same central control processor that
activates the car's air bags. The processor monitors mechanical or
electronic motion sensors that respond to the sudden deceleration of an
impact. When an impact is detected, the processor activates the
pre-tensioner and then the air bag.
The
central element in this pretensioner is a chamber of combustible gas.
Inside the chamber, there is a smaller chamber with explosive igniter
material. This smaller chamber is outfitted with two electrodes, which
are wired to the central processor.
When the processor detects a collision, it immediately applies an electrical current across the electrodes. The spark from the electrodes ignites the igniter material, which combusts to ignite the gas in the chamber. The burning gas generates a great deal of outward pressure. The pressure pushes on a piston resting in the chamber, driving it upward at high speed.
When the processor detects a collision, it immediately applies an electrical current across the electrodes. The spark from the electrodes ignites the igniter material, which combusts to ignite the gas in the chamber. The burning gas generates a great deal of outward pressure. The pressure pushes on a piston resting in the chamber, driving it upward at high speed.
A
rack gear is fastened to one side of the piston. When the piston shoots
up, the rack gear engages a gear connected to the retractor spool
mechanism. The speeding rack rotates the spool forcefully, winding up
any slack belt webbing.
Load limiter:
In
very violent crashes, seat belts can incur serious damages on the
occupants, especially the old people who cannot take much load on their
rib cages. The harder the impact of collision, the harder will be the
force of the seat belt to stop the occupant.
The basic idea of introducing a load limiter is to limit the force of the pre-tensioner on the occupants. Load limiter allows the belt or webbing to extend a bit more when a great deal of impact is applied on it. The best way to achieve this is by integrating a torsion bar with the retractor mechanism. The torsion bar is attached to the locking mechanism on one end and the spool on the other end.
The basic idea of introducing a load limiter is to limit the force of the pre-tensioner on the occupants. Load limiter allows the belt or webbing to extend a bit more when a great deal of impact is applied on it. The best way to achieve this is by integrating a torsion bar with the retractor mechanism. The torsion bar is attached to the locking mechanism on one end and the spool on the other end.
Seat belts work in combination with the airbags and hence it is necessary that the airbags deploy in order to save the occupant from injuries.
Airbags:
An airbag is more correctly known as a supplementary restraint system (SRS) or supplementary inflatable restraint (SIR). The word "supplementary" here means that the airbag is designed to help the seat belts protect the occupants rather than replace them (relying on an airbag to protect the occupants without fastening the seatbelt is extremely dangerous). The goal of an airbag is to slow the passenger's forward motion as evenly as possible in a fraction of a second.
It was invented by John W. Hetrick of Newport, Pennsylvania,1952, who came up with the idea after an accident in which he swerved his car off the road into a ditch to avoid hitting a rock, almost throwing his daughter through the windshield. From 1987 to 2015, frontal air bags saved 44,869 lives.
The Air Bag typically consists of the following 3 parts:
1. The Bag itself is made of a thin, nylon fabric, which is folded into the steering wheel or dashboard or, more recently, the seat or door.
2. The SENSOR is the device that tells the bag to inflate. Inflation happens when there is a collision force equal to running into a brick wall at 10 to 15 miles per hour (16 to 24 km per hour).
Two types of airbag sensors used in cars are electrical and mechanical. Electrical sensors vary in design.
Mechanical actuators
Inside the air bag assembly is a single mechanical impact sensor that trips a firing pin when a severe enough jolt is experienced. The firing pin ignites a primer which sets off the sodium azide pellets to inflate the bag.
Electromechanical actuators
Electromechanical "ball and tube" mechanism, which basically consists of a small tube containing a circuit switch and ball that's held together by a small magnet. If a collision occurs, the ball is dislodged from the magnet and rolls forward in the tube, hitting a switch that completes the electrical circuit.
Electronic sensors use a tiny accelerometer that has been etched on a silicon chip (that measures acceleration or force) detects the change of speed.
Mechanical sensors work independent of the electrical system and respond similarly to the electrical sensors, Since a mechanical sensor does not require a power source, it cannot be deactivated like an electrical sensor can when the battery is disconnected.
3. The AIR BAG'S INFLATION SYSTEM
If
the deceleration is great enough, the accelerometer triggers the airbag
circuit (Normal braking doesn't generate enough force to do this). The
airbag circuit passes an electric current through a heating
element(igniter). Inside the airbag is a gas generator containing a
mixture of NaN3, KNO3, and SiO2. When the car undergoes a head-on
collision, a series of three chemical reactions inside the gas generator
produce gas (N2) to fill the airbag and convert NaN3, which is highly
toxic to harmless glass.
The
signal from the deceleration sensor ignites the gas-generator mixture
by an electrical impulse, creating the high-temperature condition( 240–365°C)
necessary for NaN3 to decompose. The nitrogen gas that is generated
then fills the airbag. The bag then literally bursts from its storage
site at up to 200 mph (322 kph). The purpose of the KNO3 and SiO2 is to
remove the sodium metal (which is highly reactive and potentially
explosive) by converting it to a harmless material.
2 NaN3 --> 2 Na(solid) + 3 N2 (gas)
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| 0.03 SECOND is all it takes to inflate an air bag |
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| inflation stages of 0ms,10ms,20ms,30ms |
First, the sodium reacts with potassium nitrate (KNO3) to produce potassium oxide (K2O), sodium oxide (Na2O), and additional N2 gas. The N2 generated in this second reaction also fills the airbag, and the metal oxides react with silicon dioxide (SiO2) in a final reaction to produce silicate glass, which is harmless and stable. (First-period metal oxides, such as Na2O and K2O,
are highly reactive, so it would be unsafe to allow them to be the end
product of the airbag detonation.) The airbag in passenger side
container usually holds 200 grams of sodium azide, while the one on
driver-side contains just 50 grams based on the size of airbag.
Immediately
after inflation, when the chemical burn is complete, the airbag begins
to deflate as the gasses escape from holes in the fabric, so the
occupant can move.
This task is solved by processing raw data of a radar, Lidar and a camera to detect and track moving and non-moving objects. Sensors are designed to provide specific data extracted from the environment. For example, lidar provides features like position and shape (lines) of obstacles within its field of view, camera sensors provide visual features that can be used to infer appearance information from obstacles, like class(colors, textures or shapes) of the objects.
- Raw data of radar and camera are processed to detect moving objects. These processings are done in two steps: first of all, each sensor delivers informations about moving objects that it has detected. In a second step, and secondly these informations are used to detect moving pedestrians and moving vehicles. Radar output is used for gating purposes to confirm the detections at each stage and assign a good range and velocity to the detected object. The camera output is then used to confirm the initial detection and refine the object lateral position.
- The
Fusion processing which takes as an input the list of the detected
objects (pedestrians and vehicles) provided by both kind of sensors and
delivers a fused list of
detected objects.
- The Tracking processing module which takes as an input the fused list of objects and delivers a list of tracked objects. Raw lidar scans and vehicle state information are processed to recognize static and moving objects, which will be maintained for tracking purposes.
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| (a) detection level, (b) tracking level |
Rear vehicle object detection
Rear
object detection systems monitor a specific area behind a vehicle,
detect objects, and provide warnings to drivers when they are
approaching an object behind the vehicle while in reverse. These systems
assist the driver in avoiding collisions during backing or parking
maneuvers. Rear object detection systems can be integrated with other sensors, such as side object detection sensors to cover other blind spot areas around a vehicle.
Radar
technology is also used for rear object detection systems. Radar
typically operates in the ultra-high-frequency or microwave range of the
radio-frequency spectrum. These radio frequency waves are transmitted
from the vehicle at defined intervals within a specific coverage area.
The sensor collects echoes from electromagnetic waves that bounce off
objects behind the vehicle. These echoes are sent to a signal processing unit and communicated to a driver interface. Some processing units utilize algorithms for object detection, object tracking, and angle measurement to provide specific distance information.
objects behind the vehicle. These echoes are sent to a signal processing unit and communicated to a driver interface. Some processing units utilize algorithms for object detection, object tracking, and angle measurement to provide specific distance information.
Camera
Systems: Bendix also offers an integrated side and rear camera system
that uses video type cameras to assist drivers in detecting objects in
those areas that are sometimes not visible using mirrors alone. The
images are projected into the same display unit where drivers view
images from the cameras.
The
driver interface consists of a graphical or digital visual display that
shows the distance from the vehicle to a specific object. Other visual
alerts consists of a series of lights which change color or light up as
objects are detected. These visual alerts can be used in combination
with audible alerts that vary in tone and frequency as the vehicle moves
closer to an object.
Applications
Rear
object detection systems provide an added measure of safety during
backing and parking maneuvers. Many collisions that occur while backing
and parking are caused when the driver cannot see what is behind the
vehicle. If objects come into the path of the vehicle after the driver
has checked mirrors and begun the backing and/or parking maneuver, then
the driver may not be aware of the potential hazard. These systems can
provide an advance warning so that the driver has additional time to
stop and avoid a collision with objects behind his vehicle.
Bumper/frontal design for safety
The front and rear of the vehicle should be protected in such a manner that low-speed collisions will only damage the vehicle slightly, or not at all. Prescribed bumper evaluation tests (US Part 581, Canada CMVSS 215, and ECE-R 42) specify minimum requirements in terms of energy absorption and installed bumper height. Bumper evaluation tests in accordance with US Part 581 (4 km/h barrier collision, 4 km/h pendulum tests) must be passed by a bumper system whose energy absorber is of the no-damage absorber type. The requirements of the ECE standard are satisfied by plastically deformable retaining elements located between the bumper and the vehicle body structure. In addition to sheet steel, many bumpers are manufactured using fiber-reinforced plastics and aluminum sections.
Emergency brake assist
Brake assist is a safety feature that is designed to help drivers apply the right amount of force to their brakes during panic stop situations. When a driver fails to apply the maximum amount of force to their brake pedal during an emergency situation, brake assist kicks in and applies more force. This results in the vehicle stopping in a shorter distance than it would have without brake assist, which can effectively prevent collisions.
Terms like “emergency brake assist” (EBA), “brake assist” (BA), “automatic emergency brake” (AEB), and “auto brake,” as in Volkswagen’s Collision Warning with Auto Brake (CWAB), all refer to similar brake assist systems that are designed to augment braking power in the event that a driver fails to apply enough pressure to the brake pedal during a panic stop.
When Is Brake Assist Used?
Some situations where brake assist might activate include:
A child or animal suddenly runs into the road, forcing an emergency stop.
When a curve in the road, or a hill, obstructs the driver's view of the road ahead, and the driver suddenly comes upon an accident or stopped traffic and is forced to stop immediately.
Another vehicle swerves into the driver's lane and either slows down or stops, forcing an immediate reduction in speed to prevent an accident.
Debris or large objects fall from an unsecured load into the roadway, forcing the driver to stop or swerve dangerously into another lane.
Brake assist is a safety feature that is designed to help drivers apply the right amount of force to their brakes during panic stop situations. When a driver fails to apply the maximum amount of force to their brake pedal during an emergency situation, brake assist kicks in and applies more force. This results in the vehicle stopping in a shorter distance than it would have without brake assist, which can effectively prevent collisions.
Terms like “emergency brake assist” (EBA), “brake assist” (BA), “automatic emergency brake” (AEB), and “auto brake,” as in Volkswagen’s Collision Warning with Auto Brake (CWAB), all refer to similar brake assist systems that are designed to augment braking power in the event that a driver fails to apply enough pressure to the brake pedal during a panic stop.
When Is Brake Assist Used?
Some situations where brake assist might activate include:
A child or animal suddenly runs into the road, forcing an emergency stop.
When a curve in the road, or a hill, obstructs the driver's view of the road ahead, and the driver suddenly comes upon an accident or stopped traffic and is forced to stop immediately.
Another vehicle swerves into the driver's lane and either slows down or stops, forcing an immediate reduction in speed to prevent an accident.
Debris or large objects fall from an unsecured load into the roadway, forcing the driver to stop or swerve dangerously into another lane.
History
The development of emergency brake assist stemmed from a study by Daimler-Benz in the early 1990s where it was found 90% of drivers fail to hit the brake pedal with enough force in the event of an emergency. Even a small delay in applying the brakes fully can make a significant difference in how far a car will travel before stopping. Even short distances saved can prevent a collision.
Working
When a brake assist system determines that a panic or emergency stop situation is underway, additional force is added to the force that the driver has applied to the brake pedal.
The basic idea is that the brake assist system applies the maximum amount of force to the brakes that can be applied safely in order to bring the vehicle to a stop within a minimum amount of time and distance traveled.
Emergency brake assist uses sensors to monitor how hard and fast the brake pedal is applied. If it detects you are making an emergency stop, but the brake is not fully applied, it will intervene and apply maximum braking force. Some systems will also detect when you lift your foot from the accelerator rapidly and lightly pre-apply the brakes in anticipation.
Electronic brake assist systems use an electronic control unit (ECU) that compares instances of braking to pre-set thresholds. If a driver pushes the brake down hard enough and fast enough to surpass this threshold, the ECU will determine that there is an emergency and boosts braking power. Many of these systems are adaptable, which means they will compile information about a driver’s particular braking style and tweak the thresholds to ensure the highest accuracy in emergency-situation detection. Modern drive-by-wire vehicles (i.e., vehicles with an ECU) are eligible to have electronic brake assist installed.
Since the driver is effectively taken out of the loop when a brake assist system kicks in, the EBA and anti-lock brake (ABS) technologies are able to work together to either stop the vehicle, and prevent a collision, or slow it down as much as possible before a collision occurs.
Older vehicles that do not have an ECU can have a mechanical brake assist system put in. Mechanical systems also use pre-set thresholds, but these are set mechanically. This means that they are not adaptable to individual drivers. These systems include a locking mechanism that activates when the valve stroke – which is directly related to how far the brake pedal is pushed – passes a critical point. Once this threshold is passed, the locking mechanism switches the source of braking power from the brake piston valve to the brake booster, which supplies the braking assistance.
Older vehicles that do not have an ECU can have a mechanical brake assist system put in. Mechanical systems also use pre-set thresholds, but these are set mechanically. This means that they are not adaptable to individual drivers. These systems include a locking mechanism that activates when the valve stroke – which is directly related to how far the brake pedal is pushed – passes a critical point. Once this threshold is passed, the locking mechanism switches the source of braking power from the brake piston valve to the brake booster, which supplies the braking assistance.
Some emergency brake assist systems will activate the vehicle’s hazard lights, or flash the brake lights to warn those behind that the car is stopping in a hurry. Some systems can also take information from radar sensors and electricity, predict a potential incident, and pre-load the brakes for maximum power when you do finally hit them.
Advantages
To what extent Brake Assist can help a driver while making an emergency braking manoeuvre does depend somewhat on the ability and strength of the driver itself. The larger and stronger a driver is, the harder they can stamp on the brake pedal and therefore the more efficiently they can get maximum braking pressure.
Past research has found that a car with brake assist will have a stopping distance that’s around anywhere between 20 and 45 per cent less compared to a car without this aid.
Other research has found that a driver needs up to 240 feet (or 73 metres) to stop a car going approximately 60mph, but a car with brake assist can consistently stop in just 130 feet when travelling at the same speed. Brake assist is a welcome feature of modern cars which can prove the difference between a collision or no collision taking place.
Past research has found that a car with brake assist will have a stopping distance that’s around anywhere between 20 and 45 per cent less compared to a car without this aid.
Other research has found that a driver needs up to 240 feet (or 73 metres) to stop a car going approximately 60mph, but a car with brake assist can consistently stop in just 130 feet when travelling at the same speed. Brake assist is a welcome feature of modern cars which can prove the difference between a collision or no collision taking place.
How do they call it?
Mercedes-Benz Brake Assist Plus (BAS Plus) was first made standard equipment on the W221 (2006 onwards) S-Class Mercedes-Benz. This system works much like the Volvo system with a warning and precharging of the brakes but will not automatically brake for the driver. The BAS Plus system has been shown to significantly reduce the incidence of rear-end collisions, and so is very significant in the development of driver aids that improve road safety.
Volvo
The Volvo system Collision Warning with Auto Brake 'CWAB' uses a radar to detect when a collision is likely and will pre-charge the brakes so that when the driver uses the brakes, however lightly, full braking is applied. The system will also flash a light and make a warning sound. If the driver does not respond to the warning at the point where a collision cannot be avoided the system will apply the brakes automatically and dramatically reduce the speed of the collision.
Bumper/frontal design for safety
The front and rear of the vehicle should be protected in such a manner that low-speed collisions will only damage the vehicle slightly, or not at all. Prescribed bumper evaluation tests (US Part 581, Canada CMVSS 215, and ECE-R 42) specify minimum requirements in terms of energy absorption and installed bumper height. Bumper evaluation tests in accordance with US Part 581 (4 km/h barrier collision, 4 km/h pendulum tests) must be passed by a bumper system whose energy absorber is of the no-damage absorber type. The requirements of the ECE standard are satisfied by plastically deformable retaining elements located between the bumper and the vehicle body structure. In addition to sheet steel, many bumpers are manufactured using fiber-reinforced plastics and aluminum sections.
Child safety locks tend to be built into the rear doors of most cars and are used to prevent rear seat passengers, particularly little ones, from opening the doors both during transit and while the vehicle is stationary.
There are two types of child lock available in vehicle.
1. Door lock:- This lock prevent risk of opening door by children in running vehicle. By moving switch you can switch the lock on and off. It is normally a lever which can manipulated to inactivate the mechanicals of an interior rear door handle.
Hill assist
It's called hill-start control, hill-start assist or hill holder can prevent rollback on an incline by holding the brakes while the driver switch between the brake and acceleration pedals. Some versions can also prevent the car from rolling forward on a decline. It was invented by Wagner Electric.
It comes into play when the vehicle standing on the slope has to drive off again. Usually, the driver needs to take off the vehicle again; that stops on the slope. However, it starts to descend instead of going ahead because the driver takes his foot off the brake pedal to press the accelerator pedal. During this transition period, as the driver takes his foot off the brake pedal, the brake system releases the pressure applied to the wheels. So, the vehicle starts to descend again.
Components
- Brake pedal travel sensor
- Wheel speed sensors:These detectors, usually placed on the axles, can determine the speed and direction the wheels are turning.
- Angle sensors(These detect the angle of the car on an incline, which corresponds to the slope of the hill the car is on)
- Longitudinal acceleration sensor
- Brake actuator: An actuator is a device that converts an electrical signal into a physical movement. The brake actuator receives a signal from the ECU telling it to trigger the brakes. It then activates brake valves, sending brake fluid to the brakes to hold the vehicle in place, which keeps it from rolling back down the hill. In the case of a hybrid vehicle, the electric motor may be used in place of the brake to apply sufficient forward motion to the vehicle to keep it from rolling backward.
- Electronic Control Unit (ECU): This is the vehicle's embedded computer system that receives signals from the various sensors. The ECU decides when the brakes need to be applied based on that input. The ECU can also calculate the traveling resistance, which is a function of the car's weight (determined by the pressure sensors) and the slope of the hill that the car is on (determined by the angle sensors). Traveling resistance is used to calculate how much engine torque will be necessary to move the vehicle uphill.
- Pressure sensors: These are part of the suspension system of the car and can detect the vehicle's weight, including the weight of passengers and cargo. This can also be done by piezoelectric sensors or strain gauges. These sensors produce an electrical signal proportional to the weight of the vehicle.
- Torque sensor: Torque is the rotational force from the engine that eventually accelerates the vehicle from a complete stop. The torque sensor can detect how much torque is being transmitted to the wheels via the drivetrain.
- Clutch detection
- Incline detection
- Engine torque detection
- Brake detection
- Backward motion detection
Ideally, the driver should be aware of none of this. The release of the brakes should be so smooth that the driver is unaware that brake force was still being applied after the brake had been released. Only later will the driver realize that he or she never once had to worry that the vehicle was going to slide back down the hill and collide with the car behind it. Hill start assist does not increase the traction, it just prevents the car from rolling backwards (or in some cases, forwards if the car is pointing down hills and are backing up).
Cars with Hill-holder feature: Subaru Outback, Dodge Challenger SRT8, Honda CR-Z, Chevrolet Spark, MINI Cooper,Audi A3, volkswagen polo, Ford ecosport,Mahindra xuv 500 skoda rapid..etc
Rollover Prevention system
Rollover Prevention system is designed to reduce the risk of on-road rollover situations in case of dynamic (e.g. lane change) and steady state manoeuvres (e.g. vehicle turns with constant radius and increasing vehicle velocity). Volvo was the first car manufacturer to incorporate rollover mitigation systems in its SUVs.
The following list highlights the main risk factors for rollover:
• High centre of gravity.
• High speed.
• Load displacement.
• Bad road conditions.
• High centre of gravity.
• High speed.
• Load displacement.
• Bad road conditions.
This system is continuously monitoring a vehicular tilt and sensing a vehicular rollover in a particular direction, through a tilt sensor. Further, the system determines an occurrence of a rollover according to a calculated tilt threshold, through a central processing unit. Steering the vehicle in the sensed direction of the rollover, accelerating the vehicle in the same direction, and braking the vehicle upon sensing a decrease in the rollover, all being controlled through a controller, enables the vehicle to eventually stabilize and return to track. ARP builds on Electronic stability control and its three chassis control systems already on the vehicle – Anti-lock braking system, traction control and yaw control. ARP adds another function: detection of an impending rollover. Excessive lateral force, generated by excessive speed in a turn, may result in a rollover. ARP automatically responds whenever it detects a potential rollover. ARP rapidly applies the brakes with a high burst of pressure to the appropriate wheels and sometimes decreases the engine torque to interrupt the rollover before it occurs.
Cars with Rollover Prevention system: Mahindra XUV5OO,
