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Anti-lock brakes and traction control
Published in M.J. Nunney, Light and Heavy Vehicle Technology, 2007
During moving off and acceleration, a traction control system performs a similar safety function to anti-lock braking by preventing the driving wheels from slipping, which therefore helps both to maintain directional control and to improve traction under adverse driving conditions, especially on road surfaces that are slippery on one side of the vehicle only. Since a traction control system may be regarded as a logical but inverse development of anti-lock brakes and can therefore utilize some of the same technology, it is perhaps to be expected that this type of system was pioneered by Robert Bosch working in conjunction with Mercedes-Benz, their anti-slip regulation system being introduced in 1987 and known as Antriebs-Schlupf-Regelung (ASR). Other manufacturers have since introduced traction control systems that may similarly be integrated with anti-lock hydraulic and now air brake systems.
Chassis systems
Published in Tom Denton, Automobile Mechanical and Electrical Systems, 2018
Traction control is designed to prevent wheel spin when a vehicle is accelerating. This improves traction and ensures vehicle stability. Anti-lock brakes and traction control have now developed into complex stability control systems.
Modelling and stability analysis of a longitudinal wheel dynamics control loop with feedback delay
Published in Vehicle System Dynamics, 2022
Adam Horvath, Peter Beda, Denes Takacs
As it was mentioned in the introduction, here a traction control strategy is used as an example to investigate system stability and performance. The main aim of a traction control is to prevent the wheel from spinning on slippery surface. Therefore, there are cases when it becomes necessary to increase the braking torque to help the wheel to transmit enough traction force. In the present research a simple PID scheme is applied as the basis of the controller. As it can be read in [20], there are two main approaches how the brake force may be controlled by a simple PID controller: wheel slip control and wheel angular deceleration or angular acceleration control. In this research these strategies are used, but instead of slip (see (9)) control angular velocity control is applied, so angular velocity and its first time-derivative, angular acceleration are used as reference signals of the controller. Angular velocity has been chosen instead of wheel slip because the effect of the numerical differentiation can be presented in a more spectacular way if angular velocity and angular acceleration are used.
Active safety systems for powered two-wheelers: A systematic review
Published in Traffic Injury Prevention, 2020
Giovanni Savino, Roberto Lot, Matteo Massaro, Matteo Rizzi, Ioannis Symeonidis, Sebastian Will, Julie Brown
Traction Control (TC) aims to prevent the rear wheel from skidding during accelerations. TC first appeared in production motorcycles in the early 1990s and was originally marketed as a safety device especially useful on slippery surfaces. More recently (late 2000s), TC reappeared as a performance-oriented device, intended to enhance acceleration performance. Early versions of TC design worked for straight motion only, but more recent versions also apply in cambered conditions. Many PTW brands offer their own TC system.
Study on the traction potential and manoeuvrability of wheel-individually driven commercial vehicle concepts
Published in Vehicle System Dynamics, 2022
Juergen Kneissl, Alexander Lion, Felix Breuer, Philipp Wagner, Thomas Ille
To improve the traction behaviour, one traction control per wheel is modelled, which is integrated into the control allocation approach. The aim of traction control is to prevent wheel spin while achieving maximum traction and driving stability. Slip is used as the control variable for traction control. Using the longitudinal slip sx and the lateral slip sy the combined slip scom is defined.