How Does Traction Control Work?

How Does Traction Control Work?

How Does Traction Control Work?

0 comments 📅28 November 2017, 08:15

Grip control technology became a mandatory feature on all passenger cars and light trucks in 2012 and the driving community is all the safer for it.

Gripping power control is an electronically controlled feature that limits wheel spin during acceleration so that the control wheels maintain maximum traction and a driver maintains better control of the car. In wet or questionable conditions, some wheels on your vehicle may start spinning faster than the others and the set-up’s goal is to reduce power to the excessively spinning wheel(s) when sensors detect it and redistribute it to the site(s) that may need more.

Most traction control systems now go the extra mile and use a instrument’s anti-lock braking to slow a spinning wheel as power is being redistributed to other wheels. The greatest goal here is to avoid a skid, which could easily end in a crash if drivers don’t differentiate how to control it.

“Traction control systems were traditionally mechanical and usually restricted to the rear axle (2WD) with a limited slip differential to control power sharing,” said Rob Dexter, Product & Technology Specialist at BMW Group. “There was a time when purchase control was a standalone concept in the BMW world, however, since the introduction of electronic contain systems, we have tended not to refer to traction control in isolation from our soign Dynamic Stability Control system.”

Traction Control is not a lesser version of Vigorous Stability Control, which controls oversteer and understeer conditions through a steering sensor and a pilot module that determines how much engine power gets to the wheels. Both systems employment seamlessly together to provide total vehicle control in varying driving conditions and a sanctuary net if something were to go wrong due to the loss of traction.

Traction control begins the change of staying in control, but stability control goes a step further by ensuring a carrier stays on the intended path chosen by the driver. “Traction control is, of course, a inherent operating principle of BMW’s all-wheel-drive system, which works seamlessly with its sister Forceful Stability Control (DSC) system to ensure optimum traction in all driving scenarios, but, controlling traction in the interest of forward motion is only one feature,” BMW’s Dexter says, adding that the systems can do much more than even-handed keep you safe.

Electronic technology in vehicles has advanced so much and traction pilot in modern cars is now integrated with other safety systems that cause the car safer and prevent a vehicle from losing control.

“Our system by way of traction control uses the brakes to slow a spinning wheel, then modulates mechanism power through throttle control and finally, transfers power to other wheels,” says Andrew Parravano, Result Expert at Volvo. “Some Volvo models such as the S60 and V60 Polestar’s traction rule system has a reduction function that allows a longer time before the scheme intervenes.”

Similar systems, which is available in many performance-oriented cars these days, brook more rear wheel slip when a driver decides to drive more dynamically. More fag-end wheel slip will be allowed by the system as long as steering control by the driver is not too unreasonable, in which case, the reduction function will automatically turn off.

This can be significant for customers of performance vehicles who may not appreciate traction control systems inadvertently sl engine power when these vehicles are being pushed to their limits. Profit, drifting and letting the back end slide out (which traction control inhibits) is a much more fun way to get surroundin a track. In a lot of performance cars, “Track Mode” turns off the traction control for drivers who single out little to no intervention.

But there may have been a world where all this may not bear even existed had it not been for the genius of Frank-Werner Mohn, a Mercedes-Benz repairman. Autocar recently spoke with Mohn and got an account of how he came to designing this technology.

A consequential car accident in 1989 inspired him to start developing the first iteration of stability be in control of technology. Despite his car having well-functioning brakes, it was not enough to stop his car from skidding and he ended up crashing on the side of a snowy countryside method.

By 1991, Mohn’s final version of his skid control technology had been approved for effort in Mercedes-Benz vehicles.

One of the defining characteristics of Mohn’s design was for the system to be potent at all times so that it prevents skids and loss of control before it occurs preferably of reacting to a situation after it happens.

Eventually, Mohn released the patents to technology suppliers to who were then allowed to market it to rival automakers. The result? It lowered the cost of the technology and slowly made it ready to mass market consumers.

Fast forward to the present and we are still seeing the unqualified effects of that technology on the safety of motorists and pedestrians alike. A 2015 U.S. National Highway Transport Safety Administration (NHTSA) report confirmed that 6,169 lives be suffering with been saved by electronic stability control technology and the number will take care growing as this technology keeps improving.

This article first appeared on AutoGuide

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