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PEUGEOT

PEUGEOTNotiuni generale despre masiniSISTEME DE FRANAREPeugeot 107 are unul dintre cele mai bune sisteme de franare din clasa sa. Astfel, in dotarea standard gasim:

-ABS: previne blocarea rotilor la franare astfel incat soferul pastreze controlul asupra directiei.

-EBD: asigura stabilitatea vehiculului prin optimizarea fortei de distributie intre puntea fata si puntea spate.-CSC (Cornering Stability Control/ Controlul Stabilitati la Franare): este un nou sistem de siguranta, ce asigura stabilitatea in timpul franarii in curbe prin controlul fortei de franare pe fiecare roataESP+ABS+EBD+AFU+CSCESP: Electronic stability control = DSC : Dynamic Stability Control : Programul electronic de asigurare a stabilitii-detecteaza si reduce gradul de derapare, intarind stabilitatea masinii

- in caz de derapaj, activeaza franele (facilitand dirijarea vehiculului) drijand vehiculul in directia setata de conducatorul auto

-unele sisteme ESP reduc, de asemenea, din puterea motorului pana cand este restabilit controlul autovehiculului sau chiar opresc alimentarea motorului cu carburant, reducand acceleratia masinii- conform Insurance Institute for Highway Safetysi U.S.National Highway Traffic Safety Administration, o treime din accidentele fatale ar putea fi evitate utilizand aceasta tehnologieControlul electronic al stabilitii(enElectronic Stability Control-ESC;Electronic Stability Programme- ESP) este unul din sistemele desiguran activpentruautomobile. ESC este o tehnic computerizat de control i reglare a stabilitii dinamice (n mers) a vehiculelor, care asigur mbuntirea ei prin detectarea i minimizarea derapajelor i patinajelor. ESC-ul intervine atunci cnd detecteaz o pierdere a controlului asupra autovehiculului acionnd sistemul de frnare astfel nct oferul recapt controlul asupra autovehiculului. Frnarea survenit este o aciune automat, ntreprins selectiv i independent pe oricare dintre roi (de ex., pe roata exterioar din fa pentru contracararea supravirrii sau pe roata interioar din spate pentru contracararea subvirrii). Unele sisteme ESC reduc i puterea motorului pn cnd oferul recpt controlul asupra autovehiculului. Poate fi redus acceleraia mainii prin oprirea alimentrii cu carburant a motorului, oferul sesiznd c pedala de acceleraie nu mai funcioneaz. ESC-ul nu mbuntete performana n virare, ci previne pierderea controlului. Sistemul ESC se bazeaz pe mai muli senzori care detecteaz diferenele de vitez de rotaie ntre roile fa i spate precum i deplasarea asiului n lateral fa de traiectoria impus de sistemul de direcie. Reacia ESP este foarte prompt, de ordinul milisecundelor. Organizaia american non-profit IIHS (Insurance Institute for Highway Safety) estimeaz c prin folosirea acestei tehnologii pe toate autoturismele o treime din numrul accidentelor fatale ar fi prevenite.

Cu ajutorul ESP-ului se poate crete capacitatea de control asupra autovehiculului n situaiile limit ale dinamicii de deplasare. De exemplu, n cazul curbelor luate prea rapid. ESP-ul extinde funcia ABS si reduce pericolul de derapare, n orice condiii ale carosabilului. Prin intervenia punctual asupra managementului motorului i asupra frnelor, ESP-ul mpiedic o posibil derapare a autovehiculului. ESP-ul actioneaza n ntreg domeniul de viteze i se cupleaz automat la fiecare pornire a motorului. Acest sistem poate fi cuplat i decuplat n caz de necesitate, prin apsarea tastei ESP. Dac ESP-ul este decuplat, lampa de control este aprins n permanen. Acest lucru este ns recomandat numai n cazul rularii cu lanuri de zpad i n cazul suprafeelor de rulare afanate, necompacte de exemplu zpad , nisip, pietris.

Electronic stability control(ESC), also referred to aselectronic stability program(ESP) ordynamic stability control(DSC), is a computerized technology[1]

HYPERLINK "http://en.wikipedia.org/wiki/Electronic_stability_control" \l "cite_note-2" [2]that improves the safety of avehicle's stabilityby detecting and reducing loss of traction (skidding)(derapare, alunecare).[3]When ESC detects loss of steering control, it automatically applies the brakes to help "steer"(dirijeaza) the vehicle where the driver intends to go. Braking is automatically applied to wheels individually, such as the outer front wheel to counteroversteeror the inner rear wheel to counterundersteer. Some ESC systems also reduce engine power until control is regained. ESC does not improve a vehicle's cornering performance; instead, it helps to minimize the loss of control. According toInsurance Institute for Highway Safetyand the U.S.National Highway Traffic Safety Administration, one-third of fatal accidents could be prevented by the use of the technology.[]ABS: Anti-lock braking system-previne blocarea rotilor la franare astfel incat soferul sa pastreze controlul asupra directiei; -functioneaza in baza a doua principii: threshold braking (limit braking: franarea de limita) care incetineste autovehiculul la parametri optimi si cadence braking (stutter braking:franarea sacadata) care permite conducatorului auto sa realizeze manevre de ocolire a obstacolului in timp ce are loc incetinirea autovehiculului prin franare. Aceste doua tipuri de principii sunt de fapt abilitati de franare alternata (de gestionare a situatiilor din trafic ce pot conduce la pierderea controlului masinii prin dozarea nivelului de franare) ale soferilor profesionisti care au fost asimilate unor mecanisme mecanice intr-o forma avansata, bineinteles (functionand mult mai rapid si cu un grad de control mult mai ridicat).-cu ajutorul senzorilor inductivi, nregistreaz viteza de rotaie al roilor, iar dac o roat tinde s se blocheze, forta de frnare va fi scazuta pn cnd alunecarea este anihilat.Anti-lock braking system(ABS) is anautomobile safetysystem that allows thewheelson amotor vehicleto maintaintractivecontact with the road surface according to driver inputs whilebraking, preventing the wheels from locking up (ceasing rotation) and avoiding uncontrolled skidding. It is an automated system that uses the principles ofthreshold brakingandcadence brakingwhich were practiced by skillful drivers with previous generation braking systems. It does this at a much faster rate and with better control than a driver could manage.

ABS generally offers improved vehicle control and decreases stopping distances on dry and slippery surfaces for many drivers; however, on loose surfaces like gravel (pietris) or snow-covered pavement, ABS can significantly increasebraking distance, although still improving vehicle control.[1]

HYPERLINK "http://en.wikipedia.org/wiki/Anti-lock_braking_system" \l "cite_note-2" [2]

HYPERLINK "http://en.wikipedia.org/wiki/Anti-lock_braking_system" \l "cite_note-3" [3]Since initial widespread use in production cars, anti-lock braking systems have evolved considerably. Recent versions not only prevent wheel lock under braking, but also electronically control the front-to-rear brake bias. This function, depending on its specific capabilities and implementation, is known aselectronic brakeforce distribution(EBD),traction control system, emergencybrake assist, orelectronic stability control(ESC).EBD: Electronic brakeforce distribution(EBDorEBFD) orelectronic brakeforce limitation(EBL): Distribuia electronic a forei de franare asigura stabilitatea vehiculului prin optimizarea fortei de distributie intre puntea fata si puntea spate. La autovehiculele cu tractiune fa, partea din faa este mai grea dect partea din spate, astfel nct n cazul acionrii frnelor, centrul de greutate al autovehiculului se deplaseaz spre fa. Prin aceasta aderenta la rotile spate scade simtitor si rotile tind sa se blocheze. Prin distributia forei de frnare, franarea automobilului se realizeaza mai eficient, iar fenomenul de blocare al rotilor este inlaturat.Electronic brakeforce distribution(EBDorEBFD) orelectronic brakeforce limitation(EBL) is anautomobilebraketechnology that automatically varies the amount offorceapplied to each of a vehicle's brakes, based on road conditions, speed, loading, etc. Always coupled withanti-lock braking systems, EBD can apply more or less braking pressure to each wheel in order to maximize stopping power whilst maintaining vehicular control.[1]

HYPERLINK "http://en.wikipedia.org/wiki/Electronic_brakeforce_distribution" \l "cite_note-2" [2]Typically, the front end carries the most weight and EBD distributes less braking pressure to the rear brakes so the rear brakes do not lock up and cause a skid.[3]In some systems, EBD distributes more braking pressure at the rear brakes during initial brake application before the effects of weight transfer become apparent.AFU: Asistenta la franarea de urgenta (Aide au Freinage dUrgence), EBA(Emergency Brake Assist), BAS(Braking Assistance System), Brake Assist(BA) este o componenta a noii generatii ESP (programul electronic de stabilitate)Atunci cand conducatorul auto nu exercita o presiune suficienta asupra pedalei de frana in cazul unei opriri de urgenta,cu ajutorul unor senzori,AFU recunoaste/anticipeaza (cresterea si nivelul franarii in timp) incercarea unei franari de urgenta si mareste corespunzator presiune de aplicata asupra pedalei de frana. senzorii detecteaza o franare extrem de rapida, o apasare brusca pe pedala de frana, apasare care, insa, nu este suficient de puternica pentru a efectua o manevra de urgenta, moment in care creierul electronic dicteaza o suplimentare temporara a presiunii in circuitul de franare, astfel incat sa compenseze lipsa de putere a apasarii Emergency brake assist(EBA) orBrake Assist(BA or BAS) is a generic term for anautomobilebraking technology that increases braking pressure in an emergency situation. The first application was developed jointly byDaimler-Benzand TRW/LucasVarity. Research conducted in 1992 at the Mercedes-Benz driving simulator in Berlin revealed that more than 90% of drivers fail to brake with enough force in emergency situations.

By interpreting the speed andforcewith which thebrakepedal is pushed, the system detects if the driver is trying to execute an emergency stop, and if the brake pedal is not fully applied, the system overrides and fully applies the brakes until theAnti-lock Braking System(ABS) takes over to stop the wheels locking up.CSC (Cornering Stability Control/ Controlul Stabilitati la Franare):

-este un nou sistem de siguranta, ce asigura stabilitatea in timpul franarii in curbe prin controlul fortei de franare pe fiecare roata

Termeni frecvent utilizati in domeniul autoStructura ranforsata cu zone de deformare controlata.RANFORS,ranforsez,vb.I.Tranz.1.(Tehn.) A ntri o pies sau o construcie metalic cu ajutorul unor bare, nervuri sau grinzi, pentru mrirea rigiditii lor.2.A suplimenta numrul vehiculelor din reeaua transportului n comun n perioada orelor de vrf. Dinfr.renforcer.

RANFORST, -,ranforsai, -te,adj.Care este ntrit cu ranforturi. Suspensie ranforsat= suspensie mai rezistent la caroseriile de automobil. V.ranforsa.

RANFRT1.Element de construcie alctuit din una sau din mai multe bare de oel profilat, destinat s asigure rigiditatea transversal a unui pod metalic.2.Fiecare dintre nervurile unei pile nalte de beton armat, care asigur rigiditatea acesteia.Centuri de siguranta cu pretensionare pirotehnicaPRETENSIONRE,pretensionri,s. f.Operaie prin care se realizeaz o stare iniial de ntindere sau de comprimare n materialul unei piese, nainte de aplicarea sarcinilor funcionale. [Pr.:-si-o-] Dupengl.pretension.

PIROTEHNE, (2)pirotehnii,s. f.1.Tehnica fabricrii i a utilizrii unor dispozitive, a unor materiale care servesc la aprinderea muniiilor, a armelor de foc, a unor substane explozibile, a artificiilor etc.2.Fabric de muniii. Dinfr.pyrotechnie.Active Seatbelts, the latest step in seatbelt technology.An example of our capability to integrate airbags and seatbelts with new active safety technologies is active seatbelts. These seatbelts make use of the information available in active safety systems such as radar, cameras and/or the electronic stability control (ESC) system to restrain the occupant, even before an imminent crash.

An active seatbelt has an electrically driven pretensioner that tightens the belt as a precaution in hazardous situations. The belt system then releases some webbing (banda) if the driver manages to avoid the traffic hazard. This function could also be used to warn the driver by letting the pretensioner vibrate the seatbelt webbing.

The active seatbelts are controlled by the pre-crash ECU that can either be installed in the vehicle or connected directly with the pretensioner. The pretensioning characteristics are tuned with the specific movements and driving dynamics of the vehicle for optimal control for the intended use of the car (for example, sportsvs.leisure driving). (de pe www.autoliv.ro)

Seatbelt Pretensioners

The idea of a pretensioner is to tighten up any slack in the belt webbing in the event of a crash.

To make sure a seatbelt restrains an occupant as early as possible in a crash, thereby reduce the load on the occupant in a violent crash, Autoliv has developed pretensioners. These tighten the belt during the very first fractions of a second in a crash. Pretensioners also reduce the risk of "submarining" (the car occupant sliding under a loosely tightened seatbelt). Autolivs pretensioners use pyrotechnic devices that are typically controlled by the same sensor system as the airbags.Pretensioners normally work together with conventional seatbeltlocking mechanisms, not in place of them.

Pretensioner devices can be added to any of the belt anchorage points andthere aretypically tree different types of seatbelt pretensioners:

1. Retractor pretensioner

2. Buckle pretensioner

3. Lap pretensioner (normally used in combination with retractor or buckle pretensioners).

Buckle and retractors pretensionsThe most common retractor pretensioner is the ball-in-tube version as seen in the image below. An electricalpulse from theCrash electronics (ECU) ignites a pyrotechnical squib.The burning generant generates a great deal of outward pressure. The pressurepushes the ball in the tube forward over a cogwheel. The cogwheel is connected to the spindle in the retractor and when turning it will extract webbing,up to 120mm. (autoliv.com)ASR: Anti Slip RegulatorAnti Slip Regulator(ASR) este unsistem de control al traciunii(TCS) este de obicei (dar nu neaprat) o funcie secundar a sistemului anti-blocare la frnare pe vehicule de producie (ABS), i este proiectat pentru a preveni pierderea traciunii la roile motoare, i s menin, prin urmare,controlul vehiculului atunci cnd se aplica excesiv acceleratia de ctre conductorul auto i starea suprafeei drumului (din cauza unor factori variabili) nu este n msur s fac fa cuplului aplicat.Sistemul de reglarea a fortei de tractiune reduce momentul de rotaie al motorului n cazul in care, la demaraj, roile tind sa patineze, astfel asigurand o aderen mai bun pe drumurile cu aderenta scazuta, nisip-zapada-gheata. Dac o roata ncepe s patineze, calculatorul motorului reduce sistematic cantitatea de combustibil injectat, lucru prin care puterea motorului, si cu aceasta fora de tractiune care trebuie transmis, se reduce.

Pentru motoarele cu cuplu motor ridicat, sistemul de control al traciunii ofer un confort i o siguran suplimentar, n special pe un carosabil cu aderen scazuta la roi. Sistemul de control al traciunii permite pornirea i accelerarea armonioas fr rsucirea n gol a roilor sau apariia unui decalajul lateral, indiferent de vitez. Sistemul de control al traciunii funcioneaz numai mpreun cu acceleraia controlat electronic i valorific senzorii de turaie a roilor corespunztori sistemelor anti-blocare (ABS). n cazul n care se constat o cretere brusc a turaiei la nivelul unei roi motoare (alunecare), sistemul acioneaz asupra motorului, reduce puterea propulsorului i evit apariia acestui efect. Sistemul de control al traciunii asigur traciunea i stabilitatea de rulare pe parcursul etapei de accelerare la orice vitez i susine n acest mod sigurana activ. n mod suplimentar permite reducerea gradului de uzur a anvelopelor. Activarea sistemului de control al traciunii este indicat prin intermediul unui led care lumineaz intermitent la nivelul instrumentului de bord, include sistemul de blocare electronic a diferenialului (EDS) i face parte din sistemul electronic de control al traiectoriei (ESP). Dezactivarea sistemului de control al traciunii este posibil prin intermediul comutatorului ESP OFF.EDS- Blocarea electronica a diferentialuluiDac o roat motoare pierde aderenta, in conditii grele de deplasare, impiedicand deplasarea autovehiculului, printr-o forta de frnare definit, roata fara aderenta este frnat, astfel forta de tractiune asupra roii se deviaz catre roata cu aderen mai bun, permitand deplasarea .

MSR: Reglarea momentului de rotatie al motorului Aceasta funcie este integrata n sistemul Traction Control (TCS). Dac pe o suprafa carosabil cu polei sau ghea se decelereaza brusc sau se trece ntr-o treapta de vitez inferioar, are loc o alunecare a roilor motoare. MSR-ul nregistreaz acest lucru prin senzorii sistemului antiblocare i stabilizeaza, printr-o ridicare dirijat a turatiei motorului, starea autovehiculului.The so-called engine braking control (MSR). It controls the wheel slippage when the foot it taken off the accelerator. If the drive wheels lose adhesion during severe load changes, the vehicle becomes unstable. It can no longer be steered and may skid. The MSR detects this tendency by comparing the speed of the drive wheels with that of the free-moving wheels and then accelerates slightly if necessary.Engine Drag Torque Control (MSR)

Engine drag torque control (MSR) prevents the driven wheels from locking on slippery surfaces under the influence of engine braking. This can happen if the driver releases the accelerator abruptly or shifts down a gear quickly. The braking effect of the engine may cause the driven wheels to skid. They temporarily lose traction and the vehicle becomes unstable. In such situations, MSR maintains directional stability and boosts safety.The MSR control unit receives the necessary information from thewheel speed sensorsand the engine or transmission control unit via the data bus. If the control unit identifies slipping of the driven wheels, MSR sends a signal via the data bus to theengine management. The engine speed is increased slightly until the driven wheels are once more rotating as fast as the road speed. This keeps the vehicle steerable and ensures that directional stability is maintained. Engine drag torque control is operational across the entire speed range.Grip Control: Active Dumping, Active Return (Servodirectie electrica)DDC: Dynamic Damping Control (DDC)Dynamic Damping Control (DDC), a semi-active suspension system for motorcycles. It is the next logical step forward from its existingElectronic Suspension Adjustment (ESA). BMW has been using similar technology to DDC successfully for years in its top of the range performance cars such as the BMW M3 and M5.

To summarize, DDC automatically changes damping to match how you are riding and what the road surface is like. It does this constantly, multiple times a second. The benefit of this is improved suspension performance. For the rider this means better grip (apucare, inclestare), handling and comfort.

What DDC Does

When stationary, DDC makes no change to damping (amortizare, atenuare).

While accelerating, weight is transferred to the rear. To compensate, DDC increases damping at the rear and reduces damping at the front. (echilibrarea greutatii intre spate si fata) During braking, weight is transferred to the front. To compensate, DDC reduces damping at the rear and increases damping at the front. The change in damping is proportional to the braking force.When ABS is activated it momentarily reduces braking force, DDC compensates by increasing damping front and rear to match.

At steady speeds in a straight line, less force acts on the bike. To improve ride quality, DDC reduces damping front and rear.

On bumpy road surfaces, the suspension is constantly compressing and rebounding. To compensate, DDC adjusts damping front and rear in proportion to the severity of the bumps.

During cornering, g-force increases on the bike. To improve handling, DDC increases damping front and rear. Damping is increased gradually, according to the lean angle.

Whenever traction control intervenes, DDC adjusts damping to maximise grip.

The adjustments to damping depend on whether the springs(arcuri) are compressing or rebounding. Each process is controlled separately.

How DDC Works

The DDC control unit is connected to the CAN bus electrical system and receives inputs from:

sensors measuring spring length and movement

ECU unit

ABS system and

traction control system.

DDC components(click to see a bigger image)

The DDC control unit constantly monitors its inputs and performs the following cycle many multiple times per second:

reads the data from its inputs and determines at that precise moment what the bike is doing (e.g. accelerating or standing still) and what the road surface is like

uses this information to determine the best damping to apply

sends the corresponding data to the damping adjusters on the front and rear suspension units.

No sooner is the cycle completed then DDC reads its inputs again to see what is happening now and what (if any) damping changes are needed to match.The damping adjusters that DDC uses are electrically activatedproportional damping valves. They can change damping in milliseconds, much faster than conventional valves. It is their speed of reaction that makes it possible to create a system that works in real-time.

A rear suspension unit shown with two different cross-sections of a proportional control valve that enables DDC(click to see a bigger image)

The proportional damping valve features a variable ring gap and therefore variable flow cross section for the damper oil. It is the inversely proportional adjustment to flow rate and pressure that gives rise to a change in damping force within milliseconds.

The proportional damping valves are powered electrically.

Activating the ignition first initiates a system check. Information flows from the engine control, ABS control unit, sensor box (DTC) and the spring travel sensors to the DDC control unit. The resulting DDC status is shown on the display in the instrument panel.

When stationary, power to the valves and therefore their actuation are deactivated.

When setting off, the valves in the front and rear dampers are actuated (powered) only slightly.

When accelerating, the valve in the rear strut is actuated more than the front.

At steady speed, valve actuation drops back to its original level (less power than setting off). Information flows from the throttle grip via engine control to the DDC control unit and from there to the damping valves.

To take a series of corners, initially both damping valves are actuated more strongly with increasing inclination starting from the low power supply until the vertex is reached.Whenever the bike returns upright between corners, the actuation of the two damping valves drops to the original power level.When the motorcycle turns into the second corner, valve actuation again rises proportionally to the angle of inclination and again drops from the vertex value.Information flows from the sensor box (DTC) to the DDC control unit and from there to the damping valves.

On uneven road surfaces, the valves in the front and rear dampers are actuated (powered) proportionally to the respective compression travel. Information flows from the front and rear spring travel sensors via the DDC control unit to the valves.

During braking, the actuation of the front damping valve increases proportionally to the deceleration so that the damping forces and therefore riding stability increase as a result. In this case, DDC analyses both the dynamic phase of braking, until constant deceleration and wheel load distribution, and the subsequent static phase.Information flows from the hand brake pump on the handlebar to the ABS and from there via the DDC control unit to the valves.

Section of a front suspension unit with DDCSection of a rear suspension unit with DDC

(click to see a bigger images)

Active suspension

Semi-active suspension automatically changes in real-timeonly damping.

Fully active suspension automatically changes in real-timeboth preload and damping.

Fully active suspension means you have the ideal suspension settings in all conditions. This gives you supreme handling, immense grip and great comfort.

Currently fully active suspension is not available for mass-produced road vehicles but it remains a future goal.

Fully active suspension was raced very successfully by the top teams in Formula 1 during the 1980s especially Lotus. Their system actively moved the wheels up and down by hydraulic rams to follow the road surface, there were no springs at all! It demanded very precise analysis of the tarmac in front of the wheels and extremely fast hydraulic rams.

It was so expensive that only the top teams could develop it but it gave them such a performance advantage over the less well financed teams that each F1 race was effectively two races in one: those with active suspension and those without. Eventually it was banned as it comes under the category of driver aids such as ABS that simplify driving the car. The policy in F1 is to reward the most skillful drivers so driver aids are banned.

For those reasons there are no plans to re-introduce fully active suspension although nowadays the technology would be affordable by all teams in F1.

Further Info

For further info about DDC check out the following:

BMW Semi-Active Suspension DDC by Kevin Ash

HYPERLINK "http://www.ashonbikes.com/content/bmw-semi-active-suspension-ddc"

BMW DDC: Semiactive suspension technology (motorcyclerider.de)CAN busCAN bus(forcontroller area network) is avehicle busstandard designed to allowmicrocontrollersand devices to communicate with each other within a vehicle without ahost computer.

CAN bus is amessage-based protocol, designed specifically for automotive applications but now also used in other areas such as aerospace, maritime, industrial automation andmedicalequipment.

Development of the CAN bus started originally in 1983 atRobert Bosch GmbH.[1]The protocol was officially released in 1986 at theSociety of Automotive Engineers(SAE) congress inDetroit,Michigan. The first CAN controller chips, produced by Intel and Philips, came on the market in 1987.

Bosch published several versions of the CAN specification and the latest is CAN 2.0 published in 1991. This specification has two parts; part A is for the standard format with an 11-bit identifier, and part B is for the extended format with a 29-bit identifier. A CAN device that uses 11-bit identifiers is commonly called CAN 2.0A and a CAN device that uses 29-bit identifiers is commonly called CAN 2.0B. These standards are freely available from Bosch along with other specifications and white papers.[2]In 1993 the International Organization for Standardization released the CAN standard ISO 11898 which was later restructured into two parts; ISO 11898-1 which covers the data link layer, and ISO 11898-2 which covers the CAN physical layer for high-speed CAN. ISO 11898-3 was released later and covers the CAN physical layer for low-speed, fault-tolerant CAN which is not part of the original Bosch specification. These standards may be purchased from the International Organization for Standardization (ISO).[3]CAN in Automation (CiA) also published CAN standards; CAN Specification 2.0 part A and part B, but their status in now obsolete (substituted by ISO 11898-1).[4]Bosch is still active in extending the CAN standards. In 2012 Bosch released CAN FD 1.0 or CAN with Flexible Data-Rate. This specification uses a different frame format that allows a different data length as well as optionally switching to a faster bit rate after the arbitration is decided, but CAN FD is compatible with existing CAN 2.0 networks so new CAN FD devices can coexist on the same network with existing CAN devices.

CAN bus is one of five protocols used in theon-board diagnostics(OBD)-II vehicle diagnostics standard. The OBD-II standard has been mandatory for all cars and light trucks sold in the United States since 1996, and theEOBDstandard has been mandatory for all petrol vehicles sold in the European Union since 2001 and all diesel vehicles since 2004.[5]Electronic Suspension Adjustment (ESA)In the BMW K 1200 S the first electronic chassis adjustment function in motorcycle construction celebrated its premiere: ESA. This optional feature enables the rider to adapt the chassis of the motorcycle ideally to his riding style, the load of the motorcycle and the road conditions in question.

Using a button on the left handlebar panel, the rider can vary the suspension and damping characteristics of the front and rear suspension strut (bara comprimata, stalp). Adjustment is effected in two steps by means of a control unit in the central electronics system.

In the first step, the rider sets the pre-load of the spring mount according to the motorcycle load (solo; solo with luggage or passenger, with luggage and passenger).An electrical motor performs the adjustment function which is only possible when stationary for reasons of functional efficiency and safety.

In the second step, the rider selects the damper setting appropriate to his riding style: here, Sport, Normal and Comfort modes are available. The setting of damping characteristics can also be undertaken while riding. In the front ESA strut, the rebound damping is adjusted, in the rear strut both the rebound and compression stages are adjusted. The actual adjustment is performed by step motors directly at the damper. The electronic systems selects the damping rate which is appropriate for the spring rest selection: thus suspension and damping characteristics are always perfectlymatched. Since the rider can combine all three modes for load and riding style, a total of nine different adjustment programs are in fact available to him. A display on the info flatscreen in the cockpit indicates the currently selected program.

The advantage of electronic chassis adjustment with ESA as compared toconventional mechanical adjustment of spring pre-load and damping characteristics lies in the constantly harmonious co-ordination between all chassis components. The rider also saves awkward and time-consuming fiddling with tools: instead he can make adjustments conveniently by a press of the button within ten seconds. This makes it possible to adjust the chassis within a very short time, for example when taking a pillion along at short notice or in the event of a sudden change in road surface characteristics.

With the ESA system, BMW Motorrad gives the riders of the K 1200 S, K 1200 R, R 1200 R and R 1200 RT a convenient, fast and simple-to-operate instrument for optimum chassis adjustment allowingthem to exploit the full potential offered by a modern chassis. In this way ESA system, which is unique in motorcycle construction, represents an efficient contribution to achieving more safety and comfort on the road.Servodirectie electrica: Active Return si Active DampingSistem active Return(AR): Daca avem un vehicul ce abordeaza un viraj, avand o viteza cuprinsa intre 10 si 30 de km/h, fara AR, atunci cand soferul elibereaza volanul, acesta nu revine complet pe pozitia axei centrale, iar cu AR, servodirectia aplica un usor cuplu pentru ca volanul sa revina pe pozitia axei centrale.

Sistem Active Dumping(AD): Daca avavem un vehicul care abordeaza un viraj, avand o viteza de 90 km/h, fara AD, datorita fortei de inertie a vehiculului, atunci cand soferul elibereaza volanul, acesta oscileaza in jurul axei centrale, iar cu AD, servodirectia aplica un usor cuplu volanului pentru a reveni pe axa centrala, fara sa mai oscileze.PSA EMP2 platformTheEMP2(Efficient Modular Platform) is acar platformthat has been developed byPSA Peugeot Citronfor compact and mid-sizecarswithfront wheel driveorfour wheel driveand transverse engine. It replaces thePF2andPF3platforms in one combined modular platform, and cost PSA 630 million to develop.[1]The new platform is highly modular, with a choice of short and long wheelbase, low or high riding height, and a choice of independentmulti-linkortwisted-beamrear suspension. Comparing to the predecessorPF2, the platform reduces the weight by 70kg usingvery high strength steel, aluminum and magnesium alloys, and composite materials.[2]The first vehicles to use the platform are the 2013Peugeot 308(second generation) and theCitron C4 Picasso(second generation).

PSA Peugeot CitroenandGeneral Motorsplanned to use EMP2 platform for several vehicles developed under PSA-GM alliance.

Threshold brakingorlimit brakingis a HYPERLINK "http://en.wikipedia.org/wiki/Driving" \o "Driving" drivingtechnique most commonly used in motor racing, but also practiced in road vehicles to slow a vehicle at the optimum rate using the brakes. HYPERLINK "http://en.wikipedia.org/wiki/Threshold_braking" \l "cite_note-SGI-1" [1]The technique involves the driver controlling the brake pedal (or lever) pressure to maximize the braking force developed by the HYPERLINK "http://en.wikipedia.org/wiki/Tires" \o "Tires" tires. The optimal amount of braking force is developed at the point when the wheel just begins to HYPERLINK "http://en.wikipedia.org/wiki/Slip_(vehicle_dynamics)" \o "Slip (vehicle dynamics)" slip.

Cadence brakingorstutter brakingis an advanced driving technique that involves pumping the brake pedal and is used to allow a car to both steer and brake on a slippery surface. It is used to effect an HYPERLINK "http://en.wikipedia.org/wiki/Emergency_stop" \o "Emergency stop" emergency stopwhere traction is limited, to reduce the effect of skidding from road wheels locking up under braking. This can be a particular problem when different tyres have different traction, such as on patchy ice for example. Its use in an emergency requires a presence of mind that the situation itself might preclude (a face imposibil). Cadence braking is supposed to maximise the time for the driver to steer around the obstacle ahead, as it allows him to steer while slowing. It needs to be learned and practiced. For most drivers of modern cars, it has been entirely superseded by HYPERLINK "http://en.wikipedia.org/wiki/Anti-lock_braking_system" \o "Anti-lock braking system" ABS, however it is still a valuable skill for drivers of non-ABS equipped vehicles such as HYPERLINK "http://en.wikipedia.org/wiki/Classic_car" \o "Classic car" classic carsor HYPERLINK "http://en.wikipedia.org/wiki/Economy_car" \o "Economy car" economy cars.

Anengine control unit (ECU), now called the HYPERLINK "http://en.wikipedia.org/wiki/Powertrain_control_module" \o "Powertrain control module" powertrain control module(PCM), is a type of HYPERLINK "http://en.wikipedia.org/wiki/Electronic_control_unit" \o "Electronic control unit" electronic control unitthat controls a series of HYPERLINK "http://en.wikipedia.org/wiki/Actuators" \o "Actuators" actuatorson an HYPERLINK "http://en.wikipedia.org/wiki/Internal_combustion_engine" \o "Internal combustion engine" internal combustion engineto ensure optimal engine performance. It does this by reading values from a multitude of HYPERLINK "http://en.wikipedia.org/wiki/Sensor" \o "Sensor" sensorswithin the engine bay, interpreting the data using multidimensional performance maps (called HYPERLINK "http://en.wikipedia.org/wiki/Lookup_table" \o "Lookup table" lookup tables), and adjusting the engine actuators accordingly.

Before ECUs, air/fuel mixture, ignition timing, and idle speed were mechanically set and dynamically controlled by HYPERLINK "http://en.wikipedia.org/wiki/Machine" \o "Machine" mechanicaland HYPERLINK "http://en.wikipedia.org/wiki/Pneumatics" \o "Pneumatics" pneumaticmeans. One of the earliest attempts to use such a unitized and automated device to manage multiple engine control functions simultaneously was the " HYPERLINK "http://en.wikipedia.org/wiki/Focke-Wulf_Fw_190" \l "Fw_190_V5" \o "Focke-Wulf Fw 190" Kommandogert" created by HYPERLINK "http://en.wikipedia.org/wiki/BMW" \o "BMW" BMWin 1939, for their HYPERLINK "http://en.wikipedia.org/wiki/BMW_801" \o "BMW 801" 80114-cylinder aviation HYPERLINK "http://en.wikipedia.org/wiki/Radial_engine" \o "Radial engine" radial engine. HYPERLINK "http://en.wikipedia.org/wiki/Engine_control_unit" \l "cite_note-1" [1]This device replaced the 6 controls used to initiate hard acceleration with one control in the 801 series-equipped aircraft. However, it had some problems: it would surge the engine, making close formation flying of the Fw 190 somewhat difficult, and at first it switched supercharger gears harshly and at random, which could throw the aircraft into an extremely dangerous stall or spin.