Sensotronic Brake Control ( SBC™ ) works electronically. and therefore faster and more exactly. than a conventional hydraulic braking system. Equally shortly as you press the brake pedal and the detectors identify the driving state of affairs in manus. the computing machine makes an exact computation of the brake force necessary and distributes it between the wheels as required. This allows SBC™ to critically cut down halting distances. SBC™ besides helps to optimize safety maps such as ESP® . ASR. ABS and BAS. With Sensotronic Brake Control. electric urges are used to go through the driver’s braking bids onto a impulsive state of affairs. calculates the optimal brake force per unit area for each wheel. As a consequence. SBC offers even greater active safety than conventional brake systems when braking in a corner or on a slippery surface. A hard-hitting reservoir and electronically governable valves guarantee that maximal brake force per unit area is available much Oklahoman. Furthermore. the system offers advanced extra maps to cut down the driver’s work load.
These include Traffic Jam Assist. which brakes the vehicle automatically in stop-and-go traffic once the driver takes his or her pes off the gas pedal. The Soft-Stop map – another first – allows peculiarly soft and smooth fillet in town traffic When drivers hit the brake pedal today. their pes moves a Piston rod which is linked to the brake supporter and the maestro brake cylinder. Depending on the pedal force. the maestro brake cylinder builds up the appropriate sum of force per unit area in the brake lines which – in a tested and tried interaction of mechanics and fluid mechanicss – so presses the brake tablets against the brake phonograph record via the wheel cylinders. By contrast. in the Mercedes-Benz Sensotronic Brake Control. a big figure of mechanical constituents are merely replaced by electronics.
The brake supporter will non be needed in future either. Alternatively detectors gauge the force per unit area inside the maestro brake cylinder every bit good as the velocity with which the brake pedal is operated. and pass these informations to the SBC computing machine in the signifier of electric urges. To supply the driver with the familiar brake feel. applied scientists have developed a particular simulator which is linked to the tandem maestro cylinder and which moves the pedal utilizing spring force and fluid mechanicss. In other words: during braking. the propulsion unit is wholly disconnected from the remainder of the system and serves the exclusive intent of entering any given brake bid. Merely in the event of a major mistake or power failure does SBC automatically use the services of the tandem maestro cylinder and immediately establishes a direct hydraulic nexus between the brake pedal and the forepart wheel brakes in order to slow the auto safely. The cardinal control unit under the bonnet is the centerpiece of the electrohydraulic brake.
This is where the interdisciplinary interaction of mechanics and electronics provides its greatest benefits – the personal computer. package. detectors. valves and electric pump work together and let wholly fresh. extremely dynamic brake direction: In add-on to the informations relating to the brake pedal propulsion. the SBC computing machine besides receives the detector signals from the other electronic aid systems. For illustration. the anti-lock braking system ( ABS ) provides information about wheel velocity. while Electronic Stability Program ( ESP® ) makes available the information from its maneuvering angle. turning rate and transverse acceleration detectors. The transmittal control unit eventually uses the informations main road to pass on the current drive scope. The consequence of these extremely complex computations is rapid brake bids which guarantee optimal slowing and driving stableness as appropriate to the peculiar drive scenario. What makes the system en more sophisticated is the fact that SBC calculates the brake force individually for each wheel.
