The TCS abbreviation is decrypted as Traction Control System and denotes the thrust control system or an anti-slip system. This system has more than 100 years of history, during which it in simplified form was first used not only on cars, but also on steam locomotives and electric locomotives.

The deep interest of automakers to the TCS system appeared only in the second half of the 60s of the 20th century, which is due to the advent of electronic technologies. Opinions on the use of Traction Control System are not unambiguous, but despite this, the technology has taken place and for about 20 years is actively used by all leading autocontracens. So, what is TCS in the car, why do this system need and why did you get such widespread use?

The TCS electro-hydraulic anti-skid system is among the active safety systems of the car and is responsible for preventing the protruding wheels on wet and other coatings with a reduced clutch. Its task is to stabilize, leveling the course and improve the clutch with the roadpapers automatically on all roads, regardless of speed.

The disruption of the wheels in the slip occurs not only on the wet and the frozen asphalt, but also with a sharp braking, start from the place, dynamic acceleration, passing turns, driving around the roads with different coupling characteristics. In any of these cases, the thrust control system will respectively react and warn the emergency.

The effectiveness of Traction Control System says the fact that after its testing on the Ferrari's high-speed car, she was adopted by teams of Formula 1 and is now very widely used in motor racing.

How the TCS system works

TCS is not fundamentally new and independent administration, but only complements and expands the capabilities of an unsolicited ABS - anti-lock system that prevents the blocking of the wheels during braking. The anti-test system successfully uses the same elements that are available to ABS: the sensors on the wheel hubs and the system control unit. The main task is to prevent the loss of the adhesion of the leading wheels with the road with the support of hydraulics and electronics controlling the braking system and the engine.

The process of operation of the TCS system is as follows:

• The control unit constantly analyzes the speed of rotation and the degree of acceleration of the leading and slave wheels and compares them. The sharp acceleration of one of the leading wheels is regarded by the system processor as a loss of clutch. In response, it affects the mechanism of braking this wheel and fulfills its forced slow motion in automatic mode, which the driver only states.
• In addition, TCS has an impact on the engine. After receiving a signal about changing the speed of rotation of the wheels from the sensors to the ABS control unit, it sends data to the ECU, which gives the command to other systems forcing the engine to reduce the traction force. The engine power decreases due to the delay in the ignition, stopping sparking or reduce the supply of fuel in some kind of cylinder, and besides, the throttle can be covered.
• The newest anti-duct systems can also affect the operation of the transmission differential.

The capabilities of TCS systems are determined by the complexity of their device, based on what they make adjustments to work only one of the car systems or several. In multilateral participation, the anti-slip system can use different mechanisms of influence on the road situation, including the system that is most suitable in these conditions.

Opinions and facts about TCS

Although many experienced drivers note that the anti-slip mechanism slightly reduces the performance of the car, for an unsuccessful motorist Traction Control System - an indispensable assistant, especially when control over the road situation, for example, during bad weather, is lost.

If desired, TCS is disconnected by a special button, but before that it is worth remembering the list of those advantages that when disabling becomes inaccessible:

• simplify start and good overall handling;
• high safety when turning turns;
• prevention of driving;
• reduction of risks when driving on ice snow and wet asphalt;
• slow wear of rubber.

The use of the anti-slip system carries some economic benefits, since 3-5% reduces fuel consumption and increases the engine resource.

The grip of the tires with the road surface is in everyday life "Powder" - is valued by the weight of gold. It is necessary to say that manufacturers of leather vehicles are climbing, inventing all new "cartridges" to use it most effectively. And if the "first swallow" became ABS, then the modern trend - Trexchn control, essentially ABS on the contrary.

"Holder" is not infinite

Before you climb into the electronic debris of modern motorcycles, remember what we fight. "Holder" is the maximum force attached to the wheel at which it still holds for asphalt, does not slide. Moreover, it is important to understand that, roughly speaking, the tire is still, from which side the power is attached, the main thing is its maximum value. In reality, there are different forces on the tire. It is trying to move it from the trajectory as longitudinal effects (during acceleration or braking) and transverse (in turn). At the same time, the main amount of strength (or superposition) remains the main one. If, for example, we want to maximize the adhesion of tires with asphalt to counteract centrifugal strength, you will have to abandon braking or acceleration on the arc. Or vice versa, it is possible to make it possible to replete as efficiently only on a straight line, any turn will require its adhesion in the stain of the contact. But long ago, the tests have shown that the maximum "holder" on dry asphalt is achieved with a small slip, almost on the verge of transition from rolling friction to the friction of sliding. It is this moment the creators of anti-lock systems and are trying to use for the benefit of the pilot, at the same time releasing from the Uza, that is, the friction of slip. When braking the ABS system, allow the wheel to break into the UZ for some moments and immediately - the electronics tracks the wheel stops very quickly - again give rubber to restore grip with asphalt. Why not make the effect work for overclocking? That is how the engineer from Honda, who developed the ABS + TCS system for the ST1100 Pan EUROPEAN model in 1992 was reasoned. As soon as the difference in the angular velocities of the wheels (and it was measured by two ten years ago through the ABS sensors) exceeded a certain amount, the brain of the motor control took the ignition in the "Lateness" (the motik was carburetor, and there was no possibility to affect the mixture), And the motor traction sharply fell.

It is easy to assume that the difference between the angular velocities of the wheel rotation decreased, and as soon as it reached a reasonable - according to the "brains" - the limit, the motor was returned to the standard mode. But the system has shown a motorcycle from the active slip during overclocking in a straight line, without saving from the lousyides when the gas handle is inactive. After all, in the slope, rip the wheel in the slip is much easier due to the fact that part of the "holder", as we remember, is spent on opposition by centrifugal strength. If the sum of the forces coming to the spook contact of the tire with the road will exceed the strength of friction, the wheel is angry in the UZ, and the motorcycle feed will turn outwardly by turning the bike sideways to the rotation trajectory. There are three options for the development of the situation. The first, the best: the pilot was not frightened and did not closed panic choke, but dropped the gas quickly, but smoothly - and the motorcycle stabilized. The second, "continued": the pilot continued to open gas, and through the MiG motorcycle "LEOM" (Lousid). The third, "brutal": if the pilot closed the gas late or too sharply, the rubber instantly reiterates a reliable grip with asphalt, but the kinetic energy of the "vilantal" movement makes the motorcycle jump, roll over and throw a pilot from the saddle (Highside). So, modern traction control systems are just struggling for holding the rear wheel on the edge of the clutch of rubber with a road surface and enter the work mainly just in turns when the risk of letting the rear wheel in a lot above the average.

How do they do it?

We note immediately: there is no similarity from motorcycle and automotive anti-duct systems. In the world of four wheels, the traction control system not only play with the engine of the engine, but also determine individual wheels. We also have only one drive wheel and the correction of the engine thrust exclusively at a smaller side. Motorcycle Antibuch has now become so fashionable trend that almost all motorcycle producers are engaged in the active introduction of similar devices, but we will list the most striking representatives of this new breed of electronic "mules". The first systems of the current century, designed to make a reaction to gas more smoothly and thereby deal with the demolition of the rear wheel on the "civilian" devices, began to apply in the liter "Giser" 2007. There were neither wheels of rotational speed sensors (speedometer not counting), no gyroscopes, but there was a second series of throttle dampers with a stepping electric motor controlled by "brains". According to indirect parameters (motorcycle speed, the selected gear, the position of the gas handle) was estimated on the motor, and on the basis of these parameters, the controller of the ignition and injection systems depending on the selected management program (and there were three of them there) limited the traction, or rather, the speed Dialing the engine of revolutions under one or another load.

Behind the liter followed "younger brothers" - acquired multi-mode "brains", which even in the current "six hundred." The "Stabilizer" on MV Agusta F4 works on the same principle. Yes, it works, but painfully inaccurately. Without the opportunity to track the road situation in direct parameters (the angle of the motorcycle, the speed of rotation of both wheels), such a way to protect the rear wheel from the demolition can only be called conditional. The BMW concern became in 2006 with quite a "civil" R1200R. Here and the speed of rotation of the wheels were tracked through the sensors of the ABS system, and, like on an ancient Pan-Europe, the ignition was slipped later, and the mixture is poorer, and the BMW ASC (Automatic Stability Control) system is much smaller and wheezing. A little later, the fighter for justice became Ducati, in 2008 presenting the DTC system on the model 1098r (Ducati Traction Control). Of course, she had little in common with a similar "pribluda" used in WSBK, but nevertheless there were already speed sensors on both wheels (the signal was given the brake disc bolts), and the correction of thrust (through the change in the angle of the ignition and the amount of fuel supplied ) It was performed on the basis of "live" indicators obtained in real time, although also on the template control system prescribed in the memory (like Suzuki and MV Agusta). The fundamental difference is that the slipboard was tracked not only through a sudden growth of the rotation of the crankshaft, but also through the speed of rotation of both wheels. The "civilian" traction from the racing is that at serial sports barkers, unlike racing, no sensors of suspension positions, and in races, few people are interested in saving gasoline, and when slipping on racing Ducati "swed" ignition. However, if such a way to apply on a serial machine with a standard exhaust, then after a couple of such anti-bouquet triggers, the catalyst will hang on the wire from the lambda probe, therefore "chicken" also fuel, sacrificing a small loss of thrust due to "drying" inlet channels. The degree of "intervention" of electronics in the nature of the motor is divided into eight steps, plus the system can be disabled at all. However, on the new Multistrada, the speed of rotation of the wheels is no longer read on the bolts, but from the ABS sensors - it is much more accurate, because if you read the speed of bolts, it turns out 6-8 pulses for the turnover of the wheel (i.e. 60 and 45 degrees between pulses), and If through the "comb" of the induction sensor ABS, then you can get up to forty pulses per revolution. But returning to the chronology of events, say honestly, the BMW ASC system on the opposite neykened R1200R did not leave, because in 2009 there appeared DTC (Dynamic Traction Control) on the S1000RR-nightmare sportbike for Japanese manufacturers. She can rightfully carry the title of masterpiece of engineering thought, because it contains not only these ABS sensors, but also a gyroscope that tracks rolls and a differential machine. It is due to the gyroscope on S1000RR it is impossible to "overcelace" (of course, if the DTC system is not completely disabled), and also to accurately track the situation in the turn (after all, if the antibook is reinsured and earned ahead of time, then less thrust will be able to implement that lead to unnecessary loss of speed ).

For example, in SLICK mode, the engine is cut by electronic chokes and nozzles, it is necessary to demolish the feed, but only with a motorcycle rolls more than 23 degrees, which implies adequately accurate gas treatment. But even on the journalistic test in Portimao, many noticed that when leaving the high-speed right turn, with a rise to the finishing direct motorcycle, the front wheel in the air was confidently, despite the program "Antili". BMW electrical engineers were limited to foggy explanations about the combination of factors (slope-lift-acceleration), which confused the electronic "brain". In addition, from the experience of the operation of the editorial sports BMW, it is possible to say that the Bavarian version of "Antibuks" is still rude, leading to the scope of rubber after several track sessions. Also, Kawasaki engineers on ZX-10R Ninja, who debut this winter ("Moto" № 02-2011) - There, traction control carries both the charms of BMW-Shan DTC and some templates similar to those used on the former "NINSS" (in fact, like Suzuki), which allows him Work not only in the "battle", but also in preventive mode, stopping the attempts of a breakdown of the wheel in the UZ to the root. But Yamaha decided that at the Big Turnuro Super Tén? R? It does not need a gyroscope, and limited to the usual (according to current standards) Antibux, using only the readings of the ABS sensors. The result - there are as many complaints as enthusiasm.

View in tomorrow.

In view of the increasing "electronization" of modern motorcycles, moving to electronic control of chokes, as well as with the development of ABS systems, I think that after a dozen years, Trackshne control will appear even on scooters. And perhaps, no longer with induction sensors, which are known to start working only when a certain speed is reached (usually 15-20 km / h), and with the Hall sensors that do not care about the speed (now on most cars, the wheels of rotation speeds - Halls).

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Trexchn control - what is it? Not every experienced motorist will be able to easily and quickly answer this question. Nevertheless, this system, which is firmly entered under different names in cars of various brands, is considered one of the most effective means of active safety with which manufacturers associate a number of hopes in the field of decline in road accidents.

We will try to figure out what is modern track control and understand how effective it is effective.

ASR / TRACTION CONTROL - what it is

So let's figure it out what is tracked control? In simple language, this is a system that includes a coupling by redistributing torque between the driving wheels of the car, the anti-lock system, selectively slower wheels, as well as a set of sensors with a control unit, coordinating the action of these devices for cleaning the car drift and slip the wheels.

In essence, today tracching control combines the possibilities of bidding and anti-ducting systems, although it was originally created as an effective tool to combat slip.

The well-known fact that the first automotive brand, the American company BUICK, introduced the system, introduced a system called Maxtrac in 1971.

The operation of the system was focused on preventing the protrusion of the drive wheels, and the control unit by means of sensors determined the slip and fed a signal to reduce engine speeds by interrupting the ignition in one or more cylinders, that is, "stole" the motor.

A similar scheme turned out to be very lively and today is used by almost all automakers. However, at that time the anti-test system did not have a function of the dynamic stabilization of the car.

A significant role in the development of the Traction Control system (abbreviated - TRC) was made by the Japanese engineers of the Toyota concern. It was one of them one of the first to occur to use the principles laid in the system to stabilize the car in the event of an emergency.

Video - Toyota company tells how Trackshchen control works:

The distinction of TRC from Toyota became a comprehensive approach to the design of the system, which included sensors of angular velocity in the wheels of the car, tracking the speed of rotation of each of the wheels, as well as the use of integrated traction reduction methods.

In the first versions of the passenger cars, the reduction of thrust was also made by the "discontinuity" of the motor, and in modern versions of the system installed on (for example, the popular Toyota RAV-4), a selective decrease in the speed of rotation of this or that wheel is carried out using a regular viscous Gets signals from the central system control unit.

At the same time, the Viscounts does not reduce the moment on the axle wheel, and in proportion to the torque value on the wheel, which has a better grip with an expensive. Such a "power" way is returned to the required trajectory and does not arise dangerous development of the drift, but already in the opposite side of the side.

Advantages and Disadvantages of Modern Traction Control System systems

Modern tracking systems have a number of advantages and disadvantages. To the first, of course, it is possible to attribute greater safety of the ride, because the system is able to "recognize" the risk of driving and repay its development.

On the other hand, such "help" relaxes the driver, which can lead to less caution when driving on a slippery coating. In addition, you should not forget about situations where the wheel slip is not evil, but, on the contrary, is able to be an assistant driver.

By the way, this statement applies at all to the fans of drift and high-speed riding on racing highways, and those drivers who are often driving off-road or deep snow. For example, the anti-duct and bonus systems are able to play a dick joke if you decide to overcome the "lanta" a snowy virgin.

Artificially limiting the revolutions, the system is able to drown out the car's motor in the most responsible moment, and such a "gift" will end in search of the tractor. In order to avoid such unpleasant situations, practically provide for the possibility of disconnecting the tracking control, for which the individual key on the central console of the car is used.

As a rule, it causes the corresponding designation (on the same Toyota crossovers is "TRC OFF"). Using the key, you can deactivate the system in order to successfully overcome the complex area.

Using Treatment Control in Real Operation

Despite the fact that many modern cars have the option of tracking control, not all drivers know how to use this system. Let's try to figure out how to use Traction Control System on the example of the Toyota RAV-4 car.

In the normal mode of movement, so to speak, "by default", the TRC system on Toyota is activated constantly. Its intervention in the first glance is completely unnoticed, however, if one or several wheels of the car hit the slippery section of the road, the system comes into effect, "directing" the car in the right direction and hinder the development of drift.

In practice, this can be seen by selective response of the anti-lock brake system, which is accompanied by a characteristic crunch, as well as a decrease in the reaction to the gas pedal. In addition, the appropriate indicator flashes on the system response on the dashboard.

In Toyota TRC OFF cars - what is the button and how to use it

In order to disable the stabilization system, as already mentioned, the driver will need to press the button with the inscription "TRC OFF" on the central console of your Toyota. This should be done as consciously as possible - only if the wheel slip is indeed a prerequisite.

In addition to the above-mentioned road off-road, disconnect the tracks, it also makes sense in cases where intensive acceleration of the car (for example, to overcome the "stroke" of complex areas on the road.

It is necessary to separately mention the fact that in the Toyota TRC crossover is not completely disconnected, that is, pressing the "TRC OFF" key only briefly deactivates the system. In addition, the system automatically turns on when the speed reaching 40 kilometers per hour is achieved, which signals the inscription "TRC ON" on the dashboard.

Accordingly, if necessary, a re-shutdown button will have to be pressed again. This precaution of the manufacturer is justified by security standards, since today it is tracked control is considered one of the most efficient security systems.

As a matter of fact, this statement is supported by road traffic accidents in different countries, and many independent organizations lobby the introduction of legislative standards, providing the use of TRC systems on all vehicles sold in the market, regardless of the configuration.

RESULTS

As you can see, tracking is a really user-friendly security system that simplifies the life of the driver. The possibility of forced shutdown allows you to avoid situations where the TRC work can negatively affect the driving car.

However, any electronics is only an assistant, in no way that is a guarantee of security. Make a ride of truly trouble-free and competently capable driver.

We disassemble the so-called or when the rubber should be changed.

Forgot to write, Kuga-2, Titanium, 150l.s., automatic transmission.

Regarding drift.
Our thoughts were such that the ESP worked the car must be put into driving. For this we tried to do this:
1) Before turning a sharp brake into the floor, not releasing consciously the brake turn the steering wheel, as soon as the back of the car went to the skid, you let go of the brake (during the drift I have to turn the ESP) and you will give a gas to the floor, with all these actions, the engine must be "invent" the electronics automatically. That is what we have provoked and expected to see but in fact it was so:

At that moment, as a car almost began to deploy 90 degrees and a sharp pressure of the gas pedal to the floor + work with the steering wheel, I saw that the front wheels were thrown into the side of snow and ice jets, and there was no "indinction" in the engine. If the gas is at least 180 degrees to rearrange the gas. It was we did not understand what the jokes of the praised electronics on K2. On K-1, the driver said ESP in these situations flashes and here for some reason there is no.
I want to note that the driver experienced crossover and KUGU-1 knows very well since he is the owner of this model. So I did not understand anything about AWD or ESP on K2, can it work on asphalt or off-road?

From my experience in Grand Vitara

1. ESP will not cut down and more than 40 km.ch. The electronics automaton will always turn it on.
2. Without ESP, it is possible only on low.
3. ESP blocks drifts and stifles the engine, it is easy to check if you remove the ABS (ESP) fuse 40a for comparison
The behavior of the car.
At first it seems that the car has become rustling, it is touched with the slip of the wheels, but the direction is exactly worse on the road.
With intense acceleration in the floor, as on the front-wheel drive machine, it is necessary for the steering wheel and gas to withstand the course.
In general, with all the electronic assistants in the snow, it is not particularly locked in the snow, you will not twist in place, you will not go sideways in the manageable drift. And no matter how electronics helped the all-wheel drive car, only his head saved me.

4. ESP can work as an imitation of axial locks in some situations. On the other hand, ESP when slipped the engine, which can plant a car in dirt or snow but in the ice on spikes, the car travels predictably and confidently. ESP on Vitar interferes with the control adequately, i.e. Stifts the engine I. whether he doesn't chat at allSuch situations were and was inhibited from me to slow down the archnote - one side of the wheels on the asphalt, one on the snow, the speed of 70-80km, only strong hold of the steering wheel helps, since he is friends with feedback.

EBD is the distribution of brake efforts, the system monitors the wheels to slow down evenly. ABS does not allow blocking wheels when braking, and therefore, the loss of controllability during braking. The brakes had to get used to the back of the brakes, too, discovers, because the brakes are very grip, while braking is evenly happening, the car does not peck the car - the EBD is felt.

ESP is generally a very generalized name, this is not one system, but a whole complex of systems, mechanical and electronic, the total goal of which is to control the stability of the car movement, prevent drum, etc. TCS / TRS is a traction control system, often included in the ESP, does not allow the wheel slip, especially when starting, smoothly passing the torque. ESP. This is a very important thing first for security, the system of course stability helps stabilize the car in a drift, secondly in ESP sewn the "Antibux" function or TRC. As soon as you give the pedal to the floor, the traction is not recruited, the wheels begin to reflect in the right places, does not lead the car.

When there was a hinder and great interest in this personally checked the imitation of the blocking of differentials, and the blocking works well on the vitara, the car is not even afraid of strong diagonal hanging, it leaves literally on 2 wheels when 2 others are completely in the air, you need to follow the gas to brake . The pads were pressed and the torque passed to the loaded wheels!