With the growing number of road accidents today, car companies are continuously coming up with new safety features that will avoid car crashes. In fact, one automaker says it can help drivers put the brakes on crashes.

Nissan is once again creating a mark in the automotive industry by rolling out an automated emergency braking system.

The said system will be equipped with distance and speed sensors that will detect a potential crash. One it has detected such possibility, the system slightly lifts the gas pedal to warn the driver. If the driver then eases pressure on the gas, the system automatically applies the brakes.

Motorists should not worry about controlling the vehicle for Nissan says drivers will still maintain control of their vehicles at all times.

Nissan’s new braking feature will be available in its U.S. models next year.

Nissan has always been looking out for their clients’ safety. They only use the finest materials and the latest technology to produce world-class vehicles.

Boasting new safety technology, more refined styling and an improved suspension, the B9 Tribeca is the first-ever Subaru SUV with available seating for seven passengers. The B9 Tribeca features a 245-hp 6-cylinder Boxer engine and a Symmetrical All-Wheel Drive system as its core technology. Subaru is America’s All-Wheel Drive leader, with Symmetrical All-Wheel Drive standard on every vehicle in its model line.

The Subaru B9 Tribeca earned the highest rating in the U.S. Department of Transportation’s National Highway Traffic Safety Administration (NHTSA) New Car Assessment Program (NCAP) crash tests (2006 model tested) with 5-stars in both the frontal and side-impact crash tests for both the driver and passenger seating positions. These results are in addition to the 4-star rating in the NHTSA tests for rollover resistance. (No SUV to date has earned 5-stars in the rollover test.)

For 2007, Subaru has further bolstered B9 Tribeca safety technology, equipping all models with a new Rollover Sensor system that detects a potential vehicle rollover and deploys the standard side curtain airbags. The system also sets the seatbelt pre-tensioners in anticipation of an event. In addition, the new Brake Assist joins the extensive roster of dynamic handling technology, which already includes four-channel ABS brakes, Vehicle Dynamics Control and four-wheel traction control. Brake Assist analyzes the force and stroke velocity on the brake pedal and increases hydraulic boost to provide enhanced emergency braking.

Like all Subaru models, B9 Tribeca delivers a high level of “active safety” owing to the all-weather traction of its standard Symmetrical All-Wheel Drive system and the low center of gravity afforded by the Subaru boxer engine design.

Rains of late are certain to render the roads slick and wet once again. And a number of drivers, along with car owners, are starting to get antsy over certain things that have to do with their cars, in one way or another. These concerns as well as issues not only have to do with the engines, the accessories, the tires of the car but with a great deal more. It’s enough to make one’s head swim.

Still, fretting over a car simply because the rainy season has started is very much welcome since the downpours bring trouble for one’s car. More so than usual, particularly for the brake system.

For one, we all know automotive brakes are responsible for stopping a vehicle through friction. Friction, then, is the crucial element in the mix.

This brand of friction comes in different forms. There’s the friction within as well as outside the automotive system. The friction within is generated by the brake shoes—or in some cases, brake pads—pressing against the brake drums or rotors that are located on the rotating wheel.

And then, there’s the friction generated by the contact of the tires against the road. A wheel set, no matter how well made, is going to have a difficult time navigating slick and wet roads because there is less friction on hand—less traction produced.

Even the contact of brake pads against brake rotors are affected by rain. Because if some portion of the engine were sprayed with water, in one form or another, the water—when it begins to dry out—will inevitably leave the area quite moist. This has the potential of attracting particles, grime and other unnecessary materials into the system. While some may take the grime and dust for granted, some materials may prove effectively damaging as to merit one’s attention right away. Some debris that prove hard may abrade sensitive, even critical parts and ultimately bring the car to its knees.

One has to remember that in one’s car parts, especially if one has the brake system in mind, care must be taken to ensure that all the parts are working as they should. If water gets to a number of locations inside the assembly, extensive damage can be the result. Thus, to prevent against such mishaps, one has to be keen on a range of brake system matters.

For cars that employ the hydraulic system, one must be aware, at the very least, of the fact that the entire assembly is full of liquid at any and all times. If air or vapor of any sort succeeds in entering the system, its ability to generate pressure will be greatly reduced. This, in turns, will limit the resulting braking force at the wheels of the machine. Thus, even a water droplet, when placed unerringly over any critical point of the car, can create an unsafe wheel arrangement and thus undermine the whole system.

Air will also enter the system if fluid leaks out and vapor will form if water contaminated fluid boils from the heat of braking. Thus, one must take care of the brake system whenever it rains. To help matters further, go with EBC products on inventory like EBC brake pads or EBC rotors. With the way the rains are coming, they’re certain to be needed in days to come.

Mercedes Benz looks forward to the far future with more of its plans to create for the ultimate revolutionary vehicle. After the advent of the Pre-Safe technology, they are now moving on to upgrade their innovations to a higher level. The German automaker has banked well on their what they have achieved in the car brakes system, and they are now aiming for the ultimate “seeing” and “thinking” car.

Since the advent of the Brake Assist (BAS) System, which Mercedes-Benz began offering in 1996 (which was the world’s first), it has been proven to be effective for preventing accidents, therefore leading to the era of the “seeing” car.

This began in 2005 with the introduction of Mercedes-Benz’ Brake Assist Plus (BAS Plus) system, which was followed by the Pre-Safe Brake in 2006. Both systems utilize radar sensors that measure the distance to the vehicle ahead, and so can recognize an impending rear-end collision. BAS Plus warns drivers of the danger and then immediately makes available the braking pressure required for the situation at hand. The Pre-Safe Brake intervenes if an accident is imminent by autonomously braking the vehicle if the driver did not react to the prior warning issued by the system.

This autonomous partial braking maneuver reduces the impact speed in case a collision still occurs, therefore making the system act as an “electronic crumple zone” that gives the passengers additional protection. Mercedes engineers are currently testing the second stage of the Pre-Safe Brake, which involves initiating an automatic emergency braking maneuver if a collision becomes unavoidable. This will lead to a further reduction of impact energy.

This technology is borne out of a particularly accident-prone area in mind—the four-way intersection. A new system already developed by Mercedes as a prototype uses a stereo camera that recognizes cars, cyclists and pedestrians approaching the car from the side. By monitoring the movement, distance, and speed of the object in question, the system is able to predict its probable direction of motion and calculate the likelihood of an accident in advance. This allows the system to gain valuable time to warn the driver and prevent the accident.

Another video-based Mercedes assistance system will remind drivers in the future to obey speed limits by “reading” traffic signs and transmitting their images to a cockpit display in the vehicle. This technology will be used further down the line to also register stop signs, yield signs, and traffic lights.

Soon, it may also be possible to have vehicles communicate with roadside beacons in order to optimize traffic flows and prevent the formation of traffic jams.

Car-to-car communication systems can improve occupant protection as well by exchanging data between vehicles when a collision has become unavoidable. Seatbelt tensioners, airbags and other safety features could then be adjusted in accordance with the data obtained on the counterpart vehicle, whereby at close ranges, the cars of tomorrow could exchange data on vehicle type, mass, rigidity or geometry. As a result, the activation of occupant protection systems could be tailored even more closely to the requirements of the circumstances.

Mercedes Benz leads in automotive safety with their braking technology. Systems developed by the company have been helping improve road safety for many years now. In fact they also see a brighter future due to their endless efforts in developing new technologies that would make driving safer.

“Several years ago, we introduced PRE-SAFE, which gave the vehicle certain ‘reflexes,’ so to speak,” says Dr. Thomas Weber, Daimler Chrysler Board of Management member responsible for Group Research and Mercedes Car Group Development. “In the future, we will also give cars the ability to ‘see’ and ‘think.’ It’s always been a matter of policy for us to develop vehicles capable of withstanding the most severe crash tests. However, it makes much more sense to prevent accidents from occurring in the first place - which is exactly what we’re working on in the interest of all traffic participants.”

PRE-SAFE is just one of their innovations in braking systems. It is actually the successor of the Brake Assist (BAS) system, which Mercedes Benz began offering in 1996. It has proved to be a very effective technology for preventing accidents. After BAS was introduced as a standard equipment, the share of total accidents accounted for by rear-end collisions fell by eight percent for Mercedes vehicles, but remained nearly unchanged for all other brands. Brake Assist also led to a 13 percent reduction in the proportion of serious accidents involving pedestrians. It was also Mercedes Benz who first used this type of braking technology in their vehicles.

It has been reported that Mercedes Benz will continue to base the development of its driver assistance systems on real-life accident statistics, and will utilize new technologies to focus more strongly on the phase immediately preceding an accident. The brand’s engineers are said to be developing systems that monitor the area around the vehicle, warn drivers of potential dangers and then support them if necessary. Such systems will also activate preventive occupant protection systems in critical situations.

The era of the “seeing” car actually began in 2005 when the Mercedes-Benz’ BRAKE ASSIST PLUS (BAS PLUS) system was introduced. BAS PLUS and PRE-SAFE utilize radar sensors that measure the distance to the vehicle ahead, which are able to recognize an impending rear-end collision. BAS PLUS warns drivers of the danger and then immediately makes the braking pressure required for the situation at hand available. While, the PRE-SAFE Brake intervenes if an accident is close by braking the vehicle if the driver has not reacted to the prior warning noted by the system. This autonomous partial braking maneuver significantly reduces the impact speed should a collision still occur, whereby the system acts as an “electronic crumple zone” that offers vehicle occupants additional protection. A test conducted by the German Automobile Club (ADAC) shows that the PRE-SAFE Brake reduces the stresses vehicle occupants are exposed to in accidents by up to 45 percent.

Mercedes engineers are currently testing the second stage of the PRE-SAFE Brake, which involves initiating an automatic emergency braking maneuver if a collision becomes unavoidable. This will lead to a further substantial reduction of impact energy.

According to a new research published today, vehicles equipped with Electronic Stability Control (ESC) are 25% less likely to be involved in a fatal accident than those who do not have it. Thus, if every vehicle on the road is employed with ESC, fatal accidents each year will be 380 less.

At the Enhanced Safety of Vehicles Conference, the research was announced to spread the word about the effectiveness of ESC, especially in helping prevent crashes that involve vehicles skidding or overturning. This could seriously lessen potential accidents by 59%. just as well, ESC was also proved to be of help in uncontrollable situations such as wet or snowy weather.

“Today’s research proves what a powerful tool ESC could be in saving lives. I urge anyone thinking of buying a new car to consider the safety benefits that ESC could bring. Ask the vendor if it comes as standard and, if not, investigate whether it could be fitted as an option. I also call on manufacturers to fit this important piece of kit as standard more widely—it’s not expensive and has the potential to make our roads significantly safer,” Dr. Stephen Ladyman, Road Safety Minister said in an interview.

While the success of the ESC technology may be evident, it should be made clear that it is not a substitute to the car brakes technology. While it may be helpful, the brake system of a car is still unparalleled in its functions. It should not be substituted with the said electronic technology for it is undergoing new advancements as well. Also, just because a vehicle is hooked up with ESC, it does not make an excuse for the driver to not maintain his brake system. The same check-up and maintenance should be implemented in order to achieve satisfying results. The ESC may be complementary to the brake system, but it should not be preferred over brakes.

ESC is a computer controlled technology which automatically controls the vehicle by comparing the driver’s steering and braking actions to what is actually happening. On-board sensors measure the speed, steering wheel angle, direction of travel and lateral acceleration of the vehicle. If the calculated path of travel is different to that dictated by the sensors it will make a correction by applying individual brakes to correct the deviation.

This new technology is not yet proven to be one hundred percent failsafe, basically because it relies on electronics. And while it is not bad to consider this ESC, here are some of the results of the conducted study:

- Studies from various countries have shown ESC to be very effective at reducing accidents. None, though, have been specific to UK vehicles and roads.
- Loughborough University Vehicle Safety Research Center (VSRC) were commissioned by DfT to carry out a statistical study of UK national injury accident data to ascertain whether there is any difference in crash involvement between passenger cars with and without ESC systems.
- An international group of experts (incl. UK) has been set up to agree a harmonized technical specification and test method for a Global Technical Regulation (GTR) on ESC systems intended to be fitted to cars and light vans.
- ESC will also become a mandatory fitments on trucks, trailers and buses/coaches. Technical requirements have already been agreed at international level and an implementation plan should be finalized later this year.

Vancouver-based Inside Holdings is acquiring Ifield Technology`s SHEP (Stored Hydraulic Energy Propulsion) business in a deal under which is effectively a reverse takeover of Inside. The Canadian investor has bonded with the Manx business which is currently developing the recovery of the energy lost when vehicles apply brakes. They are trying to achieve the technology through the use of hydraulics.

Located at the center of the British Isles, SHEP has operations in the Isle of Man, Taunton and the United States, where it has two subsidiaries. Anonymously, one of the world’s largest car makers has been testing the SHEP technology and is said to have achieved significant energy savings as well as reduced wear and tear on the engines and brakes.

Using hydraulics, the energy recovered when the brakes are applied is stored and released to augment acceleration during the normal inefficient low-speed acceleration phase. What’s really admirable about this technology is that it can be applied to vehicles of all sizes and types, although it is ideally suited to large vehicles such as buses, taxis and trucks.

Inside has changed its name to SHEP Technologies Inc, with Malcolm Burke acting as interim president and chief executive. Ray Evans, who in 1989 acquired the worldwide rights to the Ifield regenerative braking system and founded Ifield Technology, has been appointed a director, as has Peter Humphrey, who has been managing director of Marshalsea Hydraulics since 1996.
The company hopes to licence the SHEP technology to automotive companies and their suppliers.
But it faces competition from an Australian company with a similar technology. Permo-Drive Technologies claims that its system will cut fuel consumption by up to 40% for both new and used vehicles. The company is aiming its Permo-Drive Regenerative Energy Management System (PDREMS) technology at commercial vehicles, with fleet testing due to start in North America next year, beforei the system goes on sale in 2004.
Permo-Drive says that independent tests have demonstrated a 37% reduction in fuel consumption is simulated urban driving cycles. For vehicles such as refuse trucks, with frequent stop-go operation, the savings could amount to 43%.
The company also claims that for a vehicle is accelerating from 0-100 km/h, its system will cut the time taken by 15%, the fuel used by 20% and the distance covered by 17%. Other benefits are said to include extended engine lives, lower emission levels, fewer gear changes, and reduced wear in brakes, clutches and gearboxes.
The US Army, which operates a fleet of 246,000 vehicles, has signed an agreement with Permo-Drive to develop and test PDREMS. It has recently flown a 15.7-tonne material-handling vehicle to Australia to be fitted with a prototype of the hydraulic system.

Hear is an article from Mark Allen. It tackles the importance of having the rear and front brakes to work together for efficiency

Q. I purchased a new Olds Intrigue in September 1998. The left rear brake rotor had a visible rust scale ring around the exterior about one-quarter-inch wide, roughly in the center of the swept area. I figured it would be worn away with brake usage. After 98,000 miles on the vehicle, it hasn’t gone away. The rear rotors are not even shiny and the original rear brake pads show very little wear. My wife and I are not very hard on brakes; we replaced the front pads for the first time at 86,000 miles.

Is there a proportioning valve between the front and rear systems that should be replaced?

A. Obviously, the rear brakes on your Olds aren’t doing their share of the work or the rear discs would be as shiny and rust-free as the fronts. The proportioning between the front and rear brakes is achieved by the varying diameters of the pistons in the respective calipers, and (in some vehicles) by a separate proportioning valve. Other vehicles also use a check valve that maintains a minimum pressure in the rear brake lines to reduce pedal travel.
If there isn’t a pound or two of residual pressure in the lines, the rear pads will work their way back into the brake calipers a few thousandths of an inch because of normal brake disc run-out. If so, most of your initial brake pedal travel just gets the pads back to where they belong. The check valves in your car are inside the master cylinder. You car has enough mileage on it to justify replacing the entire master cylinder.

An advanced braking system developed in the Midlands could soon be fitted to cars coming off production lines around the world.

Delphi’s Disc-Brake Innovation Centre at Leamington is a world centre of excellence in disc research and has brought the first breakthrough in base braking technology since the first volume production of disc brakes more than 50 years ago.

The Advanced Disc System has been developed at the heart of the UK’s automotive research and development community and by 2006 the technology could be taken up by the region’s and world’s-car manufacturers.

Leamington is leading the global development of twin-disc technologies and is one of Delphi’s network of 32 technical centres worldwide, which provide support for customers in any automotive manufacturing region.

The Leamington Disc-Brake Innovation Centre works in three areas - the development of ADS, the support of customer ADS evaluation and development programmes, and the support of UK customers using other Delphi chassis control technologies.

In the last three years, it has registered more than 30 patents for advanced braking and associated manufacturing and materials technologies.

ADS engineering director Chris Baylis said: “Our objectives are to simplify every aspect of implementation. This requires us to consider every step, from system integration through to manufacture, vehicle assembly and even servicing.”

To achieve this, the Leamington centre has developed or installed many additional resources to support vehicle manufacturers which include a sophisticated facility taking m the latest systems for both design and analysis.

Advanced analytical laboratories and computer-aided manufacturing of prototype ADS components for any vehicle provide a fast response to test requirements.

The Leamington centre will have its own low-volume assembly line to provide components for prototype vehicles.

“It is often said that the best engineering solutions are the simple solutions, and that is very much the approach we have taken,” said Mr Baylis. “A rigorous approach, combined with the ability to predict and verify in software models, has allowed us to deliver a proven solution that comfortably meets customer cost, risk and reliability targets”.

“It is a tremendous compliment to the team here at Leamington.”

The new technology will help to solve many of the challenges faced by braking engineers. Mr Baylis said the traditional solution to cope with increasing vehicle weight and performance was to increase conventional systems, including larger brakes - often resulting in larger wheels-but this was costly. “ADS helps solve these problems and is the first significant change for 50 years.”

With four pad surfaces, ADS requires approximately half the apply pressure of a conventional disc brake and has superior thermal management.

The new brake helps to reduce noise- related warranty claims, which surveys show are a major consumer issue in the US and the cause of significant warranty costs.

Other benefits include reduced brake fade and, due to the reduced apply pressure, shorter stopping distances in the unlikely event of a loss of vacuum assistance.

The system has completed more than 1.5 million test kilometres in 20 to help ensure that it will continue to perform to specification in any terrain or usage pattern, throughout a vehicle’s life.

Delphi says that ADS could be in production by 2006. Its technology will enable new automatic functions including electric park brake and hill-hold, improved pedal feel, help to simplify assembly and allow an enhanced interior layout and recycling benefits.

“Hybrid brakes help vehicle manufacturers continue to improve their products as well as enhance the vehicle for the driver,” said John Hutson, European director of engineering for Delphi Energy & Chassis Systems. “It is a very exciting solution that offers significant customer value for mid-compact and larger vehicles and is the next step towards full brake-by-wire vehicles.”

Pneumatic brake indicates status to simplify maintenance and eliminate surprises.

Oklahoma City, OK - MAGPOWR, a leader in the design and engineering of tension control products for the web handling industry, announced the release of the Smart Brake, a pneumatic brake that has been re-designed to improve efficiency and eliminate surprises on the unwind.

Smart Brake indicates common problems before it’s too late, helping operators avoid disasters. Pad wear indicators call attention to brake pads only when they need to be changed, eliminating the common practice of changing all brake pads at regular intervals, regardless of wear. Heat detection features identify signs of overheating, and can automatically activate fans to dissipate heat, without operator intervention.

Redesigned brake components enhance operator safety and simplify maintenance. The guard design helps to circulate and dissipate heat, while allowing easy access to brake pads, where change-outs can be made without tools.

“Our customers are always looking for a way to improve efficiency, so we took a hard look at one of the lowest technology areas of the machine.” said Darrell Whiteside, Product Manager for MAGPOWR. “It was a fun exercise that forced us to think differently, and in doing so we’ve reduced interaction with the brake to only times when action is required.”

MAGPOWR introduced Magnetic Particle clutches and brakes to the web converting industry in 1967. Today, along with Fife (guiding and inspection) and Tidland (slitting and winding), they are part of the Maxcess International family of companies that represent technology leadership and innovation to converters, packaging facilities, paper mills, and all applications in between.