The grip of the tires and the road surface is in use "the stick" - is worth its weight in gold. Needless to say, that equipment manufacturers are tripping over themselves, inventing new "Mulgi to use it most effectively.
"POSSACE" IS NOT INFINITE. Before we go into electronic brills of modern motorcycles, remember what we're fighting for. "Derzak" is the maximum force attached to the wheel, where it is still held behind the asphalt, does not slip. It is important to understand that, roughly speaking, the tyre is equal to which the force is attached, the main thing is its maximum value. In reality, there are different forces of nature on the tyre. It is applied as a longitudinal (acceleration or braking) effect and transverse (in turn). At the same time, the vector sum of the force (or superposition) remains the main one. If, for example, we want to maximize the grip of tyres with asphalt to counter the centrifugal force, it will be necessary to dispense with the braking or the acceleration at the arc. Or, on the contrary, it is only possible to brake on a straight line, and any turn will require a fraction of the clutch in the contactBut for a long time, the tests have shown that the maximum "retention" on dry asphalt is achieved with a small thrashing, practically on the verge of moving from friction to friction to friction. It is this moment that the creators of anti-lock systems are trying to use for the good of the pilot, while taking away from the jet, that is the friction of slipping. During ABS braking, the wheel is allowed to take off in a moment, and then the electronics tracks the rest of the wheel very quickly-reestablish the rubber grip with the asphalt. Why not make the effect work for the acceleration? This was the reason the engineer of Honda developed the ABS + TCS system for the 1992 model ST1100 Pan European. As soon as the difference in the angular velocity of the wheels (and it was measured the two decades ago through the ABS) was greater than a certain amount, the "brain" of the engine control drove the ignition into "late" (the motor was a curator, and the composition of the mixture was not possible), and the thrust of the engine fell abruptly. It is not difficult to assume that the difference in rotation speed of the wheels has decreased, and as soon as it reached a reasonable level-according to the "brains"-the limit, the engine returned to normal mode. But the system was saving the motorcycle from active scuffle during a straight line acceleration, not saving from the lowside to the handle of the gas in the corners untidy. After all, skewing the wheel into the wheel is much easier because part of the "power", as we remember, is being used to counter centrifugal force. If the sum of the forces falling on the contact mark of the tyre is higher than the friction, the wheel will be fed into the use of the wheel and the rear stern of the motor cycle turns towards the trajectory of the turn. Further, there are three options for the development of the situation. First, the best: the pilot was not afraid and did not shut the throttle, but flung the gas quickly, but the smooth-and the motorcycle leveled off. Second, "continued": the pilot continued to open the gas, and in a moment the motorcycle" lay " (lowside). Third, "brute": if the pilot has closed the gas late or too abruptly, the rubber is instantly reaping reliable grip with asphalt, but the kinetic energy of the "vilossy" movement forces the motorcycle to jump, roll over and kick the pilot out of the saddle (hayside). Thus, modern track-control systems are struggling to keep the rear wheel on the brink of clutch of the tires and come into work mainly just in turns, when the risk of a rear wheel is much higher than the average. HOW DO THEY DO THAT? Note: There are no similarities between motorcycle and motorbike backstop systems. In the world of the four wheels of the track-control system, not only are the propulsion of the engine, but also the individual wheels. We have only one wheel drive and a correction of the thrust of the engine to the lesser side. The motorcycle anti-bux has now become so trendy, that practically all motorcycles are engaged in the active introduction of such devices, but we will list the brightest representatives of this new breed of electronic "mulek". The first systems of the current century, designed to respond to the gas more smoothly and thus to combat the removal of the rear wheel on "civilian" vehicles, began to apply in the 2007 litre "Gisere". There were no wheel speed sensors (no speedometer), no gyroscopes, but there was a second row of throttle-driven throttle-driven motor-driven motor-driven motor driven by "brains". For indirect parameters (motorcycle speed, gear selection, position of the gas handle), the load on the engine was assessed, and on the basis of these parameters, the controller of the ignition and injection systems, depending on the selected control programme (and all three of them there), restricted the thrust, and more precisely, the speed of the engine speed set under different load. The "younger brothers" followed a liter of "brains", even at the current "g6". The same principle also works as "stabilizer" on the MV Agusta F4. Yes, it works, but it doesn't hurt. Unable to trace the road situation by direct parameters (motorcycle angle, speed of rotation of both wheels), such a way of protecting the rear wheel from demolition can only be described as conditional. The next BMW company in 2006 was a "civilian" R1200R. The speed of wheel rotation was tracked through the sensors of the ABS system, and as in the ancient "Pan-Europe," the ignition became later and the mixture-poor, and the system of the BMW ASC (Automatic Stability Control) was much smoother and more molding. A little later, Ducati, the champion of justice, introduced the DTC (Ducati Traction Control) system to the 1098R model in 2008. Of course, it had little to do with the same "nuddure" used in WSBK, but the speed sensors on both wheels (the signal given by the brake disc pins) and the thrust correction (both the timing of the ignition angle and the quantity of the supplied fuel) were produced on the basis of live real-time indicators, although also on the pattern of control of the pattern (like Suzuki and MV Agusta). The fundamental difference is that the stucco was not only tracked by a sudden increase in the speed of the wheel, but also through the speed of rotation of both wheels. There was a "civil" trackback from the race that, unlike race, there are no suspension sensors, and there are few people in the race who are interested in gasoline savings, and in the scuffle at the racing Ducati, the ignition is "out". However, if such a method is used on a production vehicle with a normal exhaust, the catalyst will hang on the wire from the lambda-probe, so "cut off" the fuel, sacrifing a small loss of traction due to the "drying" of the intake channels. The degree of "interference" with electronics in the motors is divided into eight steps, plus the system can be turned off at all. However, on the new Multistrada speed, the wheels are not bolts, but the ABS sensors are so much more accurate, because if the speed of the bolts is read, then 6-8 pulses for rotation of the wheel (i.e. 60 and 45 degrees between pulses) are obtained, and if through the "comb" of the ABS induction sensor, then you can get up to 40 impulses per revolution. But returning to the chronology of events, let' s be honest, the BMW ASC system is not gone beyond the R1200R's oppositing neutron, because in 2009 the DTC (Dynamic Traction Control) was introduced on the S1000RR noise bike for Japanese manufacturers. It may be a masterpiece of engineering thought, for it contains not only these most ABS sensors, but also the gyroscope, which tracks the heeling and trim of the machine. It is thanks to the gyroscope of S1000RR that it is impossible to "respend" (of course, if the DTC system is not disabled at all), as well as the most accurate way to track the situation in the turn (if the antibux is reinsurance and earned earlier, then less traction will be realized, which will lead to an unnecessary loss of speed). For example, in the Slick mode the engine shall be cut by electronic throttle and nozzle, it is necessary to form the demolition of the stern, but only at the creins of the motorcycle more than 23 degrees, which implies an adequate treatment of the gas. But also in Portimo's journalistic test, many noticed that the exit of the fast right turn with the rise to the finish line of the straight line of the motorbike lifted the front wheel in the air, despite the program called "Antivoli." BMW-stun engineers limited themselves to vague explanations about the combination of factors (spin-off) that was confusing the electronic brain. In addition, from the experience of the BMW ' s exploitation of the editorial sport, the Bavarian version of the "anti-bux" is still very harsh, leading to bullies in rubber after several sessions. The engineers of Kawasaki on ZX-10R Ninja, which debuted this winter ("Moto" No. 02-2011)-there is a track-control system carrying the BMW, as well as some templates similar to those used in the previous "ninzas" (actually like Suzuki), which allows it to work not only in "combat", but also in preventive mode, preventing attempts to disrupt the wheel on the roots. But Yamaha decided that a large turendurro Super Tenere did not need a gyroscope, and limited itself to the usual (by current standards) antibux using only the testimony of the ABS sensors. The results are as much as they love. I'LL LOOK INTO IT TOMORROW. In view of the increasingly "e-weaponisation" of modern motorcycles rolling over to e-governance, as well as the development of ABS systems, I think that even a decade of track-control will be available even on scooters. And probably not with induction sensors, which are known to work only when a certain speed (usually 15 -20 km/h) is reached, and with the Hall sensors that do not care about speed (now in most cars, the wheel speed sensors are "the halls").