As a pioneer in lighting, Mercedes-Benz has distinguished itself through its capability to innovate and further evolve existing technologies. In 2010, with the advent of the C 218 generation of the CLS, the constructor premiered the world's first full LED headlights. In 2013, the new S-Class and the E-Class facelift series brought the Adaptive LED Intelligent Light System. Next year, during summer, the CLS facelift was premiering the MULTIBEAM LED system with 24 individually actuatable LEDs per lighting unit. The beginning of 2016 brought the new E-Class (W 213) into light, that became the first vehicle in its class to feature 4K resolution headlamps. This incredible level of quality is achieved thanks to MULTIBEAM LED system which now offers 84 individual lighting points for enhanced visibility and efficiency.

Nowadays, LED looks set to be a revolutionary solution which can be further developed for greater performance and increased safety, with full cost effectiveness in mind. Compared to laser lights, LED lighting technologies can be evolved following a vertical, step-by-step path at considerably lower costs and without diminishing their real, intricate performance. On the other hand, even though laser can illuminate over a longer distance which in some cases may extend up to 13000 meters and are a bit more accurate (by their capability of lighting exact spots), the development costs are far greater than in the case of LEDs and, what is more important, laser lights cannot be used at their full power and need to be limited at up to 600 meters (according to EU and US road regulations), which brings in additional costs.

In the future, Mercedes-Benz will entirely rely on LED technology for its new HD lighting system with dazzle-free main beam. The µAFS LED chips (with 4 lighting units per lamp and 1024 LED per each, equaling 8192 LED pixels for the two headlamps) will form the basis of the 3rd generation MULTIBEAM LED and will soon become reality in the forthcoming S-Class facelift model (BR222), which is to be revealed at the Geneva Motor Show 2017. From 2018, when the new Mercedes-Benz CLE (C 257), the CLS replacement model, will be officialy unveiled, the Stuttgart-based constructor will also premiere the very first DIGITAL LIGHT technology ever to be used in an automobile, which uses over 2 million OLED units (over 1 million per each headlamp) and state-of-art artificial intelligence to control the individual light points. The new system has the advantage of being more versatile, more precise (it can project light traces and traffic signs onto the road), more efficient and boasting a close-to-ideal light distribution range of up to 600 meters for the main beam, in safe, dazzle-free, no-glare conditions for the oncoming traffic drivers.

For more specific details on the new DIGITAL LIGHT, read the following press release. Enjoy!

Revolution in headlamp technology: Mercedes shines in HD quality: "DIGITAL LIGHT": dazzle-free continuous main beam in the Mercedes: precision with resolution of more than 2 million pixels

OFFICIAL PRESS RELEASE

Stuttgart, Germany - For the Mercedes developers the future of car light lies in dazzle-free main beam in HD quality. The revolutionary headlamp technology shines with maximum performance and facilitates communication and pioneering driver assistance. The new HD headlamp generation from Mercedes-Benz features chips that work with over one million micromirrors, i.e. more than two million in total per vehicle. The intelligent control logic required for the dynamic light functions was developed by Mercedes-Benz itself. Algorithms receive detailed information about the surroundings from the vehicle sensors, and from it calculate in real time the brightness value for each one of over two million pixels. This dynamism and precision gives this intelligent system well-nigh countless possibilities to provide ideal, high-resolution light distribution which suits the surrounding conditions perfectly. "The decisive factor is not the technology in the headlamp but the digital intelligence behind it", stresses Gunter Fischer, Head of Exterior Body Development and Vehicle Operating Systems at Daimler AG. The innovation was developed by Mercedes-Benz in collaboration with two partner companies and it is a good example of the intern cooperation between the Daimler research and the passenger car development on the road to start of production.

Sensors, such as cameras or radar, detect other road users and powerful computers evaluate the data as well as digital cards in milliseconds and give the headlamps the commands for adapting the light distribution in all situations. These efforts yield optimum vision for the driver without dazzling other road users as well as innovative functions with added safety. "With our "DIGITAL LIGHT" strategy we are not only striving for beam records, rather we want to achieve optimum vision and maximum brightness without glare. Innovative functions for supporting the driver and staging communication with other road users significantly optimise safety when driving at night", emphasises Gunter Fischer.

Mercedes-Benz does not only want to achieve the ideal light distribution for every driving situation with "DIGITAL LIGHT", but guide and support the driver in a targeted manner in critical situations such as driving through narrow roadworks. Additionally it will be possible to project light traces onto the road to replace missing road markings. Moreover digital light systems can also beam messages like direction arrows or warnings onto the road. Via "DIGITAL LIGHT" the car will also communicate with other road users in future: for example, symbols or a zebra crossing for pedestrians can be projected. "DIGITAL LIGHT" thus delivers important contributions towards traffic safety and modules on the road to accident-free and autonomous driving – as an integral component of the overall INTELLIGENT DRIVE strategy. What was unveiled in 2015 in the research vehicle F015 as a vision has now been implemented in demo vehicles and will be on the road in the near future.

The headlamp becomes a projector The new headlamp in HD quality provides a chip working with over a million micro-mirrors. The light is split up into tiny pixels. The smaller these light pixels become the better the system can react to different situations, the more precisely objects and passers-by can be illuminated and simultaneously individual areas can be faded out or dimmed in a targeted manner. The requisite intelligent actuation logic was developed by Mercedes-Benz. This creates an optimum view for the driver, without dazzling other road users.

In the future Mercedes-Benz will use its newly developed HD software light distribution as part of "DIGITAL LIGHT" with two hardware headlamp systems:

- For maximum resolution and performance Mercedes-Benz is using more than a million light points per HD headlamp with a new type of projection technology. Animated by high-current light-emitting diodes, over two million micro-mirrors in total radiate onto the road surface – each mirror can be moved individually. Initial prototypes are already installed in demonstration vehicles and were presented to the general public in November 2016 as part of night-time journeys.

- Presented in October 2016, the new, highly efficient and very compact LED chip from the joint research project µAFS will be found in Mercedes-Benz vehicles in the foreseeable future. Four light points, each with 1024 individually actuatable LED chips, are installed per headlamp here. This adds up to 8192 individually actuatable light pixels per vehicle.




























Credits: Daimler AG

Copyright © 2016, Mercedes-Benz-Blog. All rights reserved.

Mercedes-AMG presents a new technological masterpiece: the AMG 4.0-litre V8 biturbo engine is a new development at the sporting heart of the new Mercedes-AMG GT car. This innovative eight-cylinder unit stands out for its sublime power delivery, the purposeful lightweight construction, as well as its high efficiency and environmental compatibility. With peak power of up to 375 kW (510 hp) and maximum torque of up to 650 Nm, the new AMG V8 delivers motorsport-inspired performance. The new sports car engine follows in an impressive V8 tradition that started in 1967 with the M100 in the legendary 300 SEL 6.8 AMG racing car and continues with trendsetting features of the future.

Powerful V8 engines have long been a core competence at AMG, the performance brand from Mercedes-Benz. Innovative and exciting high-performance engines come out of the location in Affalterbach. On this occasion, Mercedes-AMG GmbH is entirely responsible for both development and production.

Tobias Moers, Chairman of the Board of Management of Mercedes-AMG GmbH: "V8 engines are an integral part of the AMG philosophy and the brand's commitment to 'Driving Performance'. The V8 biturbo engine for our new GT is going to delight our customers!"

Christian Enderle, Head of Engine and Powertrain Development at Mercedes-AMG: "The new AMG 4.0-litre V8 biturbo sees us presenting an exciting and powerful sports car engine which, thanks to a number of measures, also represents the next step in efficiency."

First sports car engine with 'hot inside V' and dry sump lubrication

The new AMG V8 engine has two turbochargers which are not mounted on the outside of the cylinder banks but rather inside the V configuration – experts call it a 'hot inside V'. The benefits are a compact engine design, an optimum response and low exhaust gas emissions. Dry sump lubrication allows the engine to be installed lower, which moves the centre of gravity closer to the road and forms the basis for high lateral acceleration. The M178 (in-house designation) from AMG is thus the world's first sports car engine with hot inside V and dry sump lubrication. With a dry weight of 209 kg the new AMG V8 is also the lightest engine in its competitive segment.

The new AMG M178 V8 engine at a glance:


Superior power delivery and motorsport-inspired performance

As the latest member of the Mercedes-Benz BlueDIRECT engine family, the AMG M178 stands out for its superior power delivery and motorsport-inspired performance. It boasts an emotive and unmistakable AMG V8 engine sound, along with an immediate response and high pulling power. The torque curve is synonymous with good driveability: the peak of 650 Nm is available in the broad range from 1750 to 4750 rpm.

With a displacement of 3982 cc, in terms of technology the V8 is closely related to the AMG 2.0-litre turbo engine in the A 45 AMG, CLA 45 AMG and GLA 45 AMG, which is presently the most powerful, series-production four-cylinder engine in the world. Both AMG engines have the same bore/stroke ratio, guaranteeing high revving ability. Mixture formation comes courtesy of third-generation direct petrol injection with piezo injectors. The highly efficient and economical AMG 4.0-litre, V8 biturbo engine meets the Euro 6 emissions standard and the maximum particulate emissions level that takes effect in 2016.

Cylinder bore liners featuring NANOSLIDE® technology

The aluminium crankcase is produced using sand casting technology and features a closed deck design. This ensures extreme strength whilst keeping the weight as low as possible, and enables high injection pressures of up to 130 bar. The cylinder bore surfaces feature NANOSLIDE® technology which makes them twice as hard as conventional cast-iron linings.

NANOSLIDE® was developed by Daimler starting in the year 2000 and has so far been used in over 200,000 engines since 2006. The first unit with NANOSLIDE® technology was likewise an AMG V8: the extremely successful predecessor to the new AMG 4.0-litre biturbo. The application scope for this multi-award-winning technology has been continually widened. Since the start of the 2014 race season it is also being deployed in the new Mercedes F1 V6 turbo engine.

'Spectacle honing' is another measure to reduce friction and therefore consumption: in this complex process, the cylinder liners receive their mechanical surface treatment when already bolted in place. A jig resembling spectacles is bolted to the crankcase in place of the cylinder head mounted later. Any cylinder warpage that might occur during final assembly is therefore taken into account or eliminated as the cylinder liners are honed. This has advantages in terms of both durability and oil consumption. The new AMG V8 has forged aluminium pistons featuring a lightweight design and high strength. A low-friction piston ring package reduces fuel and oil consumption.

Dry sump lubrication for high lateral acceleration

Thanks to the use of dry sump lubrication, a conventional oil pan is redundant. Already installed low down, the engine could thus be dropped by a further 55 millimetres. This lowers the vehicle's centre of gravity, which is ideal for a sports car with extremely high lateral dynamics. In addition to improved agility, dry sump lubrication ensures direct oil extraction from the crankcases for optimal engine lubrication, even at high speeds on bends.

In the M178, dry sump lubrication deploys a suction pump, a pressure pump and an external oil tank with a capacity of 12 litres. The system circulates nine litres of engine oil in total. The oil suction pump extracts oil directly from the crankcases, cylinder heads and valve body assembly and delivers it to the external oil tank at a pump output of up to 250 litres per minute. Lubricant remains there for just five seconds before being pumped back around the high-performance engine. Efficient engine oil suction improves engine efficiency further. On-demand control of the pressure oil pump takes into account the engine rpm, temperature and load characteristics stored by the control unit. Made of plastic, the oil pan bottom section and oil tank are proof of a commitment to lightweight construction.

Cylinder heads with zirconium alloy

The cylinder heads in the AMG 4.0-litre, V8 biturbo engine are made of a zirconium alloy. The benefits are maximum temperature resistance and thermal conductivity. Four overhead camshafts control a total of 32 valves. Camshaft adjustment on the inlet and outlet side enables an excellent response and optimises the gas cycle for each operating point. Optimised valve springs and the low-friction valve gear with cam followers deliver further fuel savings.

Direct injection with spray-guided combustion

A combination of biturbocharging and direct petrol injection with spray-guided combustion increases thermodynamic efficiency, thereby reducing fuel consumption and exhaust gas emissions. Particularly fast and precise piezo injectors spray the fuel at high pressure into eight combustion chambers. Multiple injection occurs on-demand, ensuring a homogeneous fuel/air mixture. The delivery of fuel is electronically controlled and fully variable for a fuel pressure between 100 and 200 bar.

Biturbocharging with 'hot inside V'

Unlike the previous, conventional approach, both exhaust gas turbochargers in the new M178 are located inside the 'hot inside V' configuration rather than on the outside of the cylinder banks. The advantages of this layout are that the V8 engine is considerably more compact, which enables optimum weight distribution between the front and rear axle, as well as the low installation position. The 'hot inside V' also optimises the supply of fresh air to both exhaust gas turbochargers.

Electronically controlled blow-off valves ensure a very immediate and direct response. The maximum charge pressure is 1.2 bar; the turbochargers have a maximum speed of 186,000 revolutions per minute. For combustion purposes, 2.3 times more oxygen atoms are pressed into the turbocharged engine as would be the case in a naturally aspirated engine. The two firewall catalytic converters in thin-walled ceramic material positioned down from the exhaust gas turbochargers respond very quickly due to their close-coupled configuration. In conjunction with two metal, underfloor catalytic converters, the M178 delivers effective emission control.

Sports exhaust system with variable exhaust flaps

Excitement, emotive appeal and recognition value: at Mercedes-AMG engine sound is an important target during development. The new GT has a sports exhaust system with fully variable exhaust flaps. This gives the driver the ability to vary the engine sound: depending on the selected mode they may experience the new AMG V8 with a focus on comfort and relaxed, long-distance journeys or with a more emotive, motorsport-inspired touch. The M178 has its own tonal characteristics which denote the GT's membership of the AMG family but that also distinguish it from all other high-performance cars.

There is an exhaust flap on either side of the rear silencer which is actuated variably on a logic-controlled basis depending on the transmission mode, driver's power requirement and the engine speed. At low loads and engine rpm the flaps remain closed. This causes the exhaust gases to cover a longer distance and flow through an additional damping element so that the engine sound is pleasantly subdued and irritating frequencies are effectively suppressed. When the driver accelerates, the flaps progressively open so that although some of the exhaust gases cover the longer, acoustically dampened distance, most travel the shorter distance. Under full load at higher engine speeds, both flaps are fully opened, thus allowing the occupants to enjoy the powerful sound typical of an AMG V8. This means they are left in no doubt about the performance potential of the 375 kW (510 hp) eight-cylinder biturbo engine.

Efficient cooling of charge air, water and engine oil

For optimum power output even when outside temperatures are high, Mercedes-AMG uses indirect air/water intercooling. With optimum air and water flow, the charge air coolers have a separate, low-temperature water circuit.

The charge air coolers ensure that the intake air compressed by the turbochargers and heated to max. 140 degrees Celsius is cooled down effectively before it enters the combustion chambers. As a result, the charge air remains at a consistently low level of max. 25 degrees Celsius above the outside temperature, even under full load. A large radiator at the car's front end ensures controlled cooling of the water circulating in the low-temperature circuit. Extremely short charge-air ducting makes for optimum responsiveness.

The engine coolant is cooled using the particularly efficient cross-flow principle and there is a three-phase thermostat to warm coolant faster. Because the water pump is driven by a timing chain rather than the usual poly-V-belt, a simplified belt drive system is used with less clamping force. The advantages: less loss of drive power. With a rated flow of 420 litres, the water pump conveys the equivalent of more than two full bathtubs per minute.

An external engine oil cooler in the front apron of the Mercedes-AMG GT helps with heat management for the V8 engine. A two-stage, controlled oil pump circulates the engine oil: it varies the flow rate depending on load and engine speed requirement, thereby benefiting fuel economy. At high engine speeds more than 1.0 litre of engine oil per second flows through the oil lines and ducts. To save on weight numerous oil and water lines are made of aluminium.

Sophisticated solutions are also deployed on the engine's periphery:

- Separate cooling-air flow for the exhaust gas turbochargers under high thermal load

- Active engine mounts for excellent lateral dynamics with no loss of comfort

- Auxiliary units efficiently powered by two short, low-friction belts with four grooves. Intelligent positioning of auxiliary units virtually neutralises belt forces on the crankshaft.

- Two-mass flywheel with centrifugal pendulum prevents torsional vibration on the drive line for a smooth ride.

- ECO start/stop function and alternator management to save fuel

High-tech test benches for engines with over 470 kW

There are nine high-tech test stations in Affalterbach on which AMG engines with an output exceeding 470 kW and more than 1000 Nm undergo dynamic testing. These test facilities enable a very wide range of road and environmental conditions to be simulated to reproduce any conceivable type of operational scenario. Cold or hot starting, mountain passes, stop-and-go traffic or fast laps on the North Loop of the Nürburgring – the engines are required to give their utmost. Even different intake air temperatures and densities can be computer controlled.

Function and endurance benchtesting for the highest quality

The goal of the detailed bench tests is to verify the performance of all engine components, including the peripheral units. All measurement data for the engines examined is systematically compared and evaluated using reproducible test methods. The functional tests are accompanied by endurance testing. To ensure the very highest quality standards over their entire operating life, new AMG engines are required to undergo several thousand hours of endurance testing.

Extensive trials in every climatic zone on earth

Simultaneously the first test engines undergo intensive testing in practical trials. The standardised test programme at Mercedes-AMG includes all climatic zones and route profiles from the icy cold of northern Sweden to the merciless heat of Death Valley (USA), from fast laps on the North Loop of the Nürburgring and high-speed circuits in Nardo (Italy) and Papenburg to stop-and-go city traffic during rush hour. This programme makes the very highest demands on the day-to-day practicality, reliability and long-term durability of new generations of engine.

A tradition of hand-built excellence: "one man, one engine"

The AMG 4.0-litre V8 biturbo engine is being made in Affalterbach according to the "one man, one engine" principle. In the AMG engine shop, highly qualified fitters assemble the high-performance engines by hand according to the strictest quality standards. The fitter's signature on the AMG engine plate attests to this exclusive type of engine production and indicates maximum quality and technology transfer from motorsport – from Formula 1 and the DTM to customer sport activities in the SLS AMG GT3.

Long tradition of powerful AMG V8 engines

Powerful eight-cylinder engines are an inseparable part of Mercedes-AMG's history. Established in 1967, the company caused a stir with the 300 SEL 6.8 AMG which succeeded in taking second place at the 24-hour race in Spa-Francorchamps (Belgium) in 1971 for a class victory. The AMG racing saloon was technically based on the Mercedes-Benz 300 SEL 6.3 with the M100 V8 engine. With an engine output of 184 kW (250 hp) at 4000 rpm and a top speed of 220 km/h, this luxury saloon was Germany's fastest regular production car at the time. Classic tuning as well as an enlarged displacement from 6330 to 6835 cc resulted in an increase in output to 315 kW (428 hp) at 5500 rpm and in torque from 500 to 608 Nm.

Another important engine in the AMG story was the M117, its first eight-cylinder unit with a four-valve-per-cylinder design. With a displacement of 5.6 litres, 265 kW (360 hp) and 510 Nm of torque, this V8 accelerated the 300 CE 5.6 AMG to a top speed of 303 km/h. In 1987 this made the coupé the fastest German car in series production, and American AMG fans reverently christened it "The Hammer".

The supercharged AMG 5.5-litre V8 of 2001 is another milestone in the history of AMG engine development: the M113 K delivered up to 428 kW (582 hp) and 800 Nm of torque. The supercharged AMG 5.5-litre V8 of the SLR McLaren dating from 2003 was even more powerful – the M155 generated up to 478 kW (650 hp) and 820 Nm.

2005 saw the début of the naturally aspirated, high-revving AMG 6.3-litre V8 engine known as the M156, which developed up to 386 kW (525 hp) and 630 Nm depending on the model. Exclusively reserved for the SLS AMG, the likewise 6.3-litre M159 had a maximum output of 420 kW (571 hp) and maximum torque of 650 Nm. In the SLS AMG Coupé Black Series the M159 actually attained 464 kW (631 hp).

The AMG 5.5-litre V8 biturbo M157 engine delivers between 386 kW (525 hp) and 430 kW (585 hp) depending on the model, and a maximum torque of between 700 and 900 Nm. M157 is regarded as the most efficient engine in its output and displacement class.

With a high specific output of 128 hp/litre and consumption of considerably less than 10 litres/100 km (NEDC combined), the AMG 4.0-litre V8 biturbo engine leads the way in the long tradition of powerful V8 engines from Mercedes-AMG.

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~ Official photos and details courtesy of Mercedes-AMG GmbH ~

Copyright © 2014, Mercedes-Benz-Blog. All rights reserved.

The accident statistics speak volumes: collisions when turning corners are among the most common and most serious types of accidents in conjunction with trucks and unprotected road users. Cyclists and pedestrians can become endangered if truck drivers do not perceive them. The new Blind Spot Assist from Mercedes-Benz reliably warns the driver about dangers when turning corners in critical situations with restricted vision. Moreover: it also takes into account the tractix curve of the semitrailer and therefore also warns if there is a danger of a collision with stationary obstacles such as traffic lights or street lamps. Over and above it supports the driver when changing lane.

Sven Ennerst, Head of Global Product Engineering and Procurement at Daimler Trucks, explained the system to journalists in Wörth today. “The development of Blind Spot Assist is now finished from a technological standpoint,” he said. “At Daimler, we have always been concerned about trucks having collisions when turning corners. However, before we launch the system on the market, we first have to extensively test and validate it. This means that the system still has to undergo hundreds of thousands of kilometers of testing and to be adapted to a wide variety of vehicle variants. People expect the technology leader to create pioneering solutions - especially when it improves active safety, which has top priority at Daimler Trucks.”

Truck accidents declining thanks to assistance systems

The tendency is clear, and it is a positive one: in the past years and decades transport undertaken by the road transport sector has significantly increased. At the same time the number of road users injured or killed is in steep decline if one considers accidents involving trucks.

In Germany, for example, the volume of road transport traffic has increased by around 80 percent in the last 20 years. In contrast the number of seriously injured in road transport has fallen by more than 44 percent, and fatalities even by over 56 percent. It is very remarkable that the figures began to decline rapidly from around 2000, as trucks started to be equipped with assistance systems such as Stability Control Assist and Proximity Control Assist for which Mercedes-Benz was above all the driving force.

Now that modern assistance systems prevent, lessen or warn of typical truck accidents like coming off the road and rear-end collisions, in the next stage it is accidents which occur when turning off that are becoming the focus of attention. The four correctly adjusted exterior mirrors on the passenger side do give a virtually complete view of road users alongside the truck. But even the best truck driver can overlook pedestrians or cyclists if they enter the truck's lane while the driver is checking the situation with a brief look ahead or to the left. This is aggravated by poor vision due to the weather or the time of day, and the risk of being distracted because of the increasingly hectic conditions in the hustle and bustle at intersections.

The unequal relationship between trucks, pedestrians and cyclists

Danger occurs through the extreme differences in mass ratios when there are unintended encounters between trucks and pedestrians or cyclists. The result: every fifth pedestrian killed in an urban setting dies in a collision with a truck. In an extra-urban location the proportion of those who lose their lives is around 10 to 15 percent.

As expected the contact points in accidents with trucks are concentrated on the co-driver´s side whilst turning right. This is where the first collision occurs in an accident in significantly more than 50 percent of the cases.

The new Blind Spot Assist from Mercedes-Benz will save lives

On its own initiative, but also due to feedback from customers, Mercedes-Benz has therefore developed the new Blind Spot Assist for trucks. It can and will save lives: the German Insurance Association, for example, currently assumes that with Blind Spot Assist around half of all accidents between trucks and pedestrians or cyclists can be avoided. It believes that the number of associated fatalities could be reduced by almost a third.

Blind Spot Assist from Mercedes-Benz also helps when changing lane

The new Blind Spot Assist from Mercedes-Benz is capable of even more: it warns the truck driver about other road users not only when turning off; it also warns about imminent collisions with stationary obstacles – for example signs or lamps – and also serves as an assistance system when changing lane to the co-driver´s side up to the permitted maximum speed.

A radar sensor monitors the entire passenger side of the truck

The heart of Blind Spot Assist is a radar sensor located in front of the truck's rear axle on the co-driver´s side of the vehicle. The system is arranged in such a way that it covers the entire length of a semi-trailer or a truck and trailer combination. In addition this strip is even extended forwards to two meters in front of the truck.

The aim: always inform, warn if necessary

Aim of Blind Spot Assist: to inform the driver if an object is located to the side. In a second stage drivers are warned if they initiate or continue action and there is the danger of a collision.

If there is a moving object in the side monitoring zone the driver is informed visually. In the A-pillar on the co-driver's side at the driver's eye level an LED in the shape of a triangle is illuminated. The lamp draws the driver's attention intuitively towards the situation alongside the vehicle. If there is the risk of a collision there is an additional visual and acoustic warning: the LED lamp flashes red several times with a higher output, and a warning buzzer sounds on the side in question.

If the sensors detect a stationary obstacle such as a traffic light or lamp in the tracking pattern of the truck during the process of turning off, there is also a visual and acoustic warning.

This comprehensive support for the driver occurs over the entire speed range of the truck from standstill – at a traffic light, for instance – to the permitted maximum speed.

Information and warning are given depending on the situation

Information and warnings are given depending on the individual situation:

- The driver is alerted by an optical signal if a moving object is on the passenger side of the truck in order to make him or her aware of the other road user’s presence.

- If there is a discernible intention to turn off – use of the indicator/steering angle – the driver is informed about the risk of a collision.

- When turning corners, Blind Spot Assist gives an additional warning about the danger of a collision with a stationary obstacle, such as a traffic sign or a boundary post, by monitoring the tracking pattern of the semitrailer or trailer.

- At higher speeds Blind Spot Assist takes on the function of a lane-change assistant. The driver is also informed about an object on the passenger side or warned about it when using the indicator or crossing the lane marking. This means that Blind Spot Assist provides support when changing lane, for instance when overtaking a cyclist in an extra-urban setting, or when changing lane on multi-lane roads.

Mercedes-Benz – Pioneer for safety and assistance systems

Mercedes-Benz is traditionally a leader when it comes to launching safety and assistance systems in trucks. This applies to the anti-lock braking system ABS in 1981, acceleration skid control ASR (1985), the Electronic Braking System EBS and roll control (both 1996), to adaptive cruise control and Lane Assistant (each 2000), stability control (2001), Brake Assist (2002) plus Active Brake Assist (2006) and advanced versions of it. The trucks bearing the Mercedes star were always out in front here: Mercedes-Benz Trucks brought to market all the main safety systems years before there was a legal obligation.

The background to this is accident research as well as dynamic technical development. With Mercedes-Benz accident research the company has been operating what is virtually a unique institution since 1970. When truck accidents in conjunction with a Mercedes-Benz occur, experts attend with a special accident recording vehicle and analyse every detail.

Over the years this has resulted in a unique pool of knowledge which is stored in an in-house database. Today it contains more than 12,000 cases. They include 4300 accidents investigated in detail, as well as some 4200 data records on minor damage, based on the company's CharterWay fleet. The complex investigations and documentation are the basis for the safety technology of tomorrow, for example Blind Spot Assist.

























Credits: Daimler AG

Copyright © 2014, Mercedes-Benz-Blog. All rights reserved.