natgillin/translations-raw huggingface dataset:
The Contracting Parties to the Agreement applying this Regulation shall communicate to the United Nations secretariat the names and addresses of the Technical Services responsible for conducting approval tests and of the Type Approval Authorities which grant approval and to which forms, certifying approval or extension or refusal or withdrawal of approval, issued in other countries, are to be sent.
2 – www.unece.org/trans/main/wp29/wp29wgs/wp29gen/wp29resolutions.html.
M1 and N1 categories of vehicles are defined in the Consolidated Resolution on the Construction of Vehicles (R.E.3.), document ECE/TRANS/WP.29/78/Rev.4, para.
Kot določi proizvajalec vozila.
2 - www.unece.org/trans/main/wp29/wp29wgs/wp29gen/wp29resolutions.html
Številčne oznake pogodbenic Sporazuma iz leta 1958 so navedene v Prilogi 3 h Konsolidirani resoluciji o konstrukciji vozil (R.E.3), dokument ECE/TRANS/WP.29/78/Rev.
As declared by the vehicle manufacturer.
4, Priloga 3 – www.unece.org/trans/main/wp29/wp29wgs/wp29gen/wp29resolutions.html.
The distinguishing numbers of the Contracting Parties to the 1958 Agreement are reproduced in Annex 3 to the Consolidated Resolution on the Construction of Vehicles (R.E.3), document ECE/TRANS/WP.29/78/Rev.
Se uporablja, kot je določeno v odstavku 8.2.5.
4, Annex 3 - www.unece.org/trans/main/wp29/wp29wgs/wp29gen/wp29resolutions.html
PRILOGA 1
Applicable as specified in paragraph 8.2.5.
SPOROČILO
concerning (2): Approval granted
zavrnjeni homologaciji
Approval refused
tipa vozila glede na sistem BAS v skladu s Pravilnikom št. 139.
of a vehicle type with regard to BAS, pursuant to Regulation No 139
Blagovno ime ali znamka vozila
Trade name or mark of the vehicle
Naziv in naslov proizvajalca
Vehicle type
Naziv in naslov zastopnika proizvajalca, če obstaja
Manufacturer’s name and address
Masa vozila
If applicable, name and address of manufacturer’s representative
Največja masa vozila
Mass of vehicle
Najmanjša masa vozila
Maximum mass of vehicle
Porazdelitev mase na vsako os (najvišja vrednost)
Minimum mass of vehicle
Tip motorja
Distribution of mass of each axle (maximum value)
Število in razmerja prestav
Engine type
Končna prestavna razmerja
Number and ratios of gears
Če je primerno, največja masa priklopnika, ki se lahko priključi
Final drive ratio(s)
Nezaviran priklopnik
If applicable, maximum mass of trailer which may be coupled
Mere pnevmatik
Unbraked trailer
Najvišja konstrukcijsko določena hitrost
Tyre dimension
Kratek opis zavorne opreme
Maximum design speed
Masa vozila pri preskusu:
Brief description of braking equipment
Obremenitev
Mass of vehicle when tested:
Os št. 1
Load
Os št. 2
Axle No 1
Skupaj
Axle No 2
Številčna oznaka države, ki je podelila, razširila, zavrnila ali preklicala homologacijo (glej določbe o homologaciji v Pravilniku).
Total
Neustrezno črtati.
Distinguishing number of the country which has granted, extended, refused or withdrawn approval (see approval provisions in the Regulation).
Kategorija sistema pomoči pri zaviranju: A/B (2)
Strike out what does not apply.
Za sisteme kategorije A opredelitev mejne vrednosti sile, pri kateri se razmerje med silo na stopalki in zavornim tlakom poveča (2):
Category of Brake Assist System A/B (2)
Za sisteme kategorije B opredelitev hitrosti zavorne stopalke, ki jo je treba doseči za aktiviranje sistema pomoči pri zaviranju (npr. hitrost giba stopalke (mm/s) med določenim časovnim intervalom) (2):
For category A systems, define the force threshold at which the ratio between pedal force and brake pressure increases (2);
(Rezervirano)
For category B systems, define the brake pedal speed which must be achieved in order to activate the Brake Assist System (e.g. pedal stroke speed (mm/s) during a given time interval) (2);
Vozilo je opremljeno s sistemom ABS v skladu s tehničnimi zahtevami iz Pravilnika št. 13-H da/ne (2)
(Reserved)
Vozilo predloženo v homologacijo dne
Vehicle is equipped with ABS in accordance with technical requirements of Regulation No 13-H Yes/No (2)
Tehnična služba, pristojna za izvajanje homologacijskih preskusov
Vehicle submitted for approval on
Datum poročila, ki ga je izdala ta služba
Technical Service responsible for conducting approval
Številka poročila, ki ga je izdala ta služba
Date of report issued by that Service
Homologacija podeljena/zavrnjena/razširjena/preklicana (2)
Approval granted/refused/extended/withdrawn (2)
Kraj
Date
Povzetek iz odstavka 4.3 tega pravilnika je priložen temu sporočilu
Signature
PRILOGA 2
The summary referred to in paragraph 4.3 of this Regulation is annexed to this communication
NAMESTITEV HOMOLOGACIJSKIH OZNAK
ANNEX 2
VZOREC A
ARRANGEMENTS OF APPROVAL MARKS
(glej odstavek 4.4 tega pravilnika)
MODEL A
a = najmanj 8 mm
(See paragraph 4.4 of this Regulation)
Zgornja homologacijska oznaka, nameščena na vozilo, pomeni, da je bil zadevni tip vozila glede na sistem pomoči pri zaviranju homologiran v Belgiji (E6) v skladu s Pravilnikom št. 139.
a = 8 mm min.
Prvi dve števki homologacijske številke pomenita, da je bila homologacija podeljena v skladu z zahtevami iz Pravilnika št. 139 v njegovi izvirni obliki.
The above approval mark affixed to a vehicle shows that the vehicle type concerned has been approved in Belgium (E 6) with regard to the Brake Assist System pursuant to Regulation No 139.
VZOREC B
The first two digits of the approval number indicate that the approval was granted in accordance with the requirements of Regulation No 139 in its original form.
(glej odstavek 4.5 tega pravilnika)
MODEL B
Zgornja homologacijska oznaka, nameščena na vozilo, pomeni, da je bil zadevni tip vozila homologiran v Belgiji (E6) v skladu s pravilnikoma št. 139 in 24.
(See paragraph 4.5 of this Regulation)
(V primeru slednjega pravilnika je korigiran absorpcijski koeficient 1,30 m-1.)
The above approval mark affixed to a vehicle shows that the vehicle type concerned has been approved in Belgium (E 6) pursuant to Regulations Nos 139 and 24.
Homologacijski številki pomenita, da je bil na dan podelitve zadevnih homologacij Pravilnik št. 139 v svoji izvirni obliki, Pravilnik št. 24 pa je vključeval spremembe 02.
(In the case of the latter Regulation the corrected absorption coefficient is 1,30 m-1).
Ta številka je navedena le kot primer.
The approval numbers indicate that, at the dates when the respective approvals were given, Regulation No 139 was in its original form and Regulation No 24 included the 02 series of amendments.
PRILOGA 3
This number is given merely as an example.
METODA ZA DOLOČITEV FABS IN AABS
ANNEX 3
Sila na zavorni stopalki FABS je najmanjša sila na stopalki, ki jo je treba uporabiti za zadevno vozilo, da se doseže največji pojemek, ki kaže na to, da sistem ABS maksimalno uravnava zavorno silo. aABS je pojemek za določeno vozilo med pojemanjem sistema ABS, kot je določeno v odstavku 1.8.
METHOD FOR DETERMINATION OF FABS AND aABS
Zavorna stopalka se mora uporabiti počasi (brez aktiviranja sistema BAS v primeru sistema kategorije B), kar zagotavlja stalno naraščanje pojemka do maksimalnega uravnavanja zavorne sile s sistemom ABS (slika).
The brake pedal force FABS is the minimum pedal force that has to be applied for a given vehicle in order to achieve maximum deceleration which indicates that ABS is fully cycling. aABS is the deceleration for a given vehicle during ABS deceleration as defined in paragraph 1.8.
Poln pojemek je treba doseči v časovnem okviru 2,0 ± 0,5 s. Krivulja pojemka glede na čas mora biti v območju ± 0,5 s okoli osrednje črte območja krivulje pojemka.
The brake pedal shall be applied slowly (without activating the BAS in the case of category B systems) providing a constant increase of deceleration until ABS is fully cycling (the figure).
Primer na sliki ima izhodišče pri času t0 in prečka črto aABS pri dveh sekundah.
The full deceleration must be reached within the timeframe of 2,0 ± 0,5 s. The deceleration curve, recorded against time, must be within a corridor of ± 0,5 s around the centre line of the deceleration curve corridor.
Potem ko je bil dosežen poln pojemek, je treba zavorno stopalko uporabljati tako, da sistem ABS še naprej maksimalno uravnava zavorno silo.
The example in the figure has its origin at the time t0 crossing the aABS line 2 seconds.
Čas polnega aktiviranja sistema ABS je opredeljen kot čas, ko je dosežena sila na stopalki FABS.
Once full deceleration has been achieved, the brake pedal shall be operated so that the ABS continues fully cycling.
Meritev se nahaja v območju variance povečanja pojemka (glej sliko spodaj).
The time of full activation of the ABS system is defined as the time when pedal force FABS is achieved.
Območje pojemka za določitev FABS in aABS
The measurement shall be within the corridor for variation of increase in deceleration (see figure below).
Območje maksimalnega uravnavanje zavorne sile ABS
Deceleration corridor for determination of FABS and aABS
Pojemek a
deceleration a
Čas[s]
time[s]
Časovni okvir
timeframe
Območje variance povečanja pojemka
Corridor for variation of increase in deceleration ABS fully cycling corridor
Izvede se pet preskusov, ki izpolnjujejo zahteve iz odstavka 1.3.
Five tests meeting the requirements of paragraph 1.3 shall be carried out.
Za vsak veljaven preskus se pojemek vozila zabeleži kot funkcija zabeležene sile na zavorni stopalki.
For each of these valid tests the vehicle deceleration shall be plotted as a function of the recorded brake pedal force.
Za izračune, opisane v naslednjih odstavkih, se uporabijo samo podatki, zabeleženi pri hitrosti nad 15 km/h.
The five individual ‘deceleration versus brake pedal force’ curves are averaged by calculating the mean deceleration of the five individual ‘deceleration vs. brake pedal force’ curves at increments of 1 N pedal force.
Izračuna se povprečje vseh vrednosti „krivulje maF“, ki so nad 90 odstotki vrednosti tega pojemka „amaks“.
The result is the mean deceleration versus brake pedal force curve, which will be referred to as the ‘maF curve’ in this annex.
Ta vrednost „a“ je pojemek „aABS“ iz tega pravilnika.
The maximum value for the vehicle deceleration is determined from the ‘maF curve’ and is named as ‘amax’.
Najmanjša sila na stopalki (FABS), ki zadostuje, da se doseže pojemek aABS, je opredeljena kot vrednost F, ki ustreza a = aABS na krivulji maF.
All values of the ‘maF curve’ that are above 90 per cent of this deceleration value ‘amax’ are averaged.
PRILOGA 4
This value of ‘a’ is the deceleration ‘aABS’ referred to in this Regulation.
OBDELAVA PODATKOV ZA SISTEM POMOČI PRI ZAVIRANJU (BAS)
The minimum force on the pedal (FABS) sufficient to achieve the deceleration aABS is defined as the value of F corresponding to a = aABS on the maF curve.
(glej odstavek 7.2.3 tega pravilnika)
ANNEX 4
ANALOGNA OBDELAVA PODATKOV
DATA PROCESSING FOR THE BAS
Širina prepustnega pasu (od 0 Hz do frekvence fo pri – 3 dB) ne sme biti manjša od 30 Hz.
ANALOGUE DATA PROCESSING
Vsi analogni signali morajo biti obdelani s filtri, ki imajo dovolj podobne fazne značilnosti za zagotovitev, da so razlike v časovnem zamiku zaradi filtriranja v okviru potrebne točnosti pri merjenju časa.
The bandwidth of the entire, combined transducer/recording system shall be no less than 30 Hz.
Opomba: Med analognim filtriranjem signalov z različnimi frekvenčnimi vsebinami lahko pride do premikov faz.
In order to execute the necessary filtering of signals, low-pass filters with order 4 or higher shall be employed.
Zato je primernejša metoda obdelave podatkov, opisana v odstavku 2 te priloge.
The width of the pass band (from 0 Hz to frequency fo at – 3 dB) shall not be less than 30 Hz.
DIGITALNA OBDELAVA PODATKOV
Amplitude errors shall be less than ± 0,5 per cent in the relevant frequency range of 0 Hz to 30 Hz.
Splošna ugotovitev
All analogue signals shall be processed with filters having sufficiently similar phase characteristics to ensure that time delay differences due to filtering lie within the required accuracy for time measurement.
Pri pripravi analognih signalov je za preprečitev napak potujevanja frekvenc, faznih in časovnih zamikov treba upoštevati slabljenje amplitude filtra in frekvenco vzorčenja.
Note: During analogue filtering of signals with different frequency contents, phase shifts can occur.
Boljše vzorčenje in digitalizacija ter minimiziranje napak digitaliziranja vključuje povečanje signalov pred vzorčenjem; število bitov na vzorec; število vzorcev na cikel; ojačevalnike vezja za vzorčenje in zadrževanje (sample and hold) in ustrezen časovni razmik med vzorci.
Therefore, a data processing method, as described in paragraph 2 of this annex, is preferable.
Za dodatno nefazno digitalno filtriranje je treba izbrati pasovne širine za prepuščanje in zaustavitev frekvenčnega pasu ter slabljenje in dovoljeno valovanje v vsakem od teh pasov; ter popraviti fazne zamike pri filtrih.
DIGITAL DATA PROCESSING
Vsakega od teh dejavnikov je treba upoštevati za doseganje sorazmerne točnosti vseh zajetih podatkov, ki znaša ± 0,5 odstotka.
General consideration
Napake potujevanja frekvenc
Preparation of analogue signals includes consideration of filter amplitude attenuation and sampling rate to avoid aliasing errors, and filter phase lags and time delays.
Za preprečitev nepopravljivih napak potujevanja frekvenc je treba analogne signale pred vzorčenjem in digitalizacijo ustrezno filtrirati.
Sampling and digitizing considerations include pre-sampling amplification of signals to minimize digitizing errors; number of bits per sample; number of samples per cycle; sample and hold amplifiers; and time-wise spacing of samples.
Pri izbiri vrstnega reda uporabljenih filtrov in njihovih pasovnih širin za prepuščanje frekvenčnega pasu je treba upoštevati potrebno enakomernost ojačanja v ustreznem frekvenčnem območju in frekvenco vzorčenja.
Considerations for additional phaseless digital filtering include selection of pass bands and stop bands and the attenuation and allowable ripple in each; and correction of filter phase lags.
Na podlagi minimalnih lastnosti filtra in frekvence vzorčenja je treba zagotoviti:
Each of these factors shall be considered in order to achieve a relative overall data acquisition accuracy of ± 0,5 per cent.
da je v zadevnem frekvenčnem območju 0 Hz do fmaks = 30 Hz slabljenje manjše od ločljivosti sistema za zajetje podatkov, in
Aliasing errors
da se na polovici frekvence vzorčenja (tj. frekvenca Nyquist ali frekvenca „zgibanja“) velikosti vseh komponent frekvence signala in hrupa znižajo na manj, kot znaša ločljivost sistema.
In order to avoid uncorrectable aliasing errors, the analogue signals shall be appropriately filtered before sampling and digitizing.
Za ločljivost 0,05 odstotka mora biti slabljenje filtra v frekvenčnem območju od 0 do 30 Hz manj kot 0,05 odstotka, pri vseh frekvencah, ki so nad eno polovico frekvence vzorčenja, pa več kot 99,95 odstotka.
The order of the filters used and their pass band shall be chosen according to both the required flatness in the relevant frequency range and the sampling rate.
Opomba: Za filter Butterworth je slabljenje podano kot:
The minimum filter characteristics and sampling rate shall be such that:
n razred filtra,
Within the relevant frequency range of 0 Hz to fmax = 30 Hz the attenuation is less than the resolution of the data acquisition system; and
fmaks zadevno frekvenčno območje (30 Hz),
At one-half the sampling rate (i.e. the Nyquist or ‘folding’ frequency) the magnitudes of all frequency components of signal and noise are reduced to less than the system resolution.
fo mejna frekvenca filtra;
For 0,05 per cent resolution the filter attenuation shall be less than 0,05 per cent in the frequency range between 0 and 30 Hz, and the attenuation shall be greater than 99,95 per cent at all frequencies greater than one-half the sampling frequency.
fN frekvenca Nyquist ali frekvenca „zgibanja“.
Note: For a Butterworth filter the attenuation is given by:
Za filter četrtega razreda
n is the order to filter;
za A = 0,9995: fo = 2,37 · fmaks
fmax is the relevant frequency range (30 Hz);
za A = 0,0005: fS, = 2 · (6,69 · fo), pri čemer je fS, frekvenca vzorčenja 2 · fN.
fo is the filter cut-off frequency;
Fazni premiki zaradi filtriranja in časovni zamiki za protiprekrivno filtriranje
fN is the Nyquist or ‘folding’ frequency.
Prekomernemu filtriranju se je treba izogniti, vsi filtri pa morajo imeti dovolj podobne fazne značilnosti za zagotovitev, da se razlike v časovnem zamiku nahajajo znotraj potrebne točnosti za merjenje časa.
For a fourth order filter
Fazni premiki so zlasti pomembni, kadar se izmerjene spremenljivke pomnožijo in tako tvorijo nove spremenljivke, saj se pri multiplikaciji amplitud dodajajo fazni premiki in s tem povezani časovni zamiki.
for A = 0,9995: fo = 2,37 · fmax
Fazni premiki in časovni zamiki se zmanjšajo s povečanjem fo.
for A = 0,0005: fS = 2 · (6,69 · fo), where fS, is the sampling frequency = 2 · fN.
V kolikor so poznane enačbe, ki opisujejo filtre pred vzorčenjem, se njihovi fazni premiki in časovni zamiki odpravijo z enostavno uporabo algoritmov v frekvenčnem prostoru.
Filter phase shifts and time delays for anti-aliasing filtering
Opomba: V frekvenčnem območju, v katerem lastnosti amplitud filtra mirujejo, se lahko fazni premik Φ filtra Butterworth oceni z
Excessive analogue filtering shall be avoided, and all filters shall have sufficiently similar phase characteristics to ensure that time delay differences are within the required accuracy for the time measurement.
Φ = 81 · (f/f0) stopinj za drugi razred,
Phase shifts are especially significant when measured variables are multiplied together to form new variables, because while amplitudes multiply, phase shifts and associated time delays add.
Φ = 150 · (f/f0) stopinj za četrti razred,
Phase shifts and time delays are reduced by increasing fo.
Φ = 294 · (f/f0) stopinj za osmi razred.
Whenever equations describing the pre-sampling filters are known, it is practical to remove their phase shifts and time delays by simple algorithms performed in the frequency domain.
Časovni zamik za vse razrede filtrov je: t = (Φ/360) · (1/f0).
Note: In the frequency range in which the filter amplitude characteristics remain flat, the phase shift Φ of a Butterworth filter can be approximated by
Vzorčenje in digitalizacija podatkov
Φ = 81 · (f/f0) degrees for second order
Pri 30 Hz se amplituda signala spremeni do 18 odstotkov na milisekundo.
Φ = 150 · (f/f0) degrees for fourth order
Za omejitev dinamičnih napak, ki so posledica spreminjanja analognih vnosov, na 0,1 odstotka, mora biti čas vzorčenja ali digitalizacije manj kot 32 μs.
Φ = 294 · (f/f0) degrees for eighth order
Vse pare ali sklope vzorcev podatkov, ki se bodo primerjali, je treba jemati sočasno ali v dovolj kratkem obdobju.
The time delay for all filter orders is: t = (Φ/360) · (1/f0)
Sistemske zahteve
Data sampling and digitizing
Podatkovni sistem mora imeti ločljivost 12 bitov (± 0,05 odstotka) ali več in točnost ± 0,1 odstotka (2 lb).
At 30 Hz the signal amplitude changes by up to 18 per cent per millisecond.
Protiprekrivni filtri morajo biti razreda 4 ali več, ustrezen razpon podatkov fmaks pa 0 do 30 Hz.
To limit dynamic errors caused by changing analogue inputs to 0,1 per cent, sampling or digitizing time shall be less than 32 μs.
Za filtre četrtega razreda mora biti frekvenca prepustnega pasu fo (od 0 Hz do frekvence fo) višja od 2,37 · fmaks, če se fazne napake naknadno prilagodijo v digitalni obdelavi podatkov, sicer pa višja od 5 · fmaks.
All pairs or sets of data samples to be compared shall be taken simultaneously or over a sufficiently short time period.
Za filtre četrtega razreda mora biti frekvenca vzorčenja podatkov fs višja od 13,4 · fo.
System requirements
0–1000 °C
The data system shall have a resolution of 12 bits (± 0,05 per cent) or more and an accuracy of ± 0,1 per cent (2 lb).
0–20 MPa
Anti-aliasing filters shall be of order 4 or higher and the relevant data range fmax shall be 0 Hz to 30 Hz.
Začetna sila na stopalki
For fourth order filters the data sampling frequency fs shall be greater than 13,4 · fo.
FABS, zgornja
0 – 1000 °C
Sila na zavorni stopalki F
± 5 °C
Pasovna širina celotnega kombiniranega sistema pretvarjanja/beleženja izmerjenih vrednosti ne sme biti manjša od 30 Hz.
0 – 20 MPa
Za izvajanje potrebnega filtriranja signalov je treba uporabiti nizkoprepustne filtre razreda 4 ali več.
Initial pedal force
FABS, ekstrapolirana
2 ± 0,5 s
FABS, maks
Corridor for variation of increase in deceleration
http://www.unece.org/trans/main/wp29/wp29wgs/wp29gen/wp29fdocstts.html.
Regulation No 140 of the Economic Commission for Europe of the United Nations (UN/ECE) — Uniform provisions concerning the approval of passenger cars with regard to Electronic Stability Control (ESC) Systems [2018/1592]
Pravilnik št. 140 Ekonomske komisije Združenih narodov za Evropo (UN/ECE) – Enotne določbe o homologaciji osebnih avtomobilov glede na sisteme elektronskega nadzora stabilnosti (ESC) [2018/1592]
Supplement 2 to the original version of the Regulation — Date of entry into force: 29 December 2018
Dopolnila 2 izvirne različice Pravilnika – datum začetka veljavnosti: 29. december 2018
Modification of vehicle type or ESC system and extension of approval
Sprememba tipa vozila ali sistema ESC in razširitev homologacije
Use of the dynamic stability simulation
Uporaba simulacije dinamične stabilnosti
Dynamic stability simulation tool and its validation
Orodje za simulacijo dinamične stabilnosti in njegovo potrjevanje
This Regulation applies to the approval of vehicles of category M1 and N1 with regard to their electronic stability control system.
Ta pravilnik se uporablja za homologacijo vozil kategorij M1 in N1 glede na njihov sistem elektronskega nadzora stabilnosti.
Vehicles with a design speed not exceeding 25 km/h;
vozil, katerih konstrukcijsko določena hitrost ne presega 25 km/h;
‘Approval of a vehicle’ means the approval of a vehicle type with regard to electronic stability control.
„homologacija vozila“ pomeni homologacijo tipa vozila glede na sistem elektronskega nadzora stabilnosti;
Vehicle features which significantly influence the performances of the Electronic Stability Control system (e.g. maximum mass, centre of gravity position, track width, distance between axles, tyres dimension and the design of the braking system);
lastnostih vozila, ki bistveno vplivajo na delovanje sistema elektronskega nadzora stabilnosti (npr. največji masi, legi težišča, širini koloteka, razdalji med osmi, merah pnevmatik in zasnovi zavornega sistema);
The design of the Electronic Stability Control system.
zasnovi sistema elektronskega nadzora stabilnosti;
‘Ackermann steer angle’ means the angle whose tangent is the wheelbase divided by the radius of the turn at a very low speed.
„Ackermannov krmilni kot“ pomeni kot, katerega tangens je medosna razdalja, deljena s polmerom obrata pri zelo nizki hitrosti;
‘Electronic Stability Control (ESC) System’ means a system that has all of the following attributes:
„sistem elektronskega nadzora stabilnosti (ESC)“ pomeni sistem, ki ima vse naslednje lastnosti:
That improves vehicle directional stability by at least having the ability to automatically control individually the braking torques of the left and right wheels on each axle to induce a correcting yaw moment based on the evaluation of actual vehicle behaviour in comparison with a determination of vehicle behaviour demanded by the driver;
izboljšuje smerno stabilnost vozila vsaj s tem, da lahko samodejno posamezno nadzira zavorne navore levih in desnih koles na vsaki osi, da na podlagi ocene dejanskega obnašanja vozila v primerjavi z obnašanjem vozila, ki ga je zahteval voznik, popravi moment odmika od smeri;
That is computer controlled with the computer using a closed-loop algorithm to limit vehicle oversteer and to limit vehicle understeer based on the evaluation of actual vehicle behaviour in comparison with a determination of vehicle behaviour demanded by the driver;
je računalniško voden z računalnikom, ki z algoritmom z zaprto zanko na podlagi ocene dejanskega obnašanja vozila v primerjavi z obnašanjem vozila, ki ga je zahteval voznik, omejuje prekrmiljenje ali podkrmiljenje vozila;