The Electronic Stability Program (ESP®) is an active system for increasing driving safety and stability. It makes a noticeable contribution to reducing the risk of skidding during cornering or evasive manoeuvres. This is achieved by specifically controlling the braking forces on each individual wheel in critical handling situations, for example if the coach approaches physical limits when cornering. At the same time the engine output is reduced. A possible "breaking-loose" of the bus is thus prevented by the finely metered braking - within the limits of the physical possibilities. ESP® monitors, among other things, the lateral acceleration of the bus. If, on long bends – such as motorway exits – or during rapid lane changes, the bus reaches a critical driving situation, the vehicle speed is automatically reduced to the extent necessary for the bus to return to a stable handling situation. ESP® is similar to the system installed in cars but provides additional functions adapted for use in buses.

ASR prevents the drive wheels from spinning in two ways. On the one hand, ASR minimises wheel spinning through a measured braking intervention. On the other hand, the torque of the engine is regulated via the "electronic accelerator pedal".

Even at full throttle, the engine only provides as much power in critical situations as the drive wheels can transmit – a major advantage for controlled pulling away and driving stability. When starting off, the torques applied and the wheel speeds of the drive wheels are monitored. In this process, torque distribution is controlled in such a way that spinning is prevented. This ensures that optimum power flow is always guaranteed.

ASR helps the driver to minimise the risk of the drive wheels spinning and consequently of the rear of the vehicle (rear-wheel drive) drifting out sideways when accelerating. Especially for high-torque engines, ASR thus provides increased comfort and enhanced safety when pulling away – particularly on roads with varying grip.

The Anti-lock Braking System (ABS) supports driving stability during critical braking operations and ensures that the vehicle remains steerable. The braking forces acting on the individual wheels are distributed by the ABS so that even in an emergency braking situation no wheel is blocked for any length of time, and the steerability of the bus is largely maintained.

The control unit of the brake electronics records the current wheel speed via the pole wheels and wheel sensors. When braking, the system controls the brake pressure at the individual wheel brake cylinders via the control valves. During emergency braking and braking with locking wheels, the system opens and closes the control valves of the wheel brake cylinders fully automatically at very short intervals, thus preventing locking and keeping the vehicle steerable.

During emergency braking and braking with locking wheels, the system opens and closes the control valves of the wheel brake cylinders fully automatically at very short intervals, thus preventing locking and keeping the vehicle steerable.

Sideguard Assist is a safety assistance system that supports the driver in critical cornering situations where visibility may be limited. When turning or changing lanes, the system is designed to help avoid critical situations, within its limitations, or reduce the consequences of accidents.

The function of the system and the warning concept were established based on the analysis of accidents while cornering that involved pedestrians and cyclists. In the majority of accident scenarios, the cause is due to the movement of both parties involved (vehicle and pedestrian/cyclist). In these cases, the system provides early information (yellow display) about moving persons or vehicles in a zone alongside and over the entire length of the vehicle and warns the driver as soon as the situation becomes critical (red).

With the Preventive Brake Assist feature, Mercedes-Benz is offering the first Active Brake Assist for city line buses worldwide. The assistance system warns of a potential collision with moving pedestrians as well as stationary or moving objects and automatically initiates a braking manoeuvre with partial braking in the event of an acute collision hazard.

Warning cascade and braking intervention are designed for use in city traffic. In the event of an imminent collision with pedestrians and with moving or stationary objects, the Preventive Brake Assist warns the driver visually by a red illuminated triangle with a vehicle symbol in the central display as well as acoustically, while initiating partial braking. This is held until either the driver intervenes or the bus comes to a stop.

The platform for the Preventive Brake Assist is a new generation of radar technology: the radar system continuously scans an area of up to 250 metres in the lane in front of the bus and works reliably even at night and adverse weather conditions.

The cornering light function provides even more safety through better visibility conditions at night-time when cornering at intersections and roundabouts and when manoeuvring in forward driving and backing up.

The cornering light function is activated automatically at speeds of up to approx. 35 km/h if the main headlamps are on, the turn indicator is actuated or the steering wheel is turned. One of the two front fog lamps then cuts in to illuminate an area on the side in front of the vehicle that is not being illuminated by the main headlamps.

The intelligent electronic system switches the cornering lights on or off progressively in the same way as a dimmer switch. This gives the driver's eyes a chance to adapt to the change in light.

Articulated bus joints usually have high levels of basic damping. This invokes a strong inclination for the driver to understeer when cornering and increases tyre wear on the front axle. This is where the driving dynamics control system Articulation Turntable Controller (ATC) comes in.

The dynamic ATC regulates the hydraulic dampening of the articulation joint quickly and above all when and where it is needed, depending on the steering angle, the angle of the articulation joint, the speed and the load, among other factors. To this end the ATC falls back on the data from the CAN bus.

The otherwise usual high damping of the joint leads to a strong tendency to understeer in curves and increased tire wear on the front axle, this vehicle’s joint runs freely under normal running conditions and is attenuated only by the friction of the elements.

Installed video monitoring cameras can monitor events in the bus. A video monitoring system can not only improve the perceived safety for the bus driver and passengers, it can also deter hooligans committing acts of vandalism in the vehicle and record acts of violence.

The data is transmitted to the monitor in the bus driver's workstation. The bus driver can then better discern and assess certain situations and events occurring in the passenger compartment and if necessary react to any threat. The vehicle is labelled with pictograms to inform passengers that the vehicle is video-monitored. Together with the video monitoring, they increase the perceived safety for your driver and the passengers and thereby enhance the attractiveness of public transport. The video monitoring system is special equipment.

For more information on the functioning of the video monitoring and data storage, contact our bus sales advisor.