You can always rely on the high safety standard of your Setra. The next generation of the ComfortClass is no different. Revolutionary assistance systems such as Active Drive Assist 2, Active Brake Assist 5 and the 360° camera are exemplary in their class. This means the best possible protection and the greatest possible relaxation on the road – not only for your passengers and drivers, but also for you as an entrepreneur.
A model of safety.
The Setra ComfortClass – new assistance systems for even more safety.
Setra's integral safety concept helps to proactively prevent accidents. It protects both passengers and driver and the more vulnerable road users. The next generation of the ComfortClass underlines the high safety standard with spectacular innovations in the field of assistance systems. Active Brake Assist 5 (ABA 5) is the world's first emergency braking assistant for coaches that can react to moving pedestrians with emergency braking. The optional Active Drive Assist 2 enables semi-automated driving in a bus for the first time. And the new optional 360° camera system gives the driver an all-round view of the traffic situation.
Relaxed and safe on the road.
The list of new safety and assistance systems in the Setra ComfortClass in the area of active safety is long. It starts with the optional Active Drive Assist 2, which for the first time in a bus enables the driver to drive semi-automatically. It is based on existing assistance systems whose functionalities have been combined for Active Drive Assist 2. These include the further developed Predictive Powertrain Control (PPC), Lane Assist (SPA) and the new Active Brake Assist 5 (ABA 5). Only through their interaction can driving processes such as accelerating, braking, maintaining distance, steering and lane keeping be carried out automatically by Active Drive Assist 2. This applies to the entire speed range from 0 to 100 km/h on motorways and motorway-like roads. Particularly helpful in city traffic, on the other hand, is the new Active Brake Assist 5 (ABA 5) emergency braking system, which is fitted as standard. This works for the first time with a combination of radar and camera system. Compared to the previous ABA 4 system, the new system can react to moving persons not only with partial braking, but also with full braking up to a vehicle speed of 50 km/h. The new system can also react to moving persons with full braking. In unclear situations, the driver can also rely on the benefits of the optional 360° camera. The basis is formed by four cameras at the front, both sides and at the rear of the bus. The four images from the cameras are fused to create a 360° bird's eye view of the coach and its surroundings. And if you want even more visibility, you can opt for the new, even brighter full-LED headlights with Highbeam Assist. The antiviral filter sets that are part of the standard equipment of the ComfortClass prove that the topic of safety encompasses much more. For even more effective infection protection, driver protection doors, software updates or disinfection dispensers can be individually retrofitted.
Active Drive Assist 2.
Active Drive Assist 2 actively assists the driver with distance and lane keeping by combining various assistance systems. The system can brake, accelerate and keep the vehicle on track through active steering movements. To this end, it combines the functions of the individual systems in a unique way and thus already enables semi-automated driving in all speed ranges.
The smart entry into automated coach driving
All assistance systems work together with Active Drive Assist 2: to ensure the most economical driving style possible, the system acts according to the specifications of the Predictive Powertrain Control. The system uses functional extensions based on the tried-and-tested adaptive cruise control and the active lane assist for longitudinal and lateral vehicle guidance. To detect the traffic ahead, Active Drive Assist 2 uses the same advanced radar and camera technology as Active Brake Assist 5.
The 360° camera system consists of four cameras that capture the immediate vehicle environment and generate an indirect all-round view. The associated 10" screen is located on the A-pillar above the cockpit. This system allows pedestrians, cyclists and obstacles to be seen even in areas that are otherwise not visible to the driver. In this way, the system increases road safety, as collision hazards can be detected and, at best, prevented.
The views from the 360° camera are available up to a speed of approx. 20 mph (30 km/h) when driving forwards and always when reversing. Note: Risk of accidents due to objects protruding into the traffic area above the cameras, e.g. protruding roofs, exterior mirrors of your own and other buses, etc. The cameras cannot detect these objects. Particularly in the 360° view, the impression of a free environment can be created even though objects above the mounted cameras protrude into the turning space.
Active Brake Assist 5 (ABA 5).
ABA 5 supports the driver by automatically initiating emergency braking if there is a risk of a rear-end collision with vehicles in front or with stationary obstacles. It also detects moving or stationary persons in front of the vehicle. The system reacts to this with an acoustic and visual warning to the driver and simultaneous partial or full braking.
The driver can switch off Active Brake Assist 5 at any time, but the fifth generation, like the fourth, is technically so sophisticated and essentially designed in such a manner that this procedure only makes sense in rare exceptional cases. With the extended system limits of Active Brake Assist 5, accidents can be prevented even more reliably than before. Automated emergency braking on detecting moving persons offers a further plus in safety – especially for journeys in inner-city areas.
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).
Adaptive Cruise Control (ACC) with Active Brake Assist 5 (ABA 5).
The Adaptive Cruise Control (ACC) with Active Brake Assist 5 (ABA 5) relieves the driver of the unnecessary stresses associated with maintaining a constant distance from the vehicle ahead, with a continuous measurement. ABA 5 additionally supports the driver in case of an imminent collision with stationary objects, moving objects and moving pedestrians.
Adaptive Cruise Control (ACC) with Active Brake Assist 5 (ABA 5).
As a further development of ABA 4, ABA 5 combines the use of radar and camera. Thanks to sensor fusion, the system can now react to people crossing, approaching or running in their own lane with an automated emergency stop within the system limits up to a vehicle speed of 50 km/h. This also applies to pedestrians who walk in front of the vehicle, are detected by the system while moving, and then suddenly stop. In snow, rain, fog, heavy spray, glare, direct sunlight or changing lighting conditions, the range and recognition of vehicles and persons can be impaired.
Lane Assist (SPA).
With the aid of a camera system behind the windshield, the Lane Departure Warning system detects when the vehicle unintentionally leaves a marked lane. As soon as the vehicle crosses the markings, the driver is warned by a clear vibration on the corresponding side of the driver's seat.
Lane Assist (SPA).
The LDWS is activated from a speed of 40 mph (60 km/h). The lane assist system is switched off when the turn signal is activated, for example when the driver initiates a deliberate lane change. The system can be deactivated in the ICUC menu, e.g. in a construction site.
A small camera behind the windshield uses boundary lines to record the road directly in front of the vehicle. If the vehicle is about to cross any of the markings without a turn signal being activated, the driver is alerted by a pulsation in the seat. The camera determines the instant of warning based on the width of the lane, the distance to the marking line, and the speed of approach to the marking. The LDWS becomes active above a speed of 40 mph (60 km/h); it is switched off by operating the turn signal, for example when initiating a deliberate change of lane.
Tyre Pressure Monitoring (TPM).
The wireless tyre pressure monitoring with indication in the multifunctional display is an electronic safety system that permanently monitors the air pressure of all tyres. Tyre pressure losses are displayed within the system limits.
Tyre Pressure Monitoring (TPM).
The right tyre pressure contributes to driving safety and significantly reduced fuel consumption. Even a tyre pressure set 0.5 bar too low can increase fuel consumption by up to 5%. The wheel electronics are positioned on the valve on the inside of the rim. The sensors record the data relevant to the tyre pressure and transmit it to the display instrument.
The tyre pressure is recorded both when the vehicle is stationary and when it is moving. Caution! A sudden loss of pressure, for example due to the penetration of a foreign body, is not immediately indicated by the tyre pressure monitoring system. Damage to the tyres that does not lead to acute pressure loss is also not detected by the monitoring system. Here, visual inspection by the driver is and remains essential.
Attention Assist (AtAs).
Attention Assist (AtAs) is a safety assistance system that can help prevent microsleep. It thus contributes to improved driving safety, especially on long journeys and when driving at night. The system warns the driver visually and acoustically when it detects typical signs of overtiredness or inattention and prompts him/her to take a break. The warning is independent of the electronic logging device (ELD).
To analyze driving behavior, the steering movements are evaluated and an individual driver profile is created from them. The evaluation of the steering style is based on a stored algorithm. It evaluates steering errors made by the driver. At the beginning of the journey, the system first “learns” the driver's steering profile – this only occurs at speeds above 37 mph (60km/h). During the journey the custom steering behavior learned in this manner is then constantly compared in an electronic control unit with the driver’s current steering behavior and the respective driving conditions. A warning with a symbol (coffee cup in the display) appears when the current steering style deviates from the steering profile learned by the system.
Anti-lock Braking System (ABS).
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.
Acceleration Skid Control (ASR).
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.
AquaBlade® windscreen wipers.
The windscreen wiper flat blade system with integrated screen wash supply in the wiper blade distributes cleaning fluid through several nozzles directly over the wiper blades on the windscreen.
With its innovative profile, the flat wiper blade ensures that screen wash is evenly distributed on the windscreen. This increases comfort, saves screen wash and, due to the considerably better cleaning action, also ensures optimum visibility – ultimately a plus for safety.
Continuous brake limiter (DBL).
The continuous brake limiter (DBL) is a safety system that makes it impossible, for example, to decouple the drivetrain by depressing the clutch pedal when going downhill. DBL constantly monitors the maximum permissible speed of the vehicle. If a vehicle exceeds the maximum permitted speed, e.g. when driving downhill, DBL communicates with the other safety systems.
First, the fuel injection to the engine is interrupted. If this is not enough, the retarder (the wear-free continuous brake) is engaged. This increases safety, especially on sections with steep downhill gradients, and makes it impossible for accidental speeding to occur, as can easily happen in such situations.
Electronic Stability Program (ESP®).
The Electronic Stability Program (ESP®) significantly reduces the risk of the vehicle skidding and tipping over by selectively braking individual wheels or by braking the vehicle as a whole.
High-performance electronics monitor the signals from the ESP® sensors and constantly determine whether the steering commands of the driver match the actual movements of the vehicle. If the values deviate from one another, the system decreases the engine torque to restore stability to the vehicle. If this is not sufficient, it also brakes individual wheels or the entire vehicle. The driver’s request for deceleration is observed at all times.
Electro-pneumatic service brake system (EBS).
Exemplary safety even in unforeseen traffic situations - the electro-pneumatic service brake system (EBS) achieves shorter braking distances and less brake wear. The electro-pneumatic service brake system (EBS) increases road safety by improving braking stability and reducing braking distances.
Due to the electronic control of the EBS brake components, significantly shorter response times are achieved at the brake cylinders. The system distributes the brake pressure optimally to all axles, thereby ensuring the best possible braking effect. In the unlikely event of an electronic system failure, a dual-circuit pneumatic redundancy is available. This will still bring the coach safely to a halt. As a further development of the conventional air brake, the EBS offers numerous advantages. When braking, the control unit first activates the continuous brake (retarder and/or engine brake). If greater retardation is required, the control unit uses the information in the data network to determine the optimum braking pressure for every axle. The electropneumatic brake system enables shorter braking distances compared to a pneumatic brake system as well as significantly less brake disc and lining wear due to the integration of the continuous brakes described above.
In addition, EBS constantly monitors and optimizes brake pad wear axle by axle. This allows service and pad change times to be coordinated. Integration of wear-free brakes such as retarders and engine brakes (retarder integration) additionally protects the brake pads and leads to less brake pad wear. The overall result is reduced downtime and thus an improved cost-benefit ratio.
Stable bodywork (body in compliance with ECE-R 66.02).
The strength of the bus body is also an important factor for the level of passive safety of a bus. With its resistance, the consequences of an accident can be avoided. The high rigidity of the bus body of our buses is enhanced by weight-optimised annular frames around the body.
The rigidity is defined in accordance with regulation UN ECE-R 66.02. It specifies the exact "survival space" which must be guaranteed by the structural design in the event of an accident.
Drive authorization system 4 (FBS4).
Start the vehicle without putting the key in the ignition: the keyless access system Keyless-Start (drive authorisation system 4 FBS 4) makes this possible. The electronic vehicle key only has to be located in the cockpit area, so it can remain in the driver's pocket. The engine is started by pressing the start button.
At the same time, Keyless-Start serves as an immobiliser that prevents the bus from being started without a suitable key. When the driver approaches his vehicle, the key for operating the central locking system is recognised. It can then be operated by a button on the key. After entering the bus, the vehicle detects the key in the cockpit area. The driver can now unlock the ignition by pressing a button or switch on the ignition. The engine is started by pressing the start button for more than five seconds, alternatively by briefly pressing the start button while pressing the brake pedal.
Front Collision Guard (FCG).
The Front Collision Guard offers increased safety in the event of a head-on collision by means of a transverse profile behind which crash elements are located. Their absorber structure converts the impact energy into deformation energy. The transverse profile serves as a reliable underride guard. Since the driver’s work space is mounted on a massive frame component, it can be pushed backwards to maintain a protective space for the driver in the case of a frontal impact.
The patented technology includes a multi-part cross section as underride guard behind the bumper with the idea of protecting other road users, e.g. preventing a car from going under the bus. The front-end structure behind this cross section consists of crash elements that can selectively dissipate energy in the event of a collision. In addition, the driver's area, including steering, pedals and seat, is located on a massive frame section that is displaced rearward as a complete unit in the event of a serious head-on collision, thereby increasing the survival space by vital centimetres.
The rain sensor increases traffic safety, especially when driving in convoys, through individually adjustable, automated wiping functions.
The light sensor increases road safety by automatically switching on the driving lights depending on the current lighting conditions and thus improving the visibility of the roadway.
The electronic brake with hold function combines easier handling, more comfort and greater safety. When the bus is at a standstill, the vehicle is held by the service brake by pressing the brake pedal above a certain point, and the brake is automatically released when starting off. The function can be deactivated by a button.
The roll lock is activated when the ignition is switched on. The basic function is to control and hold the brake pressure last controlled via the brake pedal at a standstill. The brake is then only automatically released during the start-up process. The release of the brake depends on the applied starting torque. In the case of longer downtimes, a warning message is sent after 10 minutes with the request to use the parking brake.
LED headlights for low beam and high beam.
The low beam and high beam benefit from the outstanding luminous efficacy of the integral LED headlights, which also use significantly less energy than standard lights. They provide broad and precise illumination of the road. Another safety benefit is the temperature of the light, which is similar to that of daylight and makes the eyes tire less quickly. The LED lights assure a long service life and low degradation (decrease in luminosity).
The light cone of the LED headlights is precisely defined. More brightness and longer range provide additional safety. LED lamps are about two to three times more efficient than conventional incandescent lamps.
The headlights reach their full luminous intensity immediately after being switched on and provide wide-ranging and precise illumination of the road. They have a soft cut-off line and a subjectively larger reach. And LED headlights increase economic efficiency through their low power consumption and long service life. They have low degradation, i.e. the light output remains largely consistant over their service life.
High beam assistant.
The high beam assistant automatically switches the high beam on or off depending on traffic, so that optimum illumination of the road is always ensured. In this way, it contributes to greater safety through improved lighting conditions and optimized illumination, and increases driving comfort and safety.
The function can be activated or deactivated. It is active from a speed of approximately 20 mph (35 km/h) and is automatically deactivated below a speed of approximately 15 mph (27 km/h). The function adapts to the illumination/brightness of the surroundings (no automatic switching on if there is sufficient street lighting).