汽车防抱死制动系统ABS中英文对照外文翻译文献

Automobile Brake SystemThe braking system is the most important system in cars. If the brakes fail, theresult can be disastrous. Brakes are actually energy conversion devices, whichconvert the kinetic energy (momentum) of the vehicle into thermal energy(heat).When stepping on the brakes, the driver commands a stopping force tentimes as powerful as the force that puts the car in motion. The braking systemcan exert thousands of pounds of pressure on each of the four brakes.Two complete independent braking systems are used on the car. They are theservice brake and the parking brake.The service brake acts to slow, stop, or hold the vehicle during normal driving.They are foot-operated by the driver depressing and releasing the brake pedal.The primary purpose of the parking brake is to hold the vehicle stationary whileit is unattended. The parking brake is mechanically operated by when a separateparking brake foot pedal or hand lever is set.The brake system is composed of the following basic c omponents: the “master cylinder” which is located under the hood, and is directly connected to the brake pedal, converts driver foot’s mechanical pressure into hydraulic pressure. Steel “brake lines” and flexible “brake hoses” connect the master cylinder to the cylinders” located at each wheel. Brake fluid, specially designed to work inextreme conditions, fills the system. “Shoes” and “pads” are pushed by cylinders to contact the “drums” and “rotors” thus causing drag, which (hopefully) slows the car.The typical brake system consists of disk brakes in front and either disk ordrum brakes in the rear connected by a system of tubes and hoses that link thebrake at each wheel to the master cylinder (Figure).Basically, all car brakes are friction brakes. When the driver applies the brake, the control device forces brake shoes, or pads, against the rotating brake drum or disks at wheel. Friction between the shoes or pads and the drums or disks then slows or stops the wheel so that the car is braked.In most modern brake systems (see Figure 15.1), there is a fluid-filled cylinder, called master cylinder, which contains two separate sections, there is a piston in each section and both pistons are connected to a brake pedal in the driver compartment. When the brake is pushed down, brake fluid is sent from the master cylinder to the wheels.At the wheels, the fluid pushes shoes, or pads, against revolving drums or disks. The friction between the stationary shoes, or pads, and the revolving drums or disks slows and stops them. This slows or stops the revolving wheels, which, in turn, slow or stop the car.The brake fluid reservoir is on top of the master cylinder. Most cars todayhave a transparent reservoir so that you can see the level without opening the cover. The brake fluid level will drop slightly as the brake pads wear. This is a normal condition and no cause for concern. If the level drops noticeably over ashort period of time or goes down to about two thirds full, have your brakes checked as soon as possible. Keep the reservoir covered except for the amount of time you need to fill it and never leave a cam of brake fluid uncovered. Brakefluid must maintain a very high boiling point. Exposure to air will cause the fluidto absorb moisture which will lower that boiling point.The brake fluid travels from the master cylinder to the wheels through a seriesof steel tubes and reinforced rubber hoses. Rubber hoses are only used in places that require flexibility, such as at the front wheels, which move up and down as well as steer. The rest of the system uses non-corrosive seamless steel tubing with special fittings at all attachment points. If a steel line requires a repair, thebest procedure is to replace the compete line. If this is not practical, a line can be repaired using special splice fittings that are made for brake system repair. You must never use copper tubing to repair a brake system. They are dangerous and illegal.Drum brakes, it consists of the brake drum, an expander, pull back springs, a stationary back plate, two shoes with friction linings, and anchor pins. The stationary back plate is secured to the flange of the axle housing or to thesteering knuckle. The brake drum is mounted on the wheel hub. There is a clearance between the inner surface of the drum and the shoe lining. To apply brakes, the driver pushes pedal, the expander expands the shoes and presses them to the drum. Friction between the brake drum and the friction linings brakes the wheels and the vehicle stops. To release brakes, the driver release the pedal, the pull back spring retracts the shoes thus permitting free rotation of the wheels.Disk brakes, it has a metal disk instead of a drum. A flat shoe, or disk-brake pad,is located on each side of the disk. The shoes squeeze the rotatin g disk to stopthe car. Fluid from the master cylinder forces the pistons to move in, toward the disk. This action pushes the friction pads tightly against the disk. The friction between the shoes and disk slows and stops it. This provides the braking action. Pistons are made of either plastic or metal. There are three general types of disk brakes. They are the floating-caliper type, the fixed-caliper type, and thesliding-caliper type. Floating-caliper and sliding-caliper disk brakes use a single piston. Fixed-caliper disk brakes have either two or four pistons.The brake system assemblies are actuated by mechanical, hydraulic or pneumatic devices. The mechanical leverage is used in the parking brakes fittedin all automobile. When the brake pedal is depressed, the rod pushes the pistonof brake master cylinder which presses the fluid. The fluid flows through the pipelines to the power brake unit and then to the wheel cylinder. The fluidpressure expands the cylinder pistons thus pressing the shoes to the drum or disk.If the pedal is released, the piston returns to the initialposition, the pull backsprings retract the shoes, the fluid is forced back to the master cylinder andbraking ceases.The primary purpose of the parking brake is to hold the vehicle stationary whileit is unattended. The parking brake is mechanically operated by the driver when a separate parking braking hand lever is set. The hand brake is normally usedwhen the car has already stopped. A lever is pulled and the rear brakes are approached and locked in the “on” position. The car may now be left without fear of its rolling away. When the driver wants to move the car again, he mustpress a button before the lever can be released. The hand brake must also be ableto stop the car in the event of the foot brake failing. For this reason, it is separatefrom the foot brake uses cable or rods instead of the hydraulic system.Anti-lock Brake SystemAnti-lock brake systems make braking safer and more convenient, Anti-lockbrake systems modulate brake system hydraulic pressure to prevent the brakesfrom locking and the tires from skidding on slippery pavement or during a panicstop.Anti-lock brake systems have been used on aircraft for years, and some domesticcar were offered with an early form of anti-lock braking in late 1990’s. Recently, several automakers have introduced more sophisticated anti-lock system. Investigations in Europe, where anti-lock brakin g systems have been availablefor a decade, have led one manufacture to state that the number of trafficaccidents could be reduced by seven and a half percent if all cars had anti-lock brakes. So some sources predict that all cars will offer anti-lock brakes toimprove the safety of the car.Anti-lock systems modulate brake application force several times per second tohold the tires at a controlled amount of slip; all systems accomplish this inbasically the same way. One or more speed sensors generate alternating currentsignal whose frequency increases with the wheel rotational speed. An electroniccontrol unit continuously monitors these signals and if the frequency of a signaldrops too rapidly indicating that a wheel is about to lock, the control unitinstructs a modulating device to reduce hydraulic pressure to the brake at theaffected wheel. When sensor signals indicate the wheel is again rotatingnormally, the control unit allows increased hydraulic pressure to the brake. Thisrelease-a pply cycle occurs several time per second to “pump” the brakes like driver might but at a much faster rate.In addition to their basic operation, anti-lock systems have two other things incommon. First, they do not operate until the brakes are applied with enoughforce to lock or nearly lock a wheel. At all other times, the system stands readyto function but does not interfere with normal braking. Second, if the anti-locksystem fail in any way, the brakes continue to operate without anti-lockcapability. A warning light on the instrument panel alerts the driver when aproblem exists in the anti-lock system.The current Bosch component Anti-lock Braking System (ABSⅡ), is a second generation design wildly used by European automakers such as BWM,Mercedes-Benz and Porsche. ABSⅡ system consists of : four wheel speedsensor, electronic control unit and modulator assembly.A speed sensor is fitted at each wheel sends signals about wheel rotation tocontrol unit. Each speed sensor consists of a sensor unit and a gear wheel. Thefront sensor mounts to the steering knuckle and its gear wheel is pressed onto thestub axle that rotates with the wheel. The rear sensor mounts the rear suspension member and its gear wheel is pressed onto the axle. The sensor itself is awinding with a magnetic core. The core creates a magnetic field around the winding, and as the teeth of the gear wheel move through this field, an alternating current is induced inthe winding. The control unit monitors the rate o change in this frequency to determine impending brake lockup.divided into three parts: signal processing,The control unit’s function can belogic and safety circuitry. The signal processing section is the converter that receives the alternating current signals form the speed sensors and converts them into digital form for the logic section. The logic section then analyzes thedigitized signals to calculate any brake pressure changes needed. If impending lockup is sensed, the logic section sends commands to the modulator assembly. Modulator assemblyThe hydraulic modulator assembly regulates pressure to the wheel brakes when it receives commands from the control utuit. The modulator assembly can maintain or reduce pressure over the level it receives from the master cylinder, it also can never apply the brakes by itself. The modulator assembly consists of threehigh-speed electric solenoid valves, two fluid reservoirs and a turn deliverypump equipped with inlet and outlet check valves. The modulator electrical connector and controlling relays are concealed under a plastic cover of the assembly.Each front wheel is served by electric solenoid valve modulated independentlyby the control unit. The rear brakes are served by a single solenoid valve and modulated together using the select-low principle. During anti-braking system operation, the control unit cycles the solenoid valves to either hold or release pressure the brake lines. When pressure is released from the brake lines during anti-braking operation, it is routed to a fluid reservoir. There is one reservoir for the front brake circuit. The reservoirs are low-pressure accumulators that storefluid under slight spring pressure until the return delivery pump can return the fluid through the brake lines to the master cylinder.汽车制动系统制动系统是汽车上最重要的系统。

关于汽车制动系统英文作文英文：When it comes to the safety of a vehicle, the braking system is one of the most crucial components. The braking system is responsible for slowing down or stopping a vehicle when necessary. There are several types of braking systems, including disc brakes, drum brakes, and anti-lock braking systems (ABS).Disc brakes are the most common type of braking system used in modern vehicles. They consist of a rotor, caliper, and brake pads. When the brake pedal is pressed, thecaliper squeezes the brake pads against the rotor, creating friction and slowing down the vehicle. Disc brakes are known for their reliability and durability.Drum brakes, on the other hand, are becoming less common in modern vehicles. They consist of a brake drum, brake shoes, and a wheel cylinder. When the brake pedal ispressed, the brake shoes are pushed against the brake drum, creating friction and slowing down the vehicle. Drum brakes are known for their simplicity and low cost.ABS is a more advanced type of braking system that prevents the wheels from locking up during braking. This helps the driver maintain control of the vehicle and reduces the risk of skidding. ABS works by monitoring the speed of each wheel and adjusting the braking force accordingly.In addition to the types of braking systems, it's also important to regularly maintain and inspect the braking system. This includes checking the brake pads and rotorsfor wear, ensuring proper brake fluid levels, and checking for any leaks or damage.Overall, the braking system is a vital component of a vehicle's safety. It's important to understand thedifferent types of braking systems and how to properly maintain them to ensure a safe driving experience.中文：谈到车辆安全，制动系统是其中最关键的组成部分之一。

What are antilock brakes system?Antilock brakes are designed to help drivers avoid crashes. Without anti-locks, hard braking can cause wheels to lock, sending a vehicle into a skid. Wheel lockup can result in longer stopping distances, loss of steering control and, when road friction is uneven, loss of stability if the vehicle begins to spin.The main advantage of anti-locks is that they can reduce these problems on wet and slippery roads. Anti-locks work with a vehicle's normal service brakes to decrease stopping distance and increase the control and stability of the vehicle during hard braking.The principle behind anti-locks is that a skidding wheel provides less stopping force and control than a wheel that is rotating. Anti-locks prevent wheels from skidding by monitoring the speed of each wheel and automatically pulsing the brake pressure on any wheels where skidding is detected. Anti-locks don't make much difference in stopping distances on dry roads, although they can enhance vehicle stability and allow drivers to maintain steering control during emergency stops when conventional brakes might allow wheel lockup and skidding.How do antilock brakes system?Since most cars on the road today have some form of Antilock Brakes (ABS)I think we should take a look at how they work and clear up somemis-information about them.As always, what I describe here is how most systems work in general. Since different manufactures have their own versions of ABS their values,specifications and part names will differ. If you are having a problem with theABS on your vehicle you should always refer to the specific service and repair manuals for your vehicle.The ABS is a four-wheel system that prevents wheel lock-up byautomatically modulating the brake pressure during an emergency stop. By preventing the wheels from locking, it enables the driver to maintain steeringcontrol and to stop in the shortest possible distance under most conditions.During normal braking, the ABS and non-ABS brake pedal feel will be the same.During ABS operation, a pulsation can be felt in the brake pedal, accompaniedby a fall and then rise in brake pedal height and a clicking soundAnti-locksdiffer among vehicles, but there are some basic similarities. Each system has sensors that monitor the rotational speeds of selected wheels when brakes are applied. When one of these wheels approaches lockup, a control unit reducesbrake pressure to that wheel (or set of wheels) just enough to allow rotationagain. This typically happens many times per second, resulting in improvedcontrol and, on many wet and slippery surfaces, shorter stopping distances. Differences among antilock brake systems include the following:Cars and many SUVs have four-wheel systems with wheel-speed sensors oneach wheel. In one type of system, the anti-locks reduce brake pressure to bothrear wheels whenever one approaches lockup. Brake pressure to the frontwheels of four-wheel systems is controlled independently to maximizestopping power, which is concentrated in the front. In four-wheel independent systems, each wheel is controlled individually, so when any one approaches lockup, the anti-locks reduce brake pressure to that wheel.Some pickups and cargo vans have rear-wheel-only antilock systems toaddress different braking needs when vehicles are loaded versus unloaded.The anti-locks monitor the rotational speeds of rear wheels only and release pressure to both when either is about to lock.Tractor-trailers have separate antilock systems for the tractors and the trailers. Ideally, both the tractor and trailer of a combination rig should have antilock brakes, but putting anti-locks on either component should produceimprovement compared with conventional brakes. With anti-locks on thetractor only, a driver can maintain better steering control even if trailer wheelslock and the trailer swings. If only the trailer has anti-locks, trailer swing canbe reduced even if steering control is lost.Why don't anti-locks reduce stopping distances as much on dry roads as wet ones?Adequate braking is easy to achieve on dry roads with or without antilock brakes. Even if wheels lock, the coefficient of friction between tires and road surface still is relatively high, so a vehicle stops relatively quickly. It is even possible on some surfaces to stop sooner without anti-locks than with them, although such instances are rare. They occur, for example, when loosely packed snow or gravel creates a "dam" effect in front of locked wheels, shortening the stopping distance more than anti-locks could.Do car antilocks reduce crashes?Although car anti-locks perform well on the test track, it is unclear whether they have made significant reductions in the number of on-the-road crashes. A 1994 Highway Loss Data Institute (HLDI) study1 and a subsequent 1995 study2 compared insurance claims for groups of otherwise identical cars with and without anti-locks, finding no differences in the overall frequency or cost of crashes for which insurance claims for vehicle damage are filed. Because anti-locks should make the most difference on wet and slippery roads, researchers also studied insurance claims experience in 29 states during winter months. Even here they found no difference in the frequency of insurance claims for vehicles with and without antilock brakes. A1997 Institute study3 and a 2001 update4 reported no difference in the overall fatal crash involvement of cars with and without anti-locks.According to one federal report, "the overall, net effect of antilock brakes" on both police-reported crashes and fatal crashes "was close to zero."5 A more recent federal report concluded that anti-locks reduce overall crash involvement risk by 6 percent for cars and 8 percent for pickups and SUVs, but they have no effect on fatal crash risk.6 Leonard Evans, a researcher with General Motors, reported that antilock-equipped cars were less likely to rear-end other vehicles but more likely to have other vehicles rear-end them.7 The net result was little effect on overall crash risk. In a study conducted for auto manufacturers, Failure Analysis Associates reported a net beneficial effect of anti-locks on nonfatal crashes but no effect on fatal crashes.8Why aren't car anti-locks reducing crashes as expected?No one knows for sure why their test performance has not translated into a substantial reduction in real-world crashes. A possible reason is that the average motorist rarely experiences total loss of vehicle control, which anti-locks are designed to prevent. There also is evidence that many car owners do not know how to use antilock brakes effectively. A 1994 Institute survey of drivers with antilock-equipped cars found that more than 50 percent in North Carolina and 40 percent in Wisconsin incorrectly thought they should pump the brakes.9Are motorcycle antilock braking systems (ABS) effective at reducing crashes?Yes. Results from recent studies by the Institute and HLDI compared crash rates for motorcycles equipped with optional ABS against the same models without the option. The rate of fatal crashes per 10,000 registered vehicle years was 37 percent lower for motorcycles equipped with optional ABS than for those same motorcycles without ABS. In crashes of all severities, the frequency at which collision claims were filed was 22 percent lower for the ABS models.10,11 Based on these findings, the Institute in April 2010 petitioned the National Highway Traffic Safety Administration to require manufacturers to equip all new motorcycles with this technologyAre anti-locks a new idea? Are they widely available?The idea of anti-locks has been around for years. They first were used on airplanes in the 1950s. A rear-wheel system was developed for the 1969 Ford Thunderbird, and the 1971 Chrysler Imperial had four-wheel anti-locks.Modern anti-locks were first introduced on 1985 models. By the 1987 model year, they were standard or optional on about 30 domestic and foreign car models. Availability soared to 90 models the next year. In the 2010 model year, anti-locks were on about 89 percent of all new cars sold and 99 percent of light trucks.12Are anti-locks required on big truck rigs?In March 1995, the National Highway Traffic Safety Administration issued a rulerequiring antilock brakes for heavy trucks, tractors, trailers, and buses. All new truck tractors were required to have anti-locks after March 1, 1997, and they were mandatory on new air-braked trailers and single-unit trucks and buses after March 1, 1998. New single-unit trucks and buses with hydraulic brakes had to be equipped with anti-locks after March 1, 1999. This was not the first antilock standard for US trucks.A federal brake standard took effect in 1975, but its antilock and stopping distance requirements were suspended after litigation in 1978. Antilock brake systems have been required on all new trucks, buses, and trailers in Japan and the European Union for several years.Anti-locks are important for big trucks because of the poor braking capabilities of these vehicles compared with passenger cars. On dry roads, big trucks take much farther to stop — 47 percent farther in Institute tests. On wet and slippery roads, the stopping distance disparity is even worse. Tractor-trailer combinations also have the potential for loss of control and jackknifing on both dry and, especially, slippery roads. (Jackknifing occurs when the rear wheels of a tractor lock up, allowing the tractor to skid and spin so that it folds into the trailer. This also can happen when trailer wheels lock and cause the trailer to swing around the tractor.) Antilock brakes not only reduce stopping distances on wet and slippery roads, but also help drivers maintain control. The standard for tractors requires antilock control on the front axle and at least one rear axle. On at least one of the tractor axles, each wheel must be independently controlled by an antilock modulator. This ensures that a wheel provides shorter stopping distances and optimal braking force on all surfaces, especially on roads where one side is slipperier than the other. For semi-trailers, at least one axle must have anti-locks. Full trailers must have anti-locks for at least one front and one rear axle.A 2010 report by the National Highway Traffic Safety Administration concluded that anti-locks on tractors reduced crash involvement by 3 percent.13 However, there was no significant effect on fatal crashes.Are anti-jackknifing devices a substitute for truck antilock?No. Some devices marketed for trucks purportedly would prevent jackknifing in emergency braking situations. One device on the market mechanically limits the amount a trailer can swing around the pin that connects it to the tractor. This kind of device is less effective than antilock brakes. Although it may prevent jackknifing, it does not prevent a truck's wheels from locking up, nor does it provide equivalent handling stability on wet or dry roads防抱死制动系统是什么？防抱死制动系统的设计是帮助司机避免发生事故。

Automobile Brake SystemThe braking system is the most important system in cars. If the brakes fail, the result can be disastrous. Brakes are actually energy conversion devices, which convert the kinetic energy (momentum) of the vehicle into thermal energy (heat).When stepping on the brakes, the driver commands a stopping force ten times as powerful as the force that puts the car in motion. The braking system can exert thousands of pounds of pressure on each of the four brakes.Two complete independent braking systems are used on the car. They are the service brake and the parking brake.The service brake acts to slow, stop, or hold the vehicle during normal driving. They are foot-operated by the driver depressing and releasing the brake pedal. The primary purpose of the brake is to hold the vehicle stationary while it is unattended. The parking brake is mechanically operated by when a separate parking brake foot pedal or hand lever is set.The brake system is composed of the following basic components: t he “master cylinder” which is located under the hood, and is directly connected to the brake pedal, converts driver foot’s mechanical pressure into hydraulic pressure. Steel “brake lines” and flexible “brake hoses” connect the master cylinder to the “slave cylinders” located at each wheel. Brake fluid, specially designed to work in extreme conditions, fills the system. “Shoes” and “pads” are pushed by the slave cylinders to contact the “drums” and “rotors” thus causing drag, which (hopefully) slows the car.The typical brake system consists of disk brakes in front and either disk or drum brakes in the rear connected by a system of tubes and hoses that link the brake at each wheel to the master cylinder (Figure).Basically, all car brakes are friction brakes. When the driver applies the brake, the control device forces brake shoes, or pads, against the rotating brake drum or disks at wheel. Friction between the shoes or pads and the drums or disks then slows or stops the wheel so that the car is braked.In most modern brake systems (see Figure 15.1), there is a fluid-filled cylinder, called master cylinder, which contains two separate sections, there is a piston in each section and both pistons are connected to a brake pedal in the driver’s compartment. When th e brake is pushed down, brake fluid is sent from the master cylinder to the wheels.At the wheels, the fluid pushes shoes, or pads, against revolving drums or disks. The friction between the stationary shoes, or pads, and the revolving drums or disks slows and stops them. This slows or stops the revolving wheels, which, in turn, slow or stop the car.The brake fluid reservoir is on top of the master cylinder. Most cars today have a transparent r reservoir so that you can see the level without opening the cover. The brake fluid level will drop slightly as the brake pads wear. This is a normal condition and no cause for concern. If the level drops noticeably over ashort period of time or goes down to about two thirds full, have your brakes checked as soon as possible. Keep the reservoir covered except for the amount of time you need to fill it and never leave a cam of brake fluid uncovered. Brake fluid must maintain a very high boiling point. Exposure to air will cause the fluid to absorb moisture which will lower that boiling point.The brake fluid travels from the master cylinder to the wheels through a series of steel tubes and reinforced rubber hoses. Rubber hoses are only used in places that require flexibility, such asat the front wheels, which move up and down as well as steer. The rest of the system uses non-corrosive seamless steel tubing with special fittings at all attachment points. If a steel line requires a repair, the best procedure is to replace the compete line. If this is not practical, a line can be repaired using special splice fittings that are made for brake system repair. You must never use copper tubing to repair a brake system. They are dangerous and illegal.Drum brakes, it consists of the brake drum, an expander, pull back springs, a stationary back plate, two shoes with friction linings, and anchor pins. The stationary back plate is secured to the flange of the axle housing or to the steering knuckle. The brake drum is mounted on the wheel hub. There is a clearance between the inner surface of the drum and the shoe lining. To apply brakes, the driver pushes pedal, the expander expands the shoes and presses them to the drum. Friction between the brake drum and the friction linings brakes the wheels and the vehicle stops. To release brakes, the driver release the pedal, the pull back spring retracts the shoes thus permitting free rotation of the wheels.Disk brakes, it has a metal disk instead of a drum. A flat shoe, or disk-brake pad, is located on each side of the disk. The shoes squeeze the rotatin g disk to stop the car. Fluid from the master cylinder forces the pistons to move in, toward the disk. This action pushes the friction pads tightly against the disk. The friction between the shoes and disk slows and stops it. This provides the braking action. Pistons are made of either plastic or metal. There are three general types of disk brakes. They are the floating-caliper type, the fixed-caliper type, and the sliding-caliper type. Floating-caliper and sliding-caliper disk brakes use a single piston. Fixed-caliper disk brakes have either two or four pistons.The brake system assemblies are actuated by mechanical, hydraulic or pneumatic devices. The mechanical leverage is used in the parking brakes fitted in all automobile. When the brake pedal is depressed, the rod pushes the piston of brake master cylinder which presses the fluid. The fluid flows through the pipelines to the power brake unit and then to the wheel cylinder. The fluid pressure expands the cylinder pistons thus pressing the shoes to the drum or disk. If the pedal is released, the piston returns to the initialposition, the pull back springs retract the shoes, the fluid is forced back to the master cylinder and braking ceases.The primary purpose of the parking brake is to hold the vehicle stationary while it is unattended. The parking brake is mechanically operated by the driver when a separate parking braking hand lever is set. The hand brake is normally used when the car has already stopped. A lever is pulled and t he rear brakes are approached and locked in the “on” position. The car may now be left without fear of its rolling away. When the driver wants to move the car again, he must press a button before the lever can be released. The hand brake must also be able to stop the car in the event of the foot brake failing. For this reason, it is separate from the foot brake uses cable or rods instead of the hydraulic system.Anti-lock Brake SystemAnti-lock brake systems make braking safer and more convenient, Anti-lock brake systems modulate brake system hydraulic pressure to prevent the brakes from locking and the tires from skidding on slippery pavement or during a panic stop.Anti-lock brake systems have been used on aircraft for years, and some domestic car were offered with an early form of anti-lock braking in late 1990’s. Recently, several automakers have introduced more sophisticated anti-lock system. Investigations in Europe, where anti-lock brakin g systems have been available for a decade, have led one manufacture to state that the number oftraffic accidents could be reduced by seven and a half percent if all cars had anti-lock brakes. So some sources predict that all cars will offer anti-lock brakes to improve the safety of the car.Anti-lock systems modulate brake application force several times per second to hold the tires at a controlled amount of slip; all systems accomplish this in basically the same way. One or more speed sensors generate alternating current signal whose frequency increases with the wheel rotational speed. An electronic control unit continuously monitors these signals and if the frequency of a signal drops too rapidly indicating that a wheel is about to lock, the control unit instructs a modulating device to reduce hydraulic pressure to the brake at the affected wheel. When sensor signals indicate the wheel is again rotating normally, the control unit allows increased hydraulic pressure to the brake. This release-apply cycle occurs several time per second to “pump” the brakes like a dr iver might but at a much faster rate.In addition to their basic operation, anti-lock systems have two other things in common. First, they do not operate until the brakes are applied with enough force to lock or nearly lock a wheel. At all other times, the system stands ready to function but does not interfere with normal braking. Second, if the anti-lock system fail in any way, the brakes continue to operate without anti-lock capability. A warning light on the instrument panel alerts the driver when a problem exists in the anti-lock system.The current Bosch component Anti-lock Braking System (ABSⅡ), is a second generation design wildly used by European automakers such as BWM, Mercedes-Benz and Porsche. ABSⅡsystem consists of : four wheel speed sensor, electronic control unit and modulator assembly.A speed sensor is fitted at each wheel sends signals about wheel rotation to control unit. Each speed sensor consists of a sensor unit and a gear wheel. The front sensor mounts to the steering knuckle and its gear wheel is pressed onto the stub axle that rotates with the wheel. The rear sensor mounts the rear suspension member and its gear wheel is pressed onto the axle. The sensor itself is a winding with a magnetic core. The core creates a magnetic field around the winding, and as the teeth of the gear wheel move through this field, an alternating current is induced in the winding. The control unit monitors the rate o change in this frequency to determine impending brake lockup.The control unit’s functi on can be divided into three parts: signal processing, logic and safety circuitry. The signal processing section is the converter that receives the alternating current signals form the speed sensors and converts them into digital form for the logic section. The logic section then analyzes the digitized signals to calculate any brake pressure changes needed. If impending lockup is sensed, the logic section sends commands to the modulator assembly.Modulator assemblyThe hydraulic modulator assembly regulates pressure to the wheel brakes when it receives commands from the control utuit. The modulator assembly can maintain or reduce pressure over the level it receives from the master cylinder, it also can never apply the brakes by itself. The modulator assembly consists of three high-speed electric solenoid valves, two fluid reservoirs and a turn delivery pump equipped with inlet and outlet check valves. The modulator electrical connector and controlling relays are concealed under a plastic cover of the assembly.Each front wheel is served by electric solenoid valve modulated independently by the control unit. The rear brakes are served by a single solenoid valve and modulated together using the select-low principle. During anti-braking system operation, the control unit cycles the solenoid valves to either hold or release pressure the brake lines. When pressure is released from the brakelines during anti-braking operation, it is routed to a fluid reservoir. There is one reservoir for the front brake circuit. The reservoirs are low-pressure accumulators that store fluid under slight spring pressure until the return delivery pump can return the fluid through the brake lines to the master cylinder.汽车制动系统制动系统是汽车中最重要的系统。

汽车制动系统中英文对照外文翻译文献(文档含英文原文和中文翻译)Brake systemsWe all know that pushing down on the brake pedal slows a car to a stop. But how does this happen? How does your car transmit the force from your leg to its wheels? How does it multiply the force so that it is enough to stop something as big as a car?Brake Image GalleryLayout of typical brake system. See more brake images.When you depress your brake pedal, your car transmits the force from your foot to its brakes through a fluid. Since the actual brakes require a much greater force than you could apply with your leg, your car must also multiply the force of your foot. It does this in two ways:∙Mechanical advantage (leverage)∙Hydraulic force multiplicationThe brakes transmit the force to the tires using friction, and the tires transmit that force to the road using friction also. Before we begin our discussion on the components of the brake system, we'll cover these three principles:∙Leverage∙Hydraulics∙FrictionLeverage and HydraulicsIn the figure below, a force F is being applied to the left end of the lever. The left end of the lever is twice as long (2X) as the right end (X). Therefore, on the right end of the lever a force of 2F is available, but it acts through half of the distance (Y) that the left end moves (2Y). Changing the relative lengths of the left and right ends of the lever changes the multipliers.The pedal is designed in such a way that it can multiply the force from yourleg several times before any force is even transmitted to the brake fluid.The basic idea behind any hydraulic system is very simple: Force applied at one point is transmitted to another point using an incompressible fluid, almost always an oil of some sort. Most brake systems also multiply the force in the process. Here you can see the simplest possible hydraulic system:Your browser does not support JavaScript or it is disabled.Simple hydraulic systemIn the figure above, two pistons (shown in red) are fit into two glass cylinders filled with oil (shown in light blue) and connected to one another with an oil-filled pipe. If youapply a downward force to one piston (the left one, in this drawing), then the force is transmitted to the second piston through the oil in the pipe. Since oil is incompressible, the efficiency is very good -- almost all of the applied force appears at the second piston. The great thing about hydraulic systems is that the pipe connecting the two cylinders can be any length and shape, allowing it to snake through all sorts of things separating the twopistons. The pipe can also fork, so that one master cylinder can drive more than one slave cylinder if desired, as shown in here:Your browser does not support JavaScript or it is disabled.Master cylinder with two slavesThe other neat thing about a hydraulic system is that it makes force multiplication (or division) fairly easy. If you have read How a Block and Tackle Works or How Gear Ratios Work, then you know that trading force for distance is very common in mechanical systems. In a hydraulic system, all you have to do is change the size of one piston and cylinder relative to the other, as shown here:Your browser does not support JavaScript or it is disabled.Hydraulic multiplicationTo determine the multiplication factor in the figure above, start by looking at the size of the pistons. Assume that the piston on the left is 2 inches (5.08 cm) in diameter (1-inch / 2.54 cm radius), while the piston on the right is 6 inches (15.24 cm) in diameter (3-inch / 7.62 cm radius). The area of the two pistons is Pi * r2. The area of the left piston is therefore 3.14, while the area of the piston on the right is 28.26. The piston on the right is nine times larger than the piston on the left. This means that any force applied to theleft-hand piston will come out nine times greater on the right-hand piston. So, if you apply a 100-pound downward force to the left piston, a 900-pound upward force will appear on the right. The only catch is that you will have to depress the left piston 9 inches (22.86 cm) to raise the right piston 1 inch (2.54 cm).A Simple Brake SystemBefore we get into all the parts of an actual car brake system, let's look at a simplified system:Your browser does not support JavaScript or it is disabled.A simple brake systemYou can see that the distance from the pedal to the pivot is four times the distance from the cylinder to the pivot, so the force at the pedal will be increased by a factor of four before it is transmitted to the cylinder.You can also see that the diameter of the brake cylinder is three times the diameter of the pedal cylinder. This further multiplies the force by nine. All together, this system increases the force of your foot by a factor of 36. If you put 10 pounds of force on the pedal, 360 pounds (162 kg) will be generated at the wheel squeezing the brake pads.There are a couple of problems with this simple system. What if we have a leak? If it is a slow leak, eventually there will not be enough fluid left to fill the brake cylinder, and the brakes will not function. If it is a major leak, then the first time you apply the brakes all of the fluid will squirt out the leak and you will have complete brake failure.Drum brakes work on the same principle as disc brakes: Shoes press against a spinning surface. In this system, that surface is called a drum.Figure 1. Location of drum brakes. See more drum brakepictures.Many cars have drum brakes on the rear wheels and disc brakes on the front. Drum brakes have more parts than disc brakes and are harder to service, but they are less expensive to manufacture, and they easily incorporate an emergency brake mechanism.In this edition of HowStuffWorks, we will learn exactly how a drum brake system works, examine the emergency brake setup and find out what kind of servicing drum brakes need.Figure 2. Drum brake with drum in placeFigure 3. Drum brake without drum in placeLet's start with the basics.The Drum BrakeThe drum brake may look complicated, and it can be pretty intimidating when you open one up. Let's break it down and explain what each piece does.Figure 4. Parts of a drum brakeLike the disc brake, the drum brake has two brake shoes and a piston. But the drum brake also has an adjuster mechanism, an emergency brake mechanism and lots of springs.First, the basics: Figure 5 shows only the parts that provide stopping power.Your browser does not support JavaScript or it is disabled.Figure 5. Drum brake in operationWhen you hit the brake pedal, the piston pushes the brake shoes against the drum. That's pretty straightforward, but why do we need all of those springs?This is where it gets a little more complicated. Many drum brakes are self-actuating. Figure 5 shows that as the brake shoes contact the drum, there is a kind of wedging action, which has the effect of pressing the shoes into the drum with more force.The extra braking force provided by the wedging action allows drum brakes to use a smaller piston than disc brakes. But, because of the wedging action, the shoes must be pulled away from the drum when the brakes are released. This is the reason for some of the springs. Other springs help hold the brake shoes in place and return the adjuster arm after it actuates.Brake AdjusterFor the drum brakes to function correctly, the brake shoes must remain close to the drum without touching it. If they get too far away from the drum (as the shoes wear down, for instance), the piston will require more fluid to travel that distance, and your brake pedal will sink closer to the floor when you apply the brakes. This is why most drum brakes have an automatic adjuster.Figure 6. Adjuster mechanismNow let's add in the parts of the adjuster mechanism. The adjuster uses theself-actuation principle we discussed above.Your browser does not support JavaScript or it is disabled.Figure 7. Drum brake adjuster in operationIn Figure 7, you can see that as the pad wears down, more space will form between the shoe and the drum. Each time the car stops while in reverse, the shoe is pulled tight against the drum. When the gap gets big enough, the adjusting lever rocks enough to advance the adjuster gear by one tooth. The adjuster has threads on it, like a bolt, so that it unscrews a little bit when it turns, lengthening to fill in the gap. When the brake shoes wear a little more, the adjuster can advance again, so it always keeps the shoes close to the drum.Some cars have an adjuster that is actuated when the emergency brake is applied. This type of adjuster can come out of adjustment if the emergency brake is not used forlong periods of time. So if you have this type of adjuster, you should apply your emergency brake at least once a week.ServicingThe most common service required for drum brakes is changing the brake shoes. Some drum brakes provide an inspection hole on the back side, where you can see how much material is left on the shoe. Brake shoes should be replaced when the friction material has worn down to within 1/32 inch (0.8 mm) of the rivets. If the friction material is bonded to the backing plate (no rivets), then the shoes should be replaced when they have only 1/16 inch (1.6 mm) of material left.Photo courtesy of a local AutoZone storeFigure 9. Brake shoeJust as in disc brakes, deep scores sometimes get worn into brake drums. If aworn-out brake shoe is used for too long, the rivets that hold the friction material to the backing can wear grooves into the drum. A badly scored drum can sometimes be repaired by refinishing. Where disc brakes have a minimum allowable thickness, drum brakes have a maximum allowable diameter. Since the contact surface is the inside of the drum, as you remove material from the drum brake the diameter gets bigger.Figure 10. Brake drum制动系统众所周知，踩下制动踏板可以使汽车减速至停止。

2006款东风本田思域制动防抱死系统（ABS）技术信息指南（英文版）Screen Number 3.1 - 1BrakesPage 1 of 15AUTOMOBILE TECHNICAL TRAINING KNOWLEDGE MODULE2006 Civic Technical Information Guide BrakesKnowledge ModuleAntilock Brake System ABSOverviewWith a new lightweight and compact modulator, the ABS on the 2006 Civic operates more smoothly and quietly than the system on the earlier models.Improvement in ABS functionThe conventional ABS works to reduce the braking force only on the front wheel rolling on a surface with a lower friction coefficient ? inorder to prevent the wheel from skidding.The new ABS on the 2006 Civic controls the braking force not only on Conventional braking New systemthe front wheel rolling on the lowersurface but also on the wheel rolling on a highersurface to provide added stability to the car's motion.Restrictshydraulicpressure ondry sideBrakes - 12005 Honda Motor Co., Ltd. ? All Rights Reserved.05/09/09Programming NotesVoiceover Narrator, Male2005 Honda Motor Co., Ltd. ? All Rights Reserved.05/09/09Screen Number 3.1 - 2BrakesPage 2 of 15AUTOMOBILE TECHNICAL TRAINING KNOWLEDGE MODULE2006 Civic Technical Information Guide BrakesKnowledge ModuleAntilock Brake System ABSIndependent electronic braking-force distribution EBD controlfor rear wheelsConventional EBD control is based on the 'select low' rule in whichthe same level of braking force is distributed to both the right and leftwheels. The EBD control in the new ABS?when brake is applied at high speed cornering?adjusts the braking force on each rear wheel independently in order to further increase the car's motion stabilityMore particularly, when the car is negotiating a curve, the EBD controldistributes more braking force to the outer rear wheel than to the Instabilityinner rear wheel.StabilityRear EBD lowRear EBDselection controlindependentcontrolBrakes - 22005 Honda Motor Co., Ltd. ? All Rights Reserved.05/09/09Programming NotesVoiceover Narrator, Male? 2005 Honda Motor Co., Ltd. ? All Rights Reserved.05/09/09Screen Number 3.1 - 3BrakesPage 3 of 15AUTOMOBILE TECHNICAL TRAINING KNOWLEDGE MODULE2006 Civic Technical Information Guide BrakesKnowledge ModuleVehicle Stability Assist VSASystem OverviewThe VSA System consists of the VSA modulator-control unit VSAcontrol unit and VSA modulator unit, wheel sensors, steering angle sensor, yaw and lateral G sensors, and performs ABS, EBDElectronic Brake Distribution, TCS Traction Control System, VSA and BA electronically controlled braking assistance controls using the brakes and engine torque-down control. The major differences from the existing models are as follows The TCS function is added The VSA function is added The BA function is added The VSA ABS control unit and VSA ABS modular unit arefurther downsized.Brakes - 32005 Honda Motor Co., Ltd. ? All Rights Reserved.05/09/09Programming NotesVoiceover Narrator, Male2005 Honda Motor Co., Ltd. ? All Rights Reserved.05/09/09Screen Number 3.1 - 4BrakesPage 4 of 15AUTOMOBILE TECHNICAL TRAINING KNOWLEDGE MODULE2006 Civic Technical Information Guide BrakesKnowledge ModuleVehicle Stability Assist VSAVSA modulator and control unitsThe VSA control unit processes the signal data used for the following types ofcontrol and outputs the calculation results to the VSA modulator Anti-lock braking system ABS controlElectronic braking-force distribution EBD controlTraction control system TCS controlVehicle stability assist VSA control VSA modulator-control unitBrake assist BA controlVSA control unitThe VSA modulator receives the signal from the VSA control unit and accordingly adjusts the fluid pressure to each brake caliper.The modulator unit consists of the following components: inlet solenoid valves,outlet solenoid valves, dampers, orifices, pumps, pump motor, linear regulatorvalves, and suction valves.VSA modulatorFluid pressure control is performed in the following modes:unitWhen the ABS is activated, three modes are used: 'pressure increase','pressure retention', and 'pressure decrease' When the brake TCS, VSA and BA controls are activated in addition to theABS control, a pressurization mode is added to be used in combination withany appropriate one of the above three modes.Brakes - 42005 Honda Motor Co., Ltd. ? All Rights Reserved.05/09/09Programming NotesVoiceover Narrator, Male2005 Honda Motor Co., Ltd. ? All Rights Reserved.05/09/09Screen Number 3.1 - 5BrakesPage 5 of 15AUTOMOBILE TECHNICAL TRAINING KNOWLEDGE MODULE2006 Civic Technical Information Guide BrakesKnowledge ModuleVehicle Stability Assist VSAVSA modulator unit operation modesPressure increase mode:The inlet valves are open solenoids are OFF and the outlet valves are closed solenoids are OFF. The brake fluid from the mastercylinder flows to the brake calipers through the inlet valves.Pressure retention mode:The inlet valves are closed solenoids are ON and the outlet valves are closed solenoids are OFF.Brake fluid is blocked between each inlet valve and thecorresponding outlet valvePressure decrease mode:The inlet valves are closed solenoids are ON and the outlet valves are open solenoids are ON.The brake fluid flows from the brake calipers back to the reservoirs through the outlet valvesPressurization mode:The suction valves are open solenoids are ON and the linearregulator valves are adjusted by varying the intensity of the currentThe brake fluid from the master cylinder flows through each suction valve and is drawn and discharged by the pump. Each linearregulator valve operates so as to pressurize the fluid to thecorresponding caliper to a pressure higher than the master cylinder pressure. The extent to which the fluid is pressurized depends on the opening of each linear regulator valve, which is controlled bychanging the current to the valve's solenoid in accordance with the currently activated control.Brakes - 52005 Honda Motor Co., Ltd. ? All Rights Reserved.05/09/09Programming NotesVoiceover Narrator, Male2005 Honda Motor Co., Ltd. ? All Rights Reserved.05/09/09Screen Number 3.1 - 6BrakesPage 6 of 15AUTOMOBILE TECHNICAL TRAINING KNOWLEDGE MODULE2006 Civic Technical Information Guide BrakesKnowledge ModuleVehicle Stability Assist VSAVSA system descriptionVSA combines Anti-lock Braking System technology with theWith VSAfollowing components: yaw and lateral-g sensors, wheel speedWithout VSABrakessensors, a steering angle sensor, and a dedicated control unit for system operation.The electronic throttle control system is an integral part of vehicle Without VSAstability assist operationEngine output reduction is achieved using the electronic throttle control and if the sideslip is severe enough, theBrakessystem may use a rapid pulsing application of one or more brakes as appropriate.The VSA system helps to control sideslip of the vehicle. Sideslip can Understeer Oversteerhappen when the vehicle exceeds the tire’s ability to grip the roadDuring rear vehicle sideslip, the vehicle tends to over steer from itsintended path or steer inside its normal turning radius. Just the opposite occurs during front sideslip, the vehicle steers outside of itsDetection and controlnormal turning radius. Both situations can be caused by road surface EngineDeviationcontrolchanges or driver over compensation in which case the VSA system Steering angleamountfunctions to help maintain control of the vehicle.Target yaw rateUndersteering calculatedVehicle speedamountBrakecalculatedcontrolYaw rateamountActual vehicle movementcalculatedBrakes - 62005 Honda Motor Co., Ltd. ? All Rights Reserved.05/09/09Programming NotesVoiceover Narrator, Male2005 Honda Motor Co., Ltd. ? All Rights Reserved.05/09/09Screen Number 3.1 - 7BrakesPage 7 of 15AUTOMOBILE TECHNICAL TRAINING KNOWLEDGE MODULE2006 Civic Technical Information Guide BrakesKnowledge ModuleVehicle Stability Assist VSABrake Assist BA system descriptionBrake assist has been added to the VSA system. Brake assist helps ensure thatany driver can achieve the full braking potential of vehicle by increasing brakesystem pressure in a panic situation, bringing the vehicle into a full ABS stopEach time the ignition switch is turned ON, the VSA control unit learns thecurrent driver’s normal braking characteri stics by monitoring the brake pressuresensor and the brake pedal position switch at each stop. Using these inputs andtheir values, the VSA control unit is able to learn the driver’s normal brakinghabits, and then determine the difference between a normal stop and a panicstop for the individual of the vehicle. If during a panic stop the VSA control unitdetermines that the brake system pressure increases above a learned thresholdin less than a learned amount of time, the VSA control unit engages brakeassistBrakes - 72005 Honda Motor Co., Ltd. ? All Rights Reserved.05/09/09Programming NotesVoiceover Narrator, Male2005 Honda Motor Co., Ltd. ? All Rights Reserved.05/09/09Screen Number 3.1 - 8BrakesPage 8 of 15AUTOMOBILE TECHNICAL TRAINING KNOWLEDGE MODULE2006 Civic Technical Information Guide BrakesKnowledge ModuleVehicle Stability Assist VSAFluid pressuresensorBrake assist BA operationNormal Braking:During normal braking conditions, brake assist does not affect brake Wheel speed sensor VSAREG/Vcontrolsystem pressure.unitBrake lamp SWDAMPERSUC/VPanic braking:IN/V IN/VThe VSA control unit judges the driver's brake pedal operation to be PUMPpanic braking if the speed and extent of the brake pedal movement OUT/V OUT/Vdetected by the fluid pressure sensor exceed the criteria. If panic braking is detected, the VSA control unit prompts the VSA pump to turn ON and the inlet valves to open.This brings the brake system VSA modulatorcontrol unitpressure up high enough to cause a full ABS stop. As soon as the BA control not activatedbrake pedal is released, brake assist is stopped and the brake system returns to normal operation.VSA REG/VWheel speed sensorcontrolBrake lamp SWunit DAMPERSUC/VIN/V IN/VPUMPOUT/V OUT/VVSA modulatorcontrol unitBA control activatedBrakes - 82005 Honda Motor Co., Ltd. ? All Rights Reserved.05/09/09Programming NotesVoiceover Narrator, Male2005 Honda Motor Co., Ltd. ? All Rights Reserved.05/09/09Screen Number 3.1 - 9BrakesPage 9 of 15AUTOMOBILE TECHNICAL TRAINING KNOWLEDGE MODULE2006 Civic Technical Information Guide BrakesKnowledge ModuleZ-arm parking leverOverviewThe parking brake is a newly designed Z shape hand lever, which reduces the pull up distance of the lever, and allows placement next to the transmission gear selector.Brakes - 92005 Honda Motor Co., Ltd. ? All Rights Reserved.05/09/09Programming NotesVoiceover Narrator, Male2005 Honda Motor Co., Ltd. ? All Rights Reserved.05/09/09Screen Number 3.1 - 10BrakesPage 10 of 15AUTOMOBILE TECHNICAL TRAINING KNOWLEDGE MODULE2006 Civic Technical Information Guide BrakesKnowledge ModuleBrakesKnowledge CheckWhich one of the following statements is incorrect with regard to theantilockbrake system ABS on the 2006 Civic?A. When the car is negotiating a curve, the EBD control distributes morebraking force to the outer rear wheel than to the inner rear wheel.B. The ABS reduces the braking force on the front wheel rolling on thehighersurface to adjust it to the braking force on the wheel rolling onthe lowersurface.C. When the driver brakes during a high-speed turn, the ABS's electronicbraking-force distribution EBD function adjusts the braking force on each rear wheel independently in order to increase the car's motion stability.D. The ABS works to reduce the braking force only on the front wheelrolling on a surface with a lower friction coefficient ? in order to prevent the wheel from skidding.Brakes - 102005 Honda Motor Co., Ltd. ? All Rights Reserved.05/09/09Programming NotesVoiceover Narrator, Male2005 Honda Motor Co., Ltd. ? All RightsReserved.05/09/09Screen Number 3.1 - 11BrakesPage 11 of 15AUTOMOBILE TECHNICAL TRAINING KNOWLEDGE MODULE2006 Civic Technical Information Guide BrakesKnowledge ModuleBrakesKnowledge CheckWhich one of the following statements is incorrect with regard to the vehiclestability assist VSA modulator and control unit?A. The VSA modulator unit receives signals from the VSA control unit andaccordingly adjusts the fluid pressure to each brake caliper.B. The VSA modulator unit consists of the inlet solenoid valves, outletsolenoid valves, dampers, orifices, pumps, pump motor, linearregulator, and suction valves.C. The VSA modulator process the signal data used for the ABS, EBD,TCS, VSA, and BA controls and outputs the calculation results to the VSA control unit.D. When the ABS is activated, fluid pressure control is performed usingone of the three modes: 'pressure increase', 'pressure retention', and'pressure decrease' modes. In addition, when the TCS, VSA and BA controls are also activated, the pressurization mode using the linear regulator valve and suction valve pair is used in combination with anyappropriate one of the above three modes.Brakes - 112005 Honda Motor Co., Ltd. ? All Rights Reserved.05/09/09Programming NotesVoiceover Narrator, Male2005 Honda Motor Co., Ltd. ? All Rights Reserved.05/09/09Screen Number 3.1 - 12BrakesPage 12 of 15AUTOMOBILE TECHNICAL TRAINING KNOWLEDGE MODULE2006 Civic Technical Information Guide BrakesKnowledge ModuleBrakesKnowledge CheckWhich ones of the following statements is correct with regard to the brakeassist system?A. The brake assist function added to the 2006 Civic's VSA systemimproves the normal braking performance.B. The brake assist system of the 2006 Civic learns the distinctivecharacteristics of the driver's normal braking operation so as to be ableto discriminate between panic braking and normal braking.C. The brake assist function added to the 2006 Civic's VSA systemimproves the panic braking performance.D. The brake assist function added to the 2006 Civic's ABS systemimproves the panic braking performance.Brakes - 122005 Honda Motor Co., Ltd. ? All Rights Reserved.05/09/09Programming NotesVoiceover Narrator, Male2005 Honda Motor Co., Ltd. ? All Rights Reserved.05/09/09Screen Number 3.1 - 13BrakesPage 13 of 15AUTOMOBILE TECHNICAL TRAINING KNOWLEDGE MODULE2006 Civic Technical Information Guide BrakesFEEDBACKKnowledge ModuleBrakesKnowledge CheckWhich one of the following statements is incorrect with regard to the antilockbrake system ABS on the 2006 Civic?A. When the car is negotiating a curve, the EBD control distributes morebraking force to the outer rear wheel than to the inner rear wheel.B. The ABS reduces the braking force on the front wheel rolling on thehighersurface to adjust it to the braking force on the wheel rolling onthe lowersurface.C. When the driver brakes during a high-speed turn, the ABS's electronicbraking-force distribution EBD function adjusts the braking force on each rear wheel independently in order to increase the car's motion stability.D. The ABS works to reduce the braking force only on the front wheelrolling on a surface with a lower friction coefficient ? in order to prevent the wheel from skidding.Brakes - 132005 Honda Motor Co., Ltd. ? All Rights Reserved.05/09/09Programming NotesVoiceover Narrator, Male2005 Honda Motor Co., Ltd. ? All Rights Reserved.05/09/09Screen Number 3.1 - 14BrakesPage 14 of 15AUTOMOBILE TECHNICAL TRAINING KNOWLEDGE MODULE2006 Civic Technical Information Guide BrakesFEEDBACKKnowledge ModuleBrakesKnowledge CheckWhich one of the following statements is incorrect with regard to the vehiclestability assist VSA modulator and control unit?A. The VSA modulator unit receives signals from the VSA control unitandaccordingly adjusts the fluid pressure to each brake caliper.B. The VSA modulator unit consists of the inlet solenoid valves, outletsolenoid valves, dampers, orifices, pumps, pump motor, linearregulator, and suction valves.C. The VSA modulator process the signal data used for the ABS, EBD,TCS, VSA, and BA controls and outputs the calculation results to the VSA control unit.D. When the ABS is activated, fluid pressure control is performed usingone of the three modes: 'pressure increase', 'pressure retention', and'pressure decrease' modes. In addition, when the TCS, VSA and BA controls are also activated, the pressurization mode using the linear regulator valve and suction valve pair is used in combination with anyappropriate one of the above three modes.Brakes - 142005 Honda Motor Co., Ltd. ? All Rights Reserved.05/09/09Programming NotesVoiceover Narrator, Male2005 Honda Motor Co., Ltd. ? All RightsReserved.05/09/09。

Automobile anti-lock braking system(ABS)AbstractABS is in the present world the universal recognition enhances one of automobile secure effective actions, may enhance the automobile to apply the brake in the process operation stability and reduces the stopping distance. Automobile examination profession in recent years along with automobile manufacture technology and examination technology progress, also unceasingly grows strong, is playing the extremely vital role in the automobile movement control section dynamic surveillance automobile technology condition aspect. Specially along with our country highway construction and the path shipping industry rapid development, the road traffic security problem more and more is also prominent, the request further takes and strengthens the motor vehicle security technology condition examination to become the maintenance society stability an important topic.This article involves the ABS performance examination, is divided software and the hardware two parts, complements one another completes the examination together. Equipped the ABS automobile to carry on applies the brake the effect, the ABS performance appraisal and the analysis. Computer based on Visual Basic translation development corresponding application procedure. The examination equipment sensor installs in has ABS in the experimental automobile automobile and debugs, completes goes each kind of information gathering to the vehicles. Software completes the data the collection and processing through the man-machine dialogue, realizes to this ABS performance examination and the appraisal.With increase of public interest in vehicle performance of safety, emission and ride comfort, vehicle electronic control systems have been developed in generations for the purpose of enhancing overall dynamic behaviorThis article introduced briefly the automobile anti-lock braking system(Anti-lock Braking System,is called ABS)the control principle,the control technology which used in the present automobile anti-lock braking system has carried on the review and has carried on the forecast to its trend of development.Key word:Automobile anti-lock braking system control technology1.outlineABS (Anti - lock style System), anti-lock Braking System, by mounted on the wheel sensor signal that the wheels will be lock, the controller command the oil pressure regulator to reduce the wheel brake cylinder, decrease the Braking moment, after a certain period of time, to restore the original hydraulic, constantly such cycles per second (up to 5 ~ 10 times), always in a state of rotation and the wheel has the largest Braking torque.Not installed ABS car, on the road if hard on the brake pedal, the wheel speed will decline dramatically, when braking more than wheel friction with the ground, the wheels will be lock, lock the wheels will be completely bring down the tire friction with the ground, if the front wheel lock, the driver could not control the vehicle'sdriving direction, if the rear wheel lock, is extremely easy to appear sideslip phenomenon.Along with automobile industry's rapid development and highway' unceasing construction,automobile' travel security more and more takes seriously for people.To satisfy in comprehensively the brake process the automobile to the brake request,cause the brake braking force assignment to hasten reasonably.The automobile anti-lock braking system(i.e.ABS)more and more has applied on the automobile."ABS"Chinese translates is "against deadlocks the brake system".It is one kind has the skid prevention,against to deadlock and so on merit auto safety control systems.ABS is in the convention brake system foundation advanced version technology,separable mechanical and electronic formula two kinds.On the modern automobile installs the anti-lock braking system massively,ABS both has the automobile sill to change under the stopping,guaranteed that automobile's brake yawing stability,prevented to have the side-slipping and to run,was on the present automobile is most advanced,the brake effect best arresting gear.The ordinary braking system applies the brake in the slippery road surface,or in emergency brake,because the wheel is easy the braking force to surpass the tire and the ground friction force hugs safely dies.The automobile anti-lock braking system is refers to the automobile in the brake process to be able the real-time determination wheel's glide rate,the automatic control function on wheel's braking moment,prevents the wheel to hug dies.Thus obtains the best brake potency the electronic installation.It can wheel's glide rate control in certain scope,use fully between the tire and the road surface adhesion,reduces the stopping distance effectively,obviously enhances when the car braking controllability and stability,when each kind of traffic accident which has avoided the wheel hugs dies easy to appear.Along with brake intensity's increase,the wheel rolling ingredient are getting fewer and fewer,but skids the ingredient to be getting more and more,generally expains in the brake process with glide rate S to skid ingredient how many.The glide rate is bigger,the glide ingredient are less.And:u--wheel center speed;r--does not have time the ground braking force wheel rolling radius;w--wheel's angular speed.Longitudinal and the lateral adhesion coefficient may express for the wheel slip rate is called critical point of fixity SK.Grips fast the pace according to the control theory is smaller than the SK region is called the stable brake area,wha SK later has custom-made unstable moves the area.ABS is precisely uses between the path and tire's relations,compulsory wheel slid pate control nearby critical point of ficity SK,enables the toad surface adhesion property to botain the fullest display,thus achieves the best brake effect.Figure 1 coeffient of adhesion-glide rate curveAt present uses ABS mainly by a round fast sensor,the electronic control unit,appendices and so on pressure control valve and group of lines,pipeline is composed.The ABS development is mainly studies the design optimization operation and the control procedure software,realizes the real-time presise brake adjustment technology,simultaneously raises hardware's level.2. Conrtol technology used by ABS nowThe ABS control effect is decided control technology[4]which to a great extent uses in the system.At present uses is mainly the logical threshold value control technology.To further enhance ABS the performance,but also proposed some based on the glide tate control technology,like the PID control,the glide modality change the srtucture controls,fuzzycontrol and so on.Each kind of control approaches the expectation by the different control rule the spot.2.1 PID controlsThe definition expects glide rate S0 and difference of the actual glide rate S fore=S-S0,then the PID control rule may be represented as:Therefore,the ABS controller's design sums up finally as,according to the AB S dynamic system,determined group of best arameter Kp,Ki and Kd,enable wheel's glide rate to approach hypothesis goal S0 by the quickest way.2.2 The glide modality changes the structure controlAgainst holds the dead brake by the automobile basic principle to be possible to know,its brake process's essential question is wheel's glide tate control in coefficient of adhesion peak point SK,then the glide modality changed structure basis system condition,the deviation and the derivative value then,in the different controlled area,by perfect switch' way hand-off control quantity's size and the mark,the guarantee system in the glide region very small scope,the state point locus(S,*S)along moved the festival curve to slide slippery to the control objective(SK,0).Usually takes the braking moment for controlled variable U,the cut condition is:And Mb-,Mb+ represent the braking moment which decided by the governing system to reduce,to increase two different conditions separately.For the cut function,e=S-Sk is the actual glide rate telative target point devivation. 2.3 Fuzzy controlRegarding take the glide tare as controlled member's anti-lock braking system,its input value takes the expecatation glide rate and wheel actual glide tate deviation E as well as deviation's rate of change EC,the output for the brake line flowing tubing head es the belt modification factor the fuzzy controller,uses the control list summary which the fuzzy reasoning algorithm forms is an analysis formula:And Alpha is the modification factor,Alpha the value size has reflected directly to the deviation and the debiation rate of change weighting degree.Through the adjustment modification factor Alpha,may change the control rule.When Alpha is big,indicated that is big to deviation's weighting,the step response is quick,the control energy mainly uses in reducing the deviation,but easy to present the over modulation;When Alpja is small,the control goal reduces the over modulation,but the response process is ually uses the belt two Alpha values the modification factor exptessions to be able to request on the satisfiability,namely:u =α X E + (1-α )ECAnd,modification factor α1,α2in (0,1).2.4 Logical threshold value controlThis method establishes some control limit advance to certain controlled variable(threshold)the value,when applies the brake,according to the computation real-time parameter value and the corresponding threshold value's size relations,determines wheel's state of motion,thus the control adjustment brake pressure,gains enough big brake intensity and the good yawing stability.Often includes as the ABS controlled variable:Wheel skidding rate S,the wheel rotates the angle adds(reduces)the speed Omega and the rate of change.ω and so on three kind of descrimtion wheel movement situation or danamics condition parameter.Because only uses a controlled variable difficulty with to guarantee that ABS has the good performance under each kind of travel condition,therefore,the logical threshold value control method rotates at present the wheel the angle adds(reduce)the speed to take the primary control parameter,but takes wheel' s glide tate S the secondary control parameter.And the glide rate is from each wheel fast signal after certain logic determined automobile's velocity,calculates the reference glide rate,has the difference with the actual glide rate.2.5 Double parameter controlDouble parameter control's ABS,by the vehicle speed sensor(velocity radar),a round fast sensor,the control device(computer)and the implementing agency is composed. Its principle of work is the vehicle speed sensor and a round fast sensor,separately singal input the vehicle speed and round fast the computer,calculates the actual slipping rate based on the computer,and 15% one 20% ?????dose with the ideal slipping tate compares,fluctuates brake's braking force again through the solenoid valve.This kind tows the fast sensor commonly used Doppler velocity radar.When the automobile goes the Doppler radar antenna by certain frequency to the earth launching electromagnetic wave,simultaneously receives the electromagnetic wave which unceasingly reflects,surveys the automobile radar lanch and the receive differential value,then may calculate the automobile vehicle speed accurately.But turns the fast sensor to install in the transmission gearbox outer covering,acuates by the transmission gearbox output shaft,it is a pulse electrical machinery,procuces frequency and round intensive direct proportion.The impiementing agency and so on is composed of the solenoid valve and the relay.Solenoid valve adjustment braking forve,with the aim of maintaining the ideal slipping rate.This kind of ABS may guarantee that the slipping rate ideal control,against holds the braking quality to be good,but because increased a velocity radar,there the structure is complex,the cost is also high.2.6 Single parameter controlIt take controls wheel's angle tetarded velocity as the object,controls wheel's braking force,realizes against holds the dead brake,its structure mainly by a round fast sensor,the controller(computer)and the solenoid valve is composed.For accurate meter wheel fast,the sensing and between the wheel tooth ring should leave leeway the 1mm gap.In order to avoid the water,the putty,the dust to the sensor influence,before the installment,should the sensor replenishment butter.The solenoid valve uses in wheel brake's pressure control.Regarding four channel braking system,a vehicle rim has asolenoid valve;Three channel braking system,each front wheel has one,two two trailing wheels use in common one.The solenoid valve has three hydraulic pressure holes,separately applies the brake with the brake master cylinder and the wheel to divide the cylinder to be connected the brake with the brake master cylinder and the wheel to divide the cylinder to be connected,and can realize pressure lifting,pressure maintenance,the pressure drop accent to press the function.The principle of work is as follows:1)Pressure-rise when the solenoid valve does not work,the brake master cylinder connection and applies the brake to divide the cylinder connection respectively to go nonstop.Because the main spring intensity is big,makes charging valve openning,the brake pressure to increase.2)pressure maintenance,when wheel's brake divides in cylinder's pressure grows to certain value,charging valve cut-off closure.The support maintains at the compound state,three panels seal,maintain the brake pressures mutually.3)voltage dropping,when the solenoid valve works,the support overcomes two spring's tension,opens the discharge meat to cause to apply the brake to divide cylinder presure drop.Once the pressure reduces,the solenoid valve transformes to the pressure maintenance condition,or pressure-rise ready condition.The control device ECU primary mission is the signal which passes on various wheel's sensor carries on the computation,the analysis,the enlargement and the distintion,outputs again from thc output stagc thc command signal thc solcnoid valvc,carrics out thc brac pressure adjustment task.The electronic control,by four major part is composed,input level A,conteoller B,output stage C,constant voltage and protective device D.Electronic controller by 4101tz frequency actuation solenoid valves,this is the polot is unable to achieve.This kind of single parameter control mode ABS,because the structure is simple,the cost is low,thereforce the present use is broad. Mostly has provided this kind of single parameter control mode ABS in the American Chrysler custom car.Tt is loaded with a round fast sensor on passenger vehicle's four wheels.The installment has 45 teeth or 100 tooth's tooth rings on the axle tree,turns a fast sensor's sending attite to go against in the tooth ring.When the wheel totates,causes the sensor to produce the voltage siglae unceasingly,and input the computer,the ideal speed compares with RoM,figures out wheel's speed-up or the deceleration,issues pressure-rise or the release of pressure instruction to the solenoid valve,controls applies the brake to divide the cylinder braking force.3.The problems by used the ABS system(1)replaces the brake or the replacement hydraulic pressure braking system part,should arrange only in brake line' air,in order to avoid influence braking system's normal work.(2)is loaded with the ABS automobile,every year should replace a brake fluid.Otherwise,the brake fluid water absorbability is very strong,after the watery,not only will reduce the boiling point will have the corrosion, will also create the brake potency decline.3)inspects the ABS anti-lock braking system to cramp out the power source frrst.4.Trend of developmentUses the logical threshold value control algorithm may avoid a series of numerous and diverse theoretical analysis and to some element of certainty quota measurement. Simplified controller's design because moreover on1y need determine wheel's angular speed is advantageous realizes therefore the load cost is low. This algor hm already drew close maturely for current automobile ABS system universal usebut it by no means best control algorithm. Because under the different state of roads each kind of threshold value and guarantees presses the time is the empirical value which obtains after the repeated test does not have the very explicit theory basistherefore the ABS development's cycle is longand the control quality guaranteed with difficulty.Easy to realize the stepless control based on the glide rate control algorithmand has the very explicit theory to instructbut present restricts the cost question which its development the bottleneck is mainly realizes believed according to ours research om now on ABS control algorithm development direction in the following several aspects.(1) aims at current widely uses the logical threshold value control algorithm which exists the research can track the road surface characteristic changecauses the ABS each performanceindex to be at the optimum condition throughout the control algorithm. And the predictive control technology is worth taking seriously. Because when the brake process iction characteristic between the tire and the road surface causes the anti-lock braking system has the very obvious misalignmentthe denaturation and the uncertainty. Therefore difficulty with establishes its precise mathematical modelbut the predictive control has the basic characteristic which the forecast model the undle optimize and feed back adjust may act according to some optimized target design control systemdetermined that a control quantity the time seriesafter causing in period of time to move the quantity and the process will soften between the expectation path's eηor to be smallest in the future. What because this algorithm uses is the online trundle optimizes unceasingly and unceasingly carries on the feedback in the optimal process through the actual system output and the forecast model output's eηor to adjust can therefore overcome to a certain extent as a result of the forecast model eηor and certain uncertainty disturbance and so on influence enables system's robustness to obtain the enhancement.)1s smaller along with the volume the price is cheaper the reliable higher vehicle speedsensor's appearance in the ABS system will increase the vehicle speed sensor to become possible the defmite wheel slip rate will become is accurate and is fast. And the non-contact type's vehicle speed sensor (for example electro-optical type Doppler and so on) the present willmost have the possibility to apply in the automobile ABS system. This time may take seriously based on the glide rate control algorithm. And the fuzzy control will not rely on the object by the mathematical model is advantageous uses person's experience knowledge robustness is good simple practical and so on characteristics but widely will be used.)Changes the multi-objectives by the sole ABS control objective integrated control [10]appeared not only the force of action control system (TCS) can prevent the wheel in the brake process to occur hugs dies moreover can in the actuation process (be specially in processes and so on state acceleration curve) prevents the driving gear to have the slipping causes automobile's in actuation process yawing stability to change the operation ability and the pick-up and so on also has the enhancement.1n the future automobile electronic control system toward om multi-electronic control unit (ECU) the scatlered independent con 01 to the sole ECU complete bikes control realizes data sharing and the integrated control direction by thenetwork way develops; Or develops to the dynamic hierarchical control direction namely each dispersion con 01 system's ECU is not on1y the respective independence constructs own d lamic compensator moreover must establish a high-level d lamic synchronizer to helpunified again to determine each ECU the control policy strengthens each ECU the control when the solution dispersion control system existence unstable mold cannot use dynamic dispersion control calm question [1]enables the complete bikes overall performance to obtain the guarantee.5 SummaryThe automobi1e anti-lock braking system S) can enhance the automobile in the low coefficient of adhesion or changes under the coefficient of adhesion road surface condition the braking quality At present the ABS control technology mainly uses the logical threshold value control method but along with vehicle speed sensor technology develop ment based on wheel slip rate each kind of control algorithm by widespread value and use. Moreover. 1n the future the automobile electronic control technology and the equipment will realize the resource sharing andthe integrated control by the network way and toward the multi-objective integrated controls enhances the system performance cost ratio the direction to develop.一一一一文章摘自西安工程大学毕业设计英文译文。

中英文对照外文翻译文献(文档含英文原文和中文翻译)The anti lock braking system (ABS) analysisAbstract: Automobile anti lock braking technology is a mature technology. Equipped with an anti lock system (ABS) of the vehicle under various driving conditions especially when braking, emergency braking, can not only utilize the potential of adhesion between tire and road surface, improve the anti sliding stability of the riding direction, keep the steering operation, but also can give full play to the braking efficiency, shorten braking distance, improve safety this paper mainly introduces the performance of vehicle anti lock braking system of automobile wheel (ABS) analysis of the definition, structure and working principle, composition and principle of the electronic control part and ABS system, wheel speed sensor, hydraulic control components and principle of device. It introduces the anti lock system (ABS) fault light in the ABS, ABS know the use and maintenance of. By the wheel anti lock braking system (ABS) based to introduce its working principle, the analysis of the working principle of ABS control device is introduced.Key words:ABS; system; composition; principle; controlOne、wheel anti lock braking system (ABS)1.1 wheel anti lock braking system (ABS) technology is introducedIn early twentieth Century, people began to study the anti lock braking technology. Began to apply to the aircraft and railway, until the late 50's, ABS technology began to be used in the car. The core idea is to avoid making the same as the power switch, the hydraulic system power control in zero or the biggest, but according to the speed of the wheel, to control the hydraulic pressure, so that the braking performance to get the maximum improvement.First, a wheel speed sensor is measured with a wheel or a drive shaft to rotate the tooth number of the sensing gear, and the frequency and the wheel speed are proportional to the AC signal. The AC signal of the wheel speed sensor is fed into an electronic controller. The electronic controller calculates the speed of the wheel, the speed of the wheel, the speed of the wheel, and the speed of the vehicle. The pressure regulator pump installed in the brake master pump and brake system, receive controller instructions, by the pressure regulating solenoid valve to control the braking pressure increase or decrease the device, thereby regulating the braking torque, and make the ground adhesion status of the wheels are locked to prevent brake. The electronic controller also controls the other components of the ABS. When the components are in trouble, the controller makes the alarm lamp light, and makes the whole system stop working.1.2 wheel anti lock braking system (ABS) classificationABS according to the transmission medium of the brake system, can be divided into the air pressure system, gas liquid system and hydraulic system.Air pressure system is mainly used for heavy duty truck and trailer, the compressed air generated by the engine directly control the pressure of the pump.Gas cap system is generally used for large and medium sized vehicles, in the front and rear axle of the original brake pipe in each of the air compressor, through the control of the power gas chamber of the input pressure to indirectly control the hydraulic cylinder output.Hydraulic system for cars, vans and light trucks, system increased a brake transmission medium independent supply device, such as tributaries motor and recycle pump.ABS according to the number of control channels and the number of sensors, can be divided into single channel, dual channel, three channel and four channel type.According to the control mode, ABS can be divided into mechanical and electronic type. Due to mechanical ABS control accuracy, response is slow, can not guarantee the emergency brake wheel is not locked, has basically been replaced by electronic ABS.According to the arrangement of the pressure regulator, the ABS is divided into the integral type and the separation type. The integral type, which is made into a pressure regulator and a brake master cylinder, is called a separation type of independent brake pressure regulator and an independent brake master cylinder.Two、wheel anti lock braking system (ABS) composition and principle 2.1 wheel anti lock braking system (ABS) structureWhen the car is normal, the brake shoe 10 and the friction plate 9 in the spring 13, and fixed on the wheel hub brake drum 8 to maintain a certain gap, so that the brake drum can rotate with the wheels. Wants to make a moving car to slow or stop, as long as the driver to step on brake pedal 1, you can make the body of the braking energy through a push rod 2 and brake master cylinder piston 3 4, the master cylinder brake fluid pressure into the brake wheel cylinder 6, and through two wheel cylinder piston 7 to promote the two brake shoes 10 together with friction plate 9 around the branch underwriting turned 12, the friction plate outer circle face pressure in the brake drum 8 of the surface of the inner circle. In this way, the brake shoe friction plate is fixed to the rotating drum of the brake drum and the friction torque is Mu, and its direction is opposite to the rotation direction of the wheel. Brake drum to the brake torque transmitted to the wheels, due to the wheels and the road surface adhesion, wheel on the road surface. A forward edge force, brake braking force Fu. At the same time, the road also gives the wheel a backward reaction, that is, the road system power Fb, which is to force the car to slow down when the brake until the parking brake force. The greater the road braking force, the greater the car to reduce the speed. When thedriver releases the brake pedal, Back to the spring 13 is about to brake shoes back in place, the outer circle of the friction plate and the inner circle of the brake drum to resume the original gap, friction torque Mu and braking force Fb to lift, the brake function is also terminated.It is not difficult to see that the road to stop the road from the car's driving Fb not only depends on the brake force Fu size, but also by the tire and road adhesion conditions. That is, the car brake system only has a sufficient brake brake force Fu, while the road and can provide a large F1, to get a larger road braking force Fb.2.2 working process of brake system:1、Parking brake.Car parking, manipulation hand brake valve 3, releasing parking brake three-way pipe 6 and a quick release valve in the compressed air, the spring energy storage type rear brake air chamber in the spring release, and promote the rear drum brake shoe open, friction plate is tightly pressed in the brake drum with a round face, parking brake. In the brake, the brake three through the tube in the compressed air has been lost, there are still parking brake.2、To lift parking brake.Start the engine, driven by air compressor operation, the brake system air supply pipeline and two storage cylinder with compressed air, compressed air pressure can be the barometer 12 to instructions. At this point in the parking brake supply line in the quick release valve 4 and the air pressure alarm switch 5 no air pressure, the alarm switch to control the alarm and the alarm lights, indicating the car is in the parking brake state. Manipulation of the hand brake valve 3 to remove the brake position, when air pressure is lower, the pressure warning lamp still light, said brake pressure is insufficient; enough air pressure brake, parking brake gas pipeline through the quick release valve 4 and three-way pipe joint so that the parking brake air chamber air supplying, rear wheel brake air chamber storage compression spring the rear brake hoof piece is returned, rear wheel brake is in a non brake state, pressure alarm lights, car brake pressure enough, you can start.3、Driving brake.Driving in the brake system air supply pipeline pressure enough, set foot driving brake foot brake pedal, make a straight foot brake valve 2 action, compressed air through the four-way 21 for to the front brake chamber joint, before the brake wheel, this time brake lamp switch 22 is switched on, the brake lights; compressed air proportion by a sense of the load storage valve 8 and a three-way pipe joint 6 to donor of air chamber, the rear wheel brake, when installed in the load sensing proportional valve rear brake lamp switch is powered, the brake light bright. The vehicle braking strength is controlled by the pedal type brake valve, the brake pedal stroke is strong, and the brake pedal travel is small and weak. When insufficient air pressure in the brake system, installed in the wet storage cylinder 16 on the low pressure alarm switch is turned on, low pressure alarm lights and sirens, said brake pressure is insufficient.4、The driving hand brake.When the foot brake failure or no air pressure, can control the hand brake valve to the brake position, can make the rear wheel brake.5、The no pressure release the parking brake.The car parked in a long time, may be in a non pressure state. At this time the car parking brake. The engine does not start, you want to drag the car away, can be used to rotate the two rear wheel brake spring brake air chamber of the lifting of the brake bolts, lift rear parking brake. To recover the parking brake, to cycle the bolt.2.3 wheel anti lock braking system (ABS) control principleNow the popularity of the car on the ABS is basically an integrated control of electro hydraulic. And that is to make the mechanical device, the control device to become the electronic control. The general principle is to detect the wheel by the wheel speed sensor, and then the wheel speed sensor to measure the speed of the signal passed through the amplification of the ECU car (some of the ABS computer is integrated with the engine management computer and so on). Then the computer through the sensor measurement data to determine whether the wheel locking, if the wheel is not functioning properly, may be locked or has been locking) then a computer can immediately issued a directive to the solenoid valve, electromagnetic valve in a vacuum state, so as to achieve braking force isreduced, until the locking lift, if at this time the driver still vigorously brake, so the ABS to lift control wheel will return to the locked state, so the ABS again access the know lock once again to remove. This is why we are driving the ABS car to brake the brake pedal will produce a strong jitter, which is the ABS of the three solenoid valve in the work, the hydraulic circuit and sometimes the pressure from time to time, so the brake pedal pulse jitter phenomenon.The control of ABS can be more accurate and more active by electronic devices. But even the electronic control of the ABS according to the different types of its configuration also has a lot of. First of all from the hardware configuration is mainly divided into: 1 channel 2 sensor, 2 channel 3 sensor, 3 Channel 4 sensor, 4 channel 1 sensor type, four.For the first way, it can be said to be the earliest and most original ABS control mode. Also is to achieve the above said computer control all, but whether it is information access channels (sensors) or control channels (channels) are only one. As described above, it is the most dangerous for the braking of the rear wheels locked first. For vehicle emergency braking especially on slippery surfaces under the emergency brake, rear wheel is the most easy to lock. If the rear wheels than the front wheels locked first, and that at this point the driver and intent of the steering, the car will be the danger of skidding flick. So for the single channel ABS is of course to give priority to the rear wheel lock. So the ABS sensor is installed in the rear differential, which is used to perception of the rear wheels locking, and solenoid valve installed on the rear brake hydraulic pipe, which is used to lift the locking crisis. Because only a sensor and an electromagnetic valve to control the wheel braking force, so computer only for overall rear wheel lock to deal with the crisis. If the friction coefficient of the pavement is different, then the system will be very difficult to adjust the size of the braking force automatically.For the 2 Channel 2 sensor ABS, the situation will be better. But this hardware configuration can be divided into two solutions. The first solution is the two sensor and two channels are assigned to front and rear wheels. This can only prevent locking with the whole of the front wheels and can prevent the rear wheels locked, but for on the left and right wheels running on the pavement withdifferent friction coefficients is powerless; another is for X piping mode settings. The so-called X is to make the brake hydraulic piping diagonal distribution. In other words, the hydraulic 50% from the total pump out of the left front wheel and the right rear wheel, while the other 50% are assigned to the right front wheel and rear wheel. The only two channels are fitted on the main side of the left and right wheels. So this ABS can in the case of hardware limited part of the solution before and after the wheel lock and around the wheel lock.But for channel 3 3 sensor hardware equipment situation would be a lot better, this kind of ABS in front of using two channel and two sensor, using a channel and a sensor (rear control Documentary Channel single sensor design) in the rear, so it can not only to automatic distribution before and after the overall braking force, but also independent regulation of the front wheel braking force. But this is not the most perfect ABS. The most perfect ABS is currently the most widely used 4 Channel 4 sensor ABS. This kind of ABS really satisfies the requirement of the system power adjustment on the hardware. So whether it is front wheel locked first or the first locking rear can regulate effectively, and even the four wheels of road surface friction coefficient are different, ABS can also automatically adjust, let each wheel won't lock. So the 4 channels of the ABS system and the system with more than one additional feature called EBD electronic system power automatic allocation. In fact, in the purchase of a car, if the manufacturers to promote this car equipped with EBD electronic power distribution, then the car's ABS for the 4 Channel 4 sensor design. But even the 4 Channel 4 sensor ABS according to the different performance of the solenoid valve is also different. This ABS solenoid valve is mainly divided into two types: one is the 3 solenoid valve, the other is the 2 solenoid valve. Also is the solenoid valve, the realization of the function is not the same. 3 solenoid valve to the brake hydraulic control into three kinds of state, namely: the pressure state, the state of decompression and balance. And the 2 bit of the solenoid valve can only be the brake hydraulic control into: the state and balance of the two kinds of state. Although the performance of a compression function is not the same as that of a pressure function.The 2 is equipped with a solenoid valve ABS, it can only play the role ofpreventing the brake locking. Because it can only reduce or maintain the brake fluid, that is, only after the brake pedal to the brake pedal, he can play a role. So even if it is the 4 sensor 4 channels, can only achieve the power of EBD electronic system power automatically assigned. And for equipped with three ABS solenoid valve, from the hardware, it meets the ESP electronic stability system, TCS traction control system and EDL electronic braking speed requirements of the poor. The reason is called 3 solenoid valve, is compared with the 2 solenoid valve to increase the pressure function. That is, even if the driver did not step on the brake pedal, the computer can also automatically control a single wheel brake. Then what good is it? We first simply from the function of the brake. If the computer can automatically control the increase in hydraulic, then we will get a more secure performance in the high speed and strong braking. Because of the high temperature of the brake system, the brake system is very high, and the brake disc is very hot. The so-called thermal attenuation is actually due to the brake disc and brake shoe is too high temperature, resulting in the surface or local on the verge of melting, the engineering strength is reduced, so the brake force will weaken. The same reason, when we are at a speed of 120, or even 160 of the speed of the speed is, if the need to speed up the speed of the brake system to 20 or even the load is very large. Due to the driver's habits is to keep the brake pedal to form the same so caliper braking force is constant, so as to the later stage brake due to the high temperature begins to decay, the driver is often difficult to find the weakening of the braking force, and so will not be active continue to increase braking power. So because the three solenoid valve and control of the brake line pressure function, so it can automatically increase the braking force, so that the speed of the brake to maintain linear, even to the end of the brake and thermal decay, can also be due to the brake force is not linear to the safety risk. But this is just the three bit of the solenoid valve on the brake side, in fact, the contribution of the three solenoid valve is far more than that. Its biggest role is to realize the computer automatically to a single wheel brake, so that ESP or EDL can be achieved.We know that ESP is a BOSCH development of a set of electronic stability program, to achieve such an electronic stability, we must have a 4 Channel 4sensors and 3 solenoid valve is equipped with hardware. ESP was able to let front wheel drive car reduce understeer, drive reduce oversteer, because it can on the slip rate exceeds a critical value of the wheel (i.e. skidding of the wheels) separate braking, so as to get rid of the out of control of the situation, all these do not need human intervention, and is in a very short period of time by computer control to complete. Simply, the principle is that the computer detects the speed of each wheel by means of the four wheel speed sensor, and then calculates the speed of a wheel by means of a vehicle speed sensor and a steering angle sensor. If the actual speed of the four wheels and the theoretical speed does not match the computer will determine the wheel has the risk of slipping out of control, then ECU will immediately notify the three solenoid valve to the wheel to brake, so he returned to normal speed under the restriction of braking force. So he can improve the active safety performance of the car to a great extent, make the car have better tracking.For EDL, its working principle is similar to that of ESP. Is the wheel speed sensor detection of active wheel speed value, if two active wheel speed difference in the normal range (through the steering angle sensor judgment, because in turn driven wheel speed difference is normal), so the ABS does not work; if detected about two driving wheel speed difference is too large, the computer will determine the high rotational speed of the wheel is slipping, so in three solenoid valve under the action to the spin of the wheel braking forces applied additional, power can be transmitted to the no skid wheel there to, make the car can still have normal traction control. Of course, for the four wheel drive car this electronic differential braking is more important, because it can be through a single wheel to adjust the braking force distribution. Set can make the power on any one of the wheels from the 0%-100% regulation. So it is not required to increase the case of other hardware devices to achieve such a number of derivatives. That is to say the 4 Channel 4 sensor and equipped with three 4 bit solenoid valve ABS is currently the highest market specifications ABS, as long as the program supports, you can achieve all the functions mentioned above汽车防抱死系统（ABS）的研究分析摘要：汽车制动车轮防抱死技术是一项比较成熟的技术。

汽车ABS系统范文汽车ABS系统的全称是Anti-lock Braking System，即防抱死制动系统。

它是一种用于汽车制动的先进技术，旨在提高制动性能和驾驶安全性。

ABS系统是由一系列电子和机械元件组成的，它帮助汽车在紧急制动条件下保持最佳转向性能和离心力控制，从而避免车辆在制动时发生打滑和失控。

ABS系统在汽车行业的应用始于20世纪60年代，当时是由英国的道场公司首先研发和生产。

之后，ABS系统逐渐得到广泛应用，成为了新款汽车的标配。

而如今，几乎所有的汽车制造商都提供ABS系统作为标准配置。

ABS系统的工作原理非常复杂，它主要由下列几个部件组成：传感器、阀门、控制单元和泵。

当驾驶员踩下制动踏板时，传感器会检测到车轮的转速，并将这些信息传送到控制单元。

控制单元在接收到传感器信息后，会根据当前车速和转向角度计算出最佳制动力分布，从而避免车轮打滑。

ABS系统中的阀门被安装在每个汽车轮胎的制动系统上。

当控制单元检测到车轮即将抱死时，它会通过这些阀门来调节制动压力。

首先，阀门会迅速地将制动压力减小，从而使车轮重新获得抓地力。

然后，阀门会迅速地将制动压力恢复到正常水平，以继续减速。

ABS系统的核心功能是防止车辆在制动时发生打滑和失控。

它能够有效地控制制动压力，使车轮保持良好的抓地力。

这可以确保车轮在紧急制动时仍然能够旋转，从而保持车辆的稳定性和转向能力。

相比传统的制动系统，ABS系统具有更高的制动效果和更短的制动距离。

除了提高制动性能和驾驶安全性之外，ABS系统还具有其他一些加分项。

例如，它可以帮助车辆在潮湿或崎岖的路面上更好地防止侧滑，提供更稳定的驾驶体验。

此外，ABS系统还可以减少轮胎的磨损和制动片的磨损，延长其使用寿命，降低汽车维修费用。

尽管ABS系统已经在汽车行业中广泛应用，并且其优势明显，但它也存在一些不足之处。

首先，ABS系统在特定条件下可能会导致制动距离增加，尤其是在非常滑溜的路面上。

制动防抱死系统英文翻译制动防抱死系统（ABS）是一种先进的汽车制动系统，可以提高车辆在紧急制动时的安全性能。

本文将介绍 ABS 系统的工作原理和优点，以及 ABS 系统的英文翻译。

下面是本店铺为大家精心编写的5篇《制动防抱死系统英文翻译》，供大家借鉴与参考，希望对大家有所帮助。

《制动防抱死系统英文翻译》篇1制动防抱死系统（ABS）是一种汽车制动系统，它可以防止车轮在制动时抱死，使车辆在制动状态下仍能保持方向稳定性，从而提高车辆在紧急制动时的安全性能。

ABS 系统通过间歇性制动刹车来防止车轮抱死，使车轮在制动时仍然能够旋转，从而增加摩擦力，提高刹车效率。

ABS 系统的英文翻译是 Anti-Lock Brake System，中文意思是“防抱死制动系统”。

ABS 系统是目前汽车上最先进、制动效果最佳的制动装置之一，广泛应用于各种汽车、摩托车和轻型车辆上。

ABS 系统的工作原理是通过安装在车轮上的传感器来检测车轮的转速和角度，当车轮即将抱死时，ABS 系统会自动进行间歇性制动，使车轮保持旋转状态，从而防止抱死。

ABS 系统可以在一秒钟内进行60~120 次间歇性制动，相当于不停地刹车、放松，即相似于机械的点刹。

ABS 系统的优点在于可以提高行车时，车辆紧急制动的安全系数，避免在紧急刹车时方向失控及车轮侧滑，使车轮在刹车时不被锁死，从而加大摩擦力，使刹车效率达到 90% 以上，同时还能减少刹车消耗，延长刹车轮鼓、碟片和轮胎的使用寿命。

然而，ABS 系统也有其局限性，它仍然摆脱不了一定的物理规律。

在两种情况下，ABS 系统不能提供最短的制动距离。

一种是在平滑的干路上，由有经验的驾驶员直接进行制动；另一种情况是在松散的砾石路面、松土路上，ABS 系统的效果可能不如非 ABS 系统。

总之，制动防抱死系统（ABS）是一种非常有效的汽车安全技术，可以提高车辆在紧急制动时的安全性能。

ABS 系统的英文翻译是Anti-Lock Brake System，中文意思是“防抱死制动系统”。

Automobile Brake SystemThe braking system is the most important system in cars. If the brakes fail, the result can be disastrous. Brakes are actually energy conversion devices, which convert the kinetic energy (momentum) of the vehicle into thermal energy (heat).When stepping on the brakes, the driver commands a stopping force ten times as powerful as the force that puts the car in motion. The braking system can exert thousands of pounds of pressure on each of the four brakes.Two complete independent braking systems are used on the car. They are the service brake and the parking brake.The service brake acts to slow, stop, or hold the vehicle during normal driving. They are foot-operated by the driver depressing and releasing the brake pedal. The primary purpose of the brake is to hold the vehicle stationary while it is unattended. The parking brake is mechanically operated by when a separate parking brake foot pedal or hand lever is set.The brake system is composed of the following basic components: t he “master cylinder” which is located under the hood, and is directly connected to the brake pedal, converts driver foot’s mechanical pressure into hydraulic pressure. Steel “brake lines” and flexible “brake hoses” connect the master cylinder to the “slave cylinders” located at each wheel. Brake fluid, specially designed to work in extreme conditions, fills the system. “Shoes” and “pads” are pushed by the slave cylinders to contact the “drums” and “rotors” thus causing drag, which (hopefully) slows the car.The typical brake system consists of disk brakes in front and either disk or drum brakes in the rear connected by a system of tubes and hoses that link the brake at each wheel to the master cylinder (Figure).Basically, all car brakes are friction brakes. When the driver applies the brake, the control device forces brake shoes, or pads, against the rotating brake drum or disks at wheel. Friction between the shoes or pads and the drums or disks then slows or stops the wheel so that the car is braked.In most modern brake systems (see Figure 15.1), there is a fluid-filled cylinder, called master cylinder, which contains two separate sections, there is a piston in each section and both pistons are connected to a brake pedal in the driver’s compartment. When th e brake is pushed down, brake fluid is sent from the master cylinder to the wheels.At the wheels, the fluid pushes shoes, or pads, against revolving drums or disks. The friction between the stationary shoes, or pads, and the revolving drums or disks slows and stops them. This slows or stops the revolving wheels, which, in turn, slow or stop the car.The brake fluid reservoir is on top of the master cylinder. Most cars today have a transparent r reservoir so that you can see the level without opening the cover. The brake fluid level will drop slightly as the brake pads wear. This is a normal condition and no cause for concern. If the level drops noticeably over ashort period of time or goes down to about two thirds full, have your brakes checked as soon as possible. Keep the reservoir covered except for the amount of time you need to fill it and never leave a cam of brake fluid uncovered. Brake fluid must maintain a very high boiling point. Exposure to air will cause the fluid to absorb moisture which will lower that boiling point.The brake fluid travels from the master cylinder to the wheels through a series of steel tubes and reinforced rubber hoses. Rubber hoses are only used in places that require flexibility, such asat the front wheels, which move up and down as well as steer. The rest of the system uses non-corrosive seamless steel tubing with special fittings at all attachment points. If a steel line requires a repair, the best procedure is to replace the compete line. If this is not practical, a line can be repaired using special splice fittings that are made for brake system repair. You must never use copper tubing to repair a brake system. They are dangerous and illegal.Drum brakes, it consists of the brake drum, an expander, pull back springs, a stationary back plate, two shoes with friction linings, and anchor pins. The stationary back plate is secured to the flange of the axle housing or to the steering knuckle. The brake drum is mounted on the wheel hub. There is a clearance between the inner surface of the drum and the shoe lining. To apply brakes, the driver pushes pedal, the expander expands the shoes and presses them to the drum. Friction between the brake drum and the friction linings brakes the wheels and the vehicle stops. To release brakes, the driver release the pedal, the pull back spring retracts the shoes thus permitting free rotation of the wheels.Disk brakes, it has a metal disk instead of a drum. A flat shoe, or disk-brake pad, is located on each side of the disk. The shoes squeeze the rotatin g disk to stop the car. Fluid from the master cylinder forces the pistons to move in, toward the disk. This action pushes the friction pads tightly against the disk. The friction between the shoes and disk slows and stops it. This provides the braking action. Pistons are made of either plastic or metal. There are three general types of disk brakes. They are the floating-caliper type, the fixed-caliper type, and the sliding-caliper type. Floating-caliper and sliding-caliper disk brakes use a single piston. Fixed-caliper disk brakes have either two or four pistons.The brake system assemblies are actuated by mechanical, hydraulic or pneumatic devices. The mechanical leverage is used in the parking brakes fitted in all automobile. When the brake pedal is depressed, the rod pushes the piston of brake master cylinder which presses the fluid. The fluid flows through the pipelines to the power brake unit and then to the wheel cylinder. The fluid pressure expands the cylinder pistons thus pressing the shoes to the drum or disk. If the pedal is released, the piston returns to the initialposition, the pull back springs retract the shoes, the fluid is forced back to the master cylinder and braking ceases.The primary purpose of the parking brake is to hold the vehicle stationary while it is unattended. The parking brake is mechanically operated by the driver when a separate parking braking hand lever is set. The hand brake is normally used when the car has already stopped. A lever is pulled and t he rear brakes are approached and locked in the “on” position. The car may now be left without fear of its rolling away. When the driver wants to move the car again, he must press a button before the lever can be released. The hand brake must also be able to stop the car in the event of the foot brake failing. For this reason, it is separate from the foot brake uses cable or rods instead of the hydraulic system.Anti-lock Brake SystemAnti-lock brake systems make braking safer and more convenient, Anti-lock brake systems modulate brake system hydraulic pressure to prevent the brakes from locking and the tires from skidding on slippery pavement or during a panic stop.Anti-lock brake systems have been used on aircraft for years, and some domestic car were offered with an early form of anti-lock braking in late 1990’s. Recently, several automakers have introduced more sophisticated anti-lock system. Investigations in Europe, where anti-lock brakin g systems have been available for a decade, have led one manufacture to state that the number oftraffic accidents could be reduced by seven and a half percent if all cars had anti-lock brakes. So some sources predict that all cars will offer anti-lock brakes to improve the safety of the car.Anti-lock systems modulate brake application force several times per second to hold the tires at a controlled amount of slip; all systems accomplish this in basically the same way. One or more speed sensors generate alternating current signal whose frequency increases with the wheel rotational speed. An electronic control unit continuously monitors these signals and if the frequency of a signal drops too rapidly indicating that a wheel is about to lock, the control unit instructs a modulating device to reduce hydraulic pressure to the brake at the affected wheel. When sensor signals indicate the wheel is again rotating normally, the control unit allows increased hydraulic pressure to the brake. This release-apply cycle occurs several time per second to “pump” the brakes like a dr iver might but at a much faster rate.In addition to their basic operation, anti-lock systems have two other things in common. First, they do not operate until the brakes are applied with enough force to lock or nearly lock a wheel. At all other times, the system stands ready to function but does not interfere with normal braking. Second, if the anti-lock system fail in any way, the brakes continue to operate without anti-lock capability. A warning light on the instrument panel alerts the driver when a problem exists in the anti-lock system.The current Bosch component Anti-lock Braking System (ABSⅡ), is a second generation design wildly used by European automakers such as BWM, Mercedes-Benz and Porsche. ABSⅡsystem consists of : four wheel speed sensor, electronic control unit and modulator assembly.A speed sensor is fitted at each wheel sends signals about wheel rotation to control unit. Each speed sensor consists of a sensor unit and a gear wheel. The front sensor mounts to the steering knuckle and its gear wheel is pressed onto the stub axle that rotates with the wheel. The rear sensor mounts the rear suspension member and its gear wheel is pressed onto the axle. The sensor itself is a winding with a magnetic core. The core creates a magnetic field around the winding, and as the teeth of the gear wheel move through this field, an alternating current is induced in the winding. The control unit monitors the rate o change in this frequency to determine impending brake lockup.The control unit’s functi on can be divided into three parts: signal processing, logic and safety circuitry. The signal processing section is the converter that receives the alternating current signals form the speed sensors and converts them into digital form for the logic section. The logic section then analyzes the digitized signals to calculate any brake pressure changes needed. If impending lockup is sensed, the logic section sends commands to the modulator assembly.Modulator assemblyThe hydraulic modulator assembly regulates pressure to the wheel brakes when it receives commands from the control utuit. The modulator assembly can maintain or reduce pressure over the level it receives from the master cylinder, it also can never apply the brakes by itself. The modulator assembly consists of three high-speed electric solenoid valves, two fluid reservoirs and a turn delivery pump equipped with inlet and outlet check valves. The modulator electrical connector and controlling relays are concealed under a plastic cover of the assembly.Each front wheel is served by electric solenoid valve modulated independently by the control unit. The rear brakes are served by a single solenoid valve and modulated together using the select-low principle. During anti-braking system operation, the control unit cycles the solenoid valves to either hold or release pressure the brake lines. When pressure is released from the brakelines during anti-braking operation, it is routed to a fluid reservoir. There is one reservoir for the front brake circuit. The reservoirs are low-pressure accumulators that store fluid under slight spring pressure until the return delivery pump can return the fluid through the brake lines to the master cylinder.汽车制动系统制动系统是汽车中最重要的系统。

Automobile Brake SystemThe braking system is the most important system in cars. If the brakes fail, the result can be disastrous. Brakes are actually energy conversion devices, which convert the kinetic energy (momentum) of the vehicle into thermal energy (heat).When stepping on the brakes, the driver commands a stopping force ten times as powerful as the force that puts the car in motion. The braking system can exert thousands of pounds of pressure on each of the four brakes.Two complete independent braking systems are used on the car. They are the service brake and the parking brake.The service brake acts to slow, stop, or hold the vehicle during normal driving. They are foot-operated by the driver depressing and releasing the brake pedal. The primary purpose of the brake is to hold the vehicle stationary while it is unattended. The parking brake is mechanically operated by when a separate parking brake foot pedal or hand lever is set.The brake system is composed of the following basic components: t he “master cylinder” which is located under the hood, and is directly connected to the brake pedal, converts driver foot’s mechanical pressure into hydraulic pressure. Steel “brake lines” and flexible “brake hoses” connect the master cylinder to the “slave cylinders” located at each wheel. Brake fluid, specially designed to work in extreme conditions, fills the system. “Shoes” and “pads” are pushed by the slave cylinders to contact the “drums” and “rotors” thus causing drag, which (hopefully) slows the car.The typical brake system consists of disk brakes in front andeither disk or drum brakes in the rear connected by a system of tubesand hoses that link the brake at each wheel to the master cylinder (Figure).Basically, all car brakes are friction brakes. When the driver applies the brake, the control device forces brake shoes, or pads, against the rotating brake drum or disks at wheel. Friction between the shoes or pads and the drums or disks then slows or stops the wheel sothat the car is braked.In most modern brake systems (see Figure 15.1), there is a fluid-filled cylinder, called master cylinder, which contains two separate sections, there is a piston in each section and both pistons are connected to a brake pedal in the driver’s compartme nt. When th e brake is pushed down, brake fluid is sent from the master cylinder to the wheels.At the wheels, the fluid pushes shoes, or pads, against revolving drums or disks. The friction between the stationary shoes, or pads, and the revolving drums or disks slows and stops them. This slows or stops the revolving wheels, which, in turn, slow or stop the car.The brake fluid reservoir is on top of the master cylinder. Most cars today have a transparent r reservoir so that you can see the level without opening the cover. The brake fluid level will drop slightly as the brake pads wear. This is a normal condition and no cause for concern. If the level drops noticeably over ashort period of time or goes down to about two thirds full, have your brakes checked as soon as possible. Keep the reservoir covered except for the amount of time you need tofill it and never leave a cam of brake fluid uncovered. Brake fluid must maintain a very high boiling point. Exposure to air will cause the fluid to absorb moisture which will lower that boiling point.The brake fluid travels from the master cylinder to the wheels through a series of steel tubes and reinforced rubber hoses. Rubber hoses are only used in places that require flexibility, such asat the front wheels, which move up and down as well as steer. The rest of the system uses non-corrosive seamless steel tubing with special fittings at all attachment points. If a steel line requires a repair, the best procedure is to replace the compete line. If this is not practical, a line can be repaired using special splice fittings that are made for brake system repair. You must never use copper tubing to repair a brake system. They are dangerous and illegal.Drum brakes, it consists of the brake drum, an expander, pull back springs, a stationary back plate, two shoes with friction linings, and anchor pins. The stationary back plate is secured to the flange of the axle housing or to the steering knuckle. The brake drum is mounted on the wheel hub. There is a clearance between the inner surface of the drum and the shoe lining. To apply brakes, the driver pushes pedal, the expander expands the shoes and presses them to the drum. Friction between the brake drum and the friction linings brakes the wheels and the vehicle stops. To release brakes, the driver release the pedal, the pull back spring retracts the shoes thus permitting free rotation of the wheels.Disk brakes, it has a metal disk instead of a drum. A flat shoe, or disk-brake pad, is located on each side of the disk. The shoes squeezethe rotatin g disk to stop the car. Fluid from the master cylinderforces the pistons to move in, toward the disk. This action pushes the friction pads tightly against the disk. The friction between the shoes and disk slows and stops it. This provides the braking action. Pistons are made of either plastic or metal. There are three general types of disk brakes. They are the floating-caliper type, the fixed-caliper type, and the sliding-caliper type. Floating-caliper and sliding-caliper disk brakes use a single piston. Fixed-caliper disk brakes have either two or four pistons.The brake system assemblies are actuated by mechanical, hydraulicor pneumatic devices. The mechanical leverage is used in the parking brakes fitted in all automobile. When the brake pedal is depressed, the rod pushes the piston of brake master cylinder which presses the fluid. The fluid flows through the pipelines to the power brake unit and thento the wheel cylinder. The fluid pressure expands the cylinder pistons thus pressing the shoes to the drum or disk. If the pedal is released, the piston returns to the initialposition, the pull back springs retract the shoes, the fluid is forced back to the master cylinder and braking ceases.The primary purpose of the parking brake is to hold the vehicle stationary while it is unattended. The parking brake is mechanically operated by the driver when a separate parking braking hand lever is set. The hand brake is normally used when the car has already stopped. Alever is pulled and t he rear brakes are approached and locked in the “on” position. The car may now be left without fear of its rolling away. When the driver wants to move the car again, he must press abutton before the lever can be released. The hand brake must also beable to stop the car in the event of the foot brake failing. For this reason, it is separate from the foot brake uses cable or rods instead of the hydraulic system.Anti-lock Brake SystemAnti-lock brake systems make braking safer and more convenient,Anti-lock brake systems modulate brake system hydraulic pressure to prevent the brakes from locking and the tires from skidding on slippery pavement or during a panic stop.Anti-lock brake systems have been used on aircraft for years, and some domestic car were offered with an early form of anti-lock braking in late 1990’s. Recently, several automakers have introduced more sophisticated anti-lock system. Investigations in Europe, where anti-lock brakin g systems have been available for a decade, have led one manufacture to state that the number oftraffic accidents could be reduced by seven and a half percent if all cars had anti-lock brakes. So some sources predict that all carswill offer anti-lock brakes to improve the safety of the car.Anti-lock systems modulate brake application force several times per second to hold the tires at a controlled amount of slip; all systems accomplish this in basically the same way. One or more speed sensors generate alternating current signal whose frequency increases with the wheel rotational speed. An electronic control unit continuously monitors these signals and if the frequency of a signal drops too rapidly indicating that a wheel is about to lock, the control unit instructs a modulating device to reduce hydraulic pressure to the brake at theaffected wheel. When sensor signals indicate the wheel is again rotating normally, the control unit allows increased hydraulic pressure to the brake. This release-apply cycle occurs several time per second to “pump” the brakes like a dr iver might but at a much faster rate.In addition to their basic operation, anti-lock systems have two other things in common. First, they do not operate until the brakes are applied with enough force to lock or nearly lock a wheel. At all other times, the system stands ready to function but does not interfere with normal braking. Second, if the anti-lock system fail in any way, the brakes continue to operate without anti-lock capability. A warning light on the instrument panel alerts the driver when a problem exists in the anti-lock system.The current Bosch component Anti-lock Braking System (ABSⅡ), is a second generation design wildly used by European automakers such as BWM, Mercedes-Benz and Porsche. ABSⅡsystem consists of : fou r wheel speed sensor, electronic control unit and modulator assembly.A speed sensor is fitted at each wheel sends signals about wheel rotation to control unit. Each speed sensor consists of a sensor unitand a gear wheel. The front sensor mounts to the steering knuckle andits gear wheel is pressed onto the stub axle that rotates with the wheel. The rear sensor mounts the rear suspension member and its gear wheel is pressed onto the axle. The sensor itself is a winding with a magnetic core. The core creates a magnetic field around the winding, and as the teeth of the gear wheel move through this field, an alternating current is induced in the winding. The control unit monitors the rate o changein this frequency to determine impending brake lockup.The control unit’s functi on can be divided into three parts:signal processing, logic and safety circuitry. The signal processing section is the converter that receives the alternating current signals form the speed sensors and converts them into digital form for the logic section. The logic section then analyzes the digitized signals to calculate any brake pressure changes needed. If impending lockup is sensed, the logic section sends commands to the modulator assembly.Modulator assemblyThe hydraulic modulator assembly regulates pressure to the wheel brakes when it receives commands from the control utuit. The modulator assembly can maintain or reduce pressure over the level it receives from the master cylinder, it also can never apply the brakes by itself. The modulator assembly consists of three high-speed electric solenoid valves, two fluid reservoirs and a turn delivery pump equipped with inlet and outlet check valves. The modulator electrical connector and controlling relays are concealed under a plastic cover of the assembly.Each front wheel is served by electric solenoid valve modulated independently by the control unit. The rear brakes are served by asingle solenoid valve and modulated together using the select-low principle. During anti-braking system operation, the control unit cycles the solenoid valves to either hold or release pressure the brake lines. When pressure is released from the brakelines during anti-braking operation, it is routed to a fluid reservoir. There is one reservoir for the front brake circuit. The reservoirs are low-pressure accumulators that store fluid under slightspring pressure until the return delivery pump can return the fluid through the brake lines to the master cylinder.汽车制动系统制动系统是汽车中最重要的系统。

文献出处：Alin Mihalache. Reliability analysis of mechatronic systems using censored data and petri nets: application on an antilock brake system (abs) [J]. Reliability and Maintainability Symposium, 2015, 12(5): 33-39..Reliability analysis of mechatronic systems using censored data and petri nets: application on anantilock brake system (abs)Alin Mihalache1. IntroductionNowadays, mechatronic systems have a potential impact on people's safety and technological progress increases not only their performance but also their importance. Therefore, the reliability analysis is a very important engineering issue, in order to guarantee their functional behavior. Since these systems are very complex to study, the evaluation of their reliability is extremely difficult. The complexity of mechatronic systems is inherent to their structural heterogeneity: their implementation involves an increasing variety of technologies, e. g. mechanical, electronic and software components, the latter frequently controlling the system itself.The reliability analysis in the case of mechanical and electronic systems is based on well-known methods. The problem is still incompletely solved in the case of software, generally the less reliable part of the system. The different sub-systems characterized by the different technologies imply co-operation between mechanical, electronic and software reliability engineers.We work on the analysis of the reliability of complex embedded systems, such as the Anti-Blocking System (ABS). We observe n repairable systems until a deterministic number of cycles. We consider repair as the replacement of the failing component by an identical one in the case of electric and mechanical sub-system and in the case of software, the default is rectified. We simulate the system failures times. The proposed method allows evaluating reliability both for n mechatronic systems and for their different sub-systems.2 Mechatronics SystemMechatronics is the result of applying information systems to physical systems. The physical system, the rightmost consist of mechanical, electrical and computer subsystems and real-time interfacing. A mechatronic system is not an electromechanical system and it is more than a control system. Sensors and actuators are used to transduce energy from high power, usually themechanical side, to low power, the electrical and computer side. The block labeled mechanical systems frequently consists of more than just mechanical components and may include fluid.Sensors are being miniaturized and implemented in solid state form so that several sensors can be integrated and their functions combined. Irrespective of the application, such as industrial control, testing or military, new developments in sensing technology are constantly emerging.3 Background on ReliabilityIn order to estimate the reliability of the different sub-systems, we use some known distributions .3.1 Exponential distributionThe exponential distribution gives the duration between two failures; during this period of time, the failure intensity has a constant value. This distribution is generally used to describe the reliability of the electronic and software components.The exponential distribution is defined by a single parameter, the failure rate or failure intensity, denoted λ. The reliability of such systems is given by (1) where λ is the failure rate.R(t)=exp(−λt)(1)View SourceThe probability density function (pdf) is given by (2):f(t)=λexp(−λt)(2)View SourceIn the specific case of software components, the models used to describe the reliability improvement are generally based upon an estimation of the initial number of faults contained in the software and on the assumption that this number only decreases in time.We use Jelinski - Moranda model, which considers the failure intensity as being proportional with the remaining number of faults in the software. The model also assumes that the failures are independently detected, that the failure intensity is constant between two failure detections and that the correction of a fault does not introduce another error in the software. The failure intensity, after the detection of the (i-1)th failure is:λ1=ϕ(N0−i+1)(3)where: λi: failure intensity between failure i-1 and i; ti: duration between failures i-1 et i; N0:initial number of faults; ϕ: proportionality coefficient.The pdf for the durations between successive failures is given by (4), while the failure intensity is presented in Fig. 2.f(ti)=λiexp(−λiti)(4)The failure intensity decreases when defaults are corrected. The reliability of a software component is then given by.Ri(t)=exp[ϕ(N0−i+1)](5)3.2 Weibuill distributionThe Weibull distribution is used to describe the reliability of most of the mechanic and hydraulic components. Although it suits most experimental data, being defined by three parameters, using Weibull distribution may be less interesting than using simpler laws, especially in statistical tests.The reliability of a component characterized by a Weibull distribution (two parameters) is given in and the pdf is given in (7), where β is the shape parameter, and η is the scale parameter.R(t)=exp[−(tη)β]f(t)=βη(tη)β−1exp[−(tη)β](6)(7)Censored Parameter EstimationWe observe n repairable systems (failing component is replaced by a new one in the case of electric and mechanical sub-systems; in the case of software sub-systems a default is rectified).The recorded times t(k)i,j (k – component system index, i-system index, j - failure index) are defined by the followingFor each failure of the component k, the number of failures for ith system is denoted D(i)(k).When operating times are described by an exponential distribution, the maximum likelihood estimator λ^ [1] is given by (8).λ^(k)=∑i=1nD(i)(k)∑i=1n∑j=1D(i)(k)t(k)i,j(8)When operating times are described by Jelinski - Moranda model, the parameters of the model are estimated using the maximum likelihood principle and the estimators N^0and ϕ^ are given by (9) and (10) respectively [10].∑j=1maxD(i)(k)∑i=1nU(D(i)(k)−j)N^(k)0−j+1=ϕ(k)=∑i=1n∑j=1D(i)(k)t(k)i,jϕ(k)=∑i=1nD( i)(k(N^(k)0+1)∑i=1n∑j=1D(i)(k)t(k)i,j−∑i=1n∑j=1D(i)(k)jt(k)i,j(9)(10)View Source where U(x) represents the unit step function, equal to 0 for x<0 and equal to 1 for x≥0 and maxD(i)(k) represents the maximum of the function D(i)(k).When times to failure are described by a Weibull distribution [4], the maximum likelihood estimators β^,η^ are given by (11) and (12).Petri Nets ModelMechatronics systems are characterized by their dynamical architecture: different functions are realized depending on the system's architecture. In order to estimate the dependability of a system it is then necessary to model the sequencing of different possible states leading to critical feared states, thus having a dynamic model.Petri Nets (PN) are distinguished among the numerous models at the disposal of reliability engineers. Indeed, they can be employed throughout the process development cycle: one can thus preserve the same formalism to understand the architecture and the behavior of a process (as well as functional analysis) but also to model its failing behavior (like Markov graphs or fault trees).This versatility is still increased by their graphical and mathematical representations. The first one is of simple comprehension, thus supporting the dialogue between designers and reliability engineers, while the second has the power of expression of a formal method, while authorizing simulation (both functional and statistical).To represent the dynamics of a system obliges to resort to a Markov approach or to PN. However, the Markov approach quickly reaches its limits. Beyond ten components, only PN associated with a Monte Carlo simulation remain usable. Moreover, PN modeling makes it possible to analyze a priori as well as a posteriori (at the critical phases of validation and specification) the specific properties of the model for nominal and out-of-order operations.The behavioral or performance analysis enables to highlight possible problems of incorrect or incomplete definition of the operating modes or transitions between these modes (specifications). In the same way, one can highlight problems of dimensioning, scheduling, resource sharing, and inputs/outputs synchronization.PN prove to be the best tool to establish a model of functional behavior and failure recovery and they are often the only possible approach. They present moreover the major advantage to remain understandable.（完整文献请到百度文库）The main reason why PN are used for mechatronics systems is that they can represent the dynamic of a system; indeed, PN allow modeling both the behavior of each physical or functional part (for the control) and the interactions between these components. Since the latter can lead to unexpected behavior, the model describes all the possible behaviors of the system.The structural analysis gives both the firing invariants, showing the kind of activities (normal processing or failure/recovery cycle) and the marking invariants, showing the activity of the server unit (processing, free or in failure) and the output buffer status.The behavioral analysis gives the transition matrix of the embedded Markov chain, found from the reachability graph of the Petri Net. The steady state probabilities are computed with the transition matrix, which contains the firing rates of the transitions. The steady state probabilities allow computing the probability to have a special condition, a mean transition rate or an average marking.Let us consider a modeling example [2]: a control subsystem Fig. 4. Transition T1gives data input for software component in place P2. Computing results are translated for actuator place P3, which gives the activation order by firing the transition T3. The problems taken into account are software failure (place P4) or actuator failure (place p5).The corresponding firing invariants are {T1,T2,T3}{T4,T5} and {T6,T7}; the first one represents the normal functioning cycle, while the two other show the failure/recovery cycles for software and actuator respectively.The analysis of the dynamical behavior of the model is done by constructing the reachability graph of the PN (Fig. 5.), which describes the evolution of the markings by the firing of the transitions, thus representing the evolution of the states of the system[3].The embedded Markov chain presented Fig. 6. is found from the reachability graph and gives the state transition matrix Q (16), which represents the transition rates between the different possible states of the system.The steady states probabilities are obtained by solving Π.Q=0, whereΠ=(π0πcπaπsfπaf), and are used to compute probabilities of normal functioning or failure states, in order to evaluate the performances or estimate the dependability of the system (i.e. its reliability, availability, maintainability or safety).4 Application on AbsUsually, vehicles contain many mechatronics systems, such as Air-Bag or Antilock Brake System (ABS).In these systems, mechanical or/and hydraulic components are controlled using the results of computations relying on information received from sensors. The reliability of such systems is extremely critical, in order to guarantee human safety. Problems may occur from mechanical, electrical or software components failures of the system.The ABS system optimizes the braking efficiency by controlling the braking torque [9].While braking, the sensors on the wheels give information in order to detect a wheel blocked or a difference between the vehicle speed and one wheel's velocity. If such a situation occurs, the actuating sub-system diminishes the pressure of the hydraulic fluid, until the wheel starts turning again or until no more velocity difference is measured. This ensures a good stability of the vehicle and diminishes the risk of slipping, especially in emergency braking or braking on icy (low adherence) surfaceIn order to evaluate the reliability for ABS system, we use the Petri Nets model for the system functionality. We simulate the m cycles for all the ABS systems. The Petri Nets model Fig.8. is composed by the different blocks including all components of the system. We consider two possible modes during the braking: without ABS or using the ABS. The switch between the two modes is realized with a low probability for the ABS mode.The switch Fig. 9. is composed by a state and two transitions. We simulated the probability of choice for a one of these transitions.。

附录A 外文文献As one kind of automobile electro-technology, Anti-lock Braking System (ABS) improves automobiles passablility, steering stability and initiative security by a long way on all types of adhesion road.Anti-lock braking systems were first developed for aircraft use in 1929, by the French automobile and aircraft pioneer, Gabriel V oisin, as threshold braking on airplanes is nearly impossible. An early system was Dunlop's Maxaret system, introduced in the 1950s and still in use on some aircraft models. These systems used a flywheel and valve attached to the hydraulic line that fed the brake cylinders. The flywheel was attached to a drum that ran at the same speed as the wheel. In normal braking the drum and flywheel would spin at the same speed. If the wheel slowed suddenly the drum would do the same, leaving the flywheel spinning at a faster rate. This caused the valve to open, allowing a small amount of brake fluid to bypass the master cylinder into a local reservoir, lowering the pressure on the cylinder and releasing the brakes. The use of the drum and flywheel meant the valve only opened when the wheel was turning. In testing, a 30% improvement in braking performance was noted, because the pilots immediately applied full brakes instead of slowly increasing pressure in order to find the skid point. An additional benefit was the elimination of burned or burst tires.Anti-lock Braking System(ABS) is an important device to improve the activesafety of vehicle.With the development of automotive today，its significance hasbeen regarding more than ever.Anti-lock braking system (ABS) is braking-system closed-loop control device which prevent wheel lock when braking and,as a result，retain the vehicle steerability and stability．The main components of ABS including：hydraulic modulator，wheel speed sensor，and ECU which used toprocessing signal and controlling actuators. Firstly，the paper introduces the history and basic function of the anti-lockbraking system and the whole structure and control principle of system also beenmentioned.According to MATLAB/Simulink,the components’models have beenestablished，which including：single wheel dynamic model,semi-car braking model,seven free-degree whole car model,actuator model．Establish the model of ABS after analyzing controlalgorithms.Moreover,Compare the SMC control effect with traditional logical control effect.The simulation result clearly shoes the better effectiveness of applied.Basedon the varied wheel acceleration on the different road surface when applied samebraking force,an algorithm for identifying road surface has been invented.Thesimulation result shows the braking distance has been shorten apparently afterapplied the road identification．Based on the vehicle-road dynamic model, the road characteristic parameter, which depends on differ- ent types of road surfaces, is introduced and a new method of road surface identification for automotive anti-lock braking system (ABS) is proposed. According to the characteristics of vehicle-road dynamic model, a simple math resolution method of the model' s factors is established. Only using the information of wheel speed, the vehicle reference velocity and the wheel slip ratio are estimated real-timely. And based on the wheel dynamic model, the road characteristic parameter is determined to identify the road surface for the determination of thresholds of ABS regulative parameters. With this new method, the road surface identification can be accurately obtained and calcu- lation time is short that it can meet the ABS real time control need, and it also improves the performance of ABS.附录B 外文文献翻译汽车防抱死制动系统(Anti-lock Braking System，简称ABS)作为一种汽车电子技术，大大地提高了汽车在各种附着系数路面的可通过性、操纵稳定性及主动安全性。

译文原文题目：Automobile anti-lock brakingsystem design译文题目：汽车防抱死系统设计学院：机电工程学院专业班级：机械工程及自动化09级（3）班学生姓名：xxxxxxx学号： xxxxxxxxxxxxAutomobile anti-lock braking system(ABS)AbstractThis article introduced briefly the automobile anti-lock braking system(Anti-lock Braking System,is called ABS)the control principle,the control technology which used in the present automobile anti-lock braking system has carried on the summaym and has carried on the forecast to its trend of development.Key word:Automobile anti-lock braking system control technology1.outlineAlong with automobile industry's rapid development and highway' unceasing construction,automobile' travel security more and more takes seriously for people.To satisfy in comprehensively the brake process the automobile to the brake request,cause the brake braking force assignment to hasten reasonably.The automobile anti-lock braking system(i.e.ABS)more and more has applied on the automobile."ABS"Chinese translates is "against deadlocks the brake system".It is one kind has the skid prevention,against to deadlock and so on merit auto safety control systems.ABS is in the convention brake system foundation advanced version technology,separable mechanical and electronic formula two kinds.On the modern automobile installs the anti-lock braking system massively,ABS both has the automobile sill to change under the stopping,guaranteed that automobile's brake yawing stability,prevented to have the side-slipping and to run,was on the present automobile is most advanced,the brake effect best arresting gear.The ordinary braking system applies the brake in the slippery road surface,or in emergency brake,because the wheel is easy the braking force to surpass the tire and the ground friction force hugs safely dies.The automobile anti-lock braking system is refers to the automobile in the brake process to be able the real-time determination wheel's glide rate,the automatic control function on wheel's braking moment,prevents the wheel to hug dies.Thus obtains the best brake potency the electronic installation.It can wheel's glide rate control in certain scope,use fully between the tire and the road surface adhesion,reduces the stopping distance effectively,obviously enhances when the car braking controllability and stability,when each kind of traffic accident which has avoided the wheel hugs dies easy to appear.Along with brake intensity's increase,the wheel rolling ingredient are getting fewer and fewer,but skids the ingredient to be getting more and more,generally expains in the brake process with glide rate S to skid ingredient how many.The glide rate is bigger,the glide ingredient are less.And:u--wheel center speed;r--does not have time the ground braking force wheel rolling radius;w--wheel's angular speed.Longitudinal and the lateral adhesion coefficient may express for the wheel slip rate is called critical point of fixity SK.Grips fast the pace according to the control theory is smaller than the SK region is called the stable brake area,wha SK later has custom-made unstable moves the area.ABS is precisely uses between the path and tire's relations,compulsory wheel slid pate control nearby critical point of ficity SK,enables the toad surface adhesion property to botain the fullest display,thus achieves the best brake effect.Figure 1 coeffient of adhesion-glide rate curveAt present uses ABS mainly by a round fast sensor,the electronic control unit,appendices and so on pressure control valve and group of lines,pipeline is composed.The ABS development is mainly studies the design optimization operation and the control procedure software,realizes the real-time presise brake adjustment technology,simultaneously raises hardware's level.2. Conrtol technology used by ABS nowThe ABS control effect is decided control technology[4]which to a great extent uses in the system.At present uses is mainly the logical threshold value control technology.To further enhance ABS the performance,but also proposed some based on the glide tate control technology,like the PID control,the glide modality change the srtucture controls,fuzzycontrol and so on.Each kind of control approaches the expectation by the different control rule the spot.2.1 PID controlsThe definition expects glide rate S0 and difference of the actual glide rate S for e=S-S0,then the PID control rule may be represented as:Therefore,the ABS controller's design sums up finally as,according to the AB S dynamic system,determined group of best arameter Kp,Ki and Kd,enable wheel's glide rate to approach hypothesis goal S0 by the quickest way.2.2 The glide modality changes the structure controlAgainst holds the dead brake by the automobile basic principle to be possible to know,its brake process's essential question is wheel's glide tate control in coefficient of adhesion peak point SK,then the glide modality changed structure basis system condition,the deviation and the derivative value then,in the different controlled area,by perfect switch' way hand-off control quantity's size and the mark,the guarantee system in the glide region very small scope,the state point locus(S,*S)along moved the festival curve to slide slippery to the control objective(SK,0).Usually takes the braking moment for controlled variable U,the cut condition is:And Mb-,Mb+ represent the braking moment which decided by the governing system to reduce,to increase two different conditions separately.For the cut function,e=S-Sk is the actual glide rate telative target point devivation. 2.3 Fuzzy controlRegarding take the glide tare as controlled member's anti-lock braking system,its input value takes the expecatation glide rate and wheel actual glide tate deviation E as well as deviation's rate of change EC,the output for the brake line flowing tubing head es the belt modification factor the fuzzy controller,uses the control list summary which the fuzzy reasoning algorithm forms is an analysis formula:And Alpha is the modification factor,Alpha the value size has reflected directly tothe deviation and the debiation rate of change weighting degree.Through the adjustment modification factor Alpha,may change the control rule.When Alpha is big,indicated that is big to deviation's weighting,the step response is quick,the control energy mainly uses in reducing the deviation,but easy to present the over modulation;When Alpja is small,the control goal reduces the over modulation,but the response process is ually uses the belt two Alpha values the modification factor exptessions to be able to request on the satisfiability,namely:u =α X E + (1-α )ECAnd,modification factor α1,α2in (0,1).2.4 Logical threshold value controlThis method establishes some control limit advance to certain controlled variable(threshold)the value,when applies the brake,according to the computation real-time parameter value and the corresponding threshold value's size relations,determines wheel's state of motion,thus the control adjustment brake pressure,gains enough big brake intensity and the good yawing stability.Often includes as the ABS controlled variable:Wheel skidding rate S,the wheel rotates the angle adds(reduces)the speed Omega and the rate of change.ω and so on three kind of descrimtion wheel movement situation or danamics condition parameter.Because only uses a controlled variable difficulty with to guarantee that ABS has the good performance under each kind of travel condition,therefore,the logical threshold value control method rotates at present the wheel the angle adds(reduce)the speed to take the primary control parameter,but takes wheel' s glide tate S the secondary control parameter.And the glide rate is from each wheel fast signal after certain logic determined automobile's velocity,calculates the reference glide rate,has the difference with the actual glide rate.2.5 Double parameter controlDouble parameter control's ABS,by the vehicle speed sensor(velocity radar),a round fast sensor,the control device(computer)and the implementing agency is composed. Its principle of work is the vehicle speed sensor and a round fast sensor,separately singal input the vehicle speed and round fast the computer,calculates the actual slipping rate based on the computer,and 15% one 20% ?????dose with the ideal slipping tate compares,fluctuates brake's braking force again through the solenoid valve.This kind tows the fast sensor commonly used Doppler velocity radar.When the automobile goes the Doppler radar antenna by certain frequency to the earth launching electromagnetic wave,simultaneously receives the electromagnetic wave which unceasingly reflects,surveys the automobile radar lanch and the receive differential value,then may calculate the automobile vehicle speed accurately.But turns the fast sensor to install in the transmission gearbox outer covering,acuates by the transmission gearbox output shaft,it is a pulse electrical machinery,procuces frequency and round intensive direct proportion.The impiementing agency and so on is composed of the solenoid valve and the relay.Solenoid valve adjustment braking forve,with the aim of maintaining the idealslipping rate.This kind of ABS may guarantee that the slipping rate ideal control,against holds the braking quality to be good,but because increased a velocity radar,there the structure is complex,the cost is also high.2.6 Single parameter controlIt take controls wheel's angle tetarded velocity as the object,controls wheel's braking force,realizes against holds the dead brake,its structure mainly by a round fast sensor,the controller(computer)and the solenoid valve is composed.For accurate meter wheel fast,the sensing and between the wheel tooth ring should leave leeway the 1mm gap.In order to avoid the water,the putty,the dust to the sensor influence,before the installment,should the sensor replenishment butter.The solenoid valve uses in wheel brake's pressure control.Regarding four channel braking system,a vehicle rim has a solenoid valve;Three channel braking system,each front wheel has one,two two trailing wheels use in common one.The solenoid valve has three hydraulic pressure holes,separately applies the brake with the brake master cylinder and the wheel to divide the cylinder to be connected the brake with the brake master cylinder and the wheel to divide the cylinder to be connected,and can realize pressure lifting,pressure maintenance,the pressure drop accent to press the function.The principle of work is as follows:1)Pressure-rise when the solenoid valve does not work,the brake master cylinder connection and applies the brake to divide the cylinder connection respectively to go nonstop.Because the main spring intensity is big,makes charging valve openning,the brake pressure to increase.2)pressure maintenance,when wheel's brake divides in cylinder's pressure grows to certain value,charging valve cut-off closure.The support maintains at the compound state,three panels seal,maintain the brake pressures mutually.3)voltage dropping,when the solenoid valve works,the support overcomes two spring's tension,opens the discharge meat to cause to apply the brake to divide cylinder presure drop.Once the pressure reduces,the solenoid valve transformes to the pressure maintenance condition,or pressure-rise ready condition.The control device ECU primary mission is the signal which passes on various wheel's sensor carries on the computation,the analysis,the enlargement and the distintion,outputs again from thc output stagc thc command signal thc solcnoid valvc,carrics out thc brac pressure adjustment task.The electronic control,by four major part is composed,input level A,conteoller B,output stage C,constant voltage and protective device D.Electronic controller by 4101tz frequency actuation solenoid valves,this is the polot is unable to achieve.This kind of single parameter control mode ABS,because the structure is simple,the cost is low,thereforce the present use is broad. Mostly has provided this kind of single parameter control mode ABS in the American Chrysler custom car.Tt is loaded with a round fast sensor on passenger vehicle's four wheels.The installment has 45 teeth or 100 tooth's tooth rings on the axle tree,turns a fast sensor's sending attite to go against in the tooth ring.When the wheel totates,causes the sensor to produce the voltage siglae unceasingly,and input the computer,the ideal speed compares with RoM,figures out wheel's speed-up or the deceleration,issuespressure-rise or the release of pressure instruction to the solenoid valve,controls applies the brake to divide the cylinder braking force.3.The problems by used the ABS system(1)replaces the brake or the replacement hydraulic pressure braking system part,should arrange only in brake line' air,in order to avoid influence braking system's normal work.(2)is loaded with the ABS automobile,every year should replace a brake fluid.Otherwise,the brake fluid water absorbability is very strong,after the watery,not only will reduce the boiling point will have the corrosion, will also create the brake potency decline.3)inspects the ABS anti-lock braking system to cramp out the power source frrst.4.Trend of developmentUses the logical threshold value control algorithm may avoid a series of numerous and diverse theoretical analysis and to some element of certainty quota measurement. Simplified controller's design because moreover on1y need determine wheel's angular speed is advantageous realizes therefore the load cost is low. This algor hm already drew close maturely for current automobile ABS system universal usebut it by no means best control algorithm. Because under the different state of roads each kind of threshold value and guarantees presses the time is the empirical value which obtains after the repeated test does not have the very explicit theory basistherefore the ABS development's cycle is longand the control quality guaranteed with difficulty.Easy to realize the stepless control based on the glide rate control algorithmand has the very explicit theory to instructbut present restricts the cost question which its development the bottleneck is mainly realizes believed according to ours research om now on ABS control algorithm development direction in the following several aspects.(1) aims at current widely uses the logical threshold value control algorithm which exists the research can track the road surface characteristic changecauses the ABS each performanceindex to be at the optimum condition throughout the control algorithm. And the predictive control technology is worth taking seriously. Because when the brake process iction characteristic between the tire and the road surface causes the anti-lock braking system has the very obvious misalignmentthe denaturation and the uncertainty. Therefore difficulty with establishes its precise mathematical modelbut the predictive control has the basic characteristic which the forecast model the undle optimize and feed back adjust may act according to some optimized target design control systemdetermined that a control quantity the time seriesafter causing in period of time to move the quantity and the process will soften between the expectation path's eηor to be smallest in the future. What because this algorithm uses is the online trundle optimizes unceasingly and unceasingly carries on the feedback in the optimal process through the actual system output and the forecast model output's eηor to adjust can therefore overcome to a certain extent as a result of the forecast model eηor and certainuncertainty disturbance and so on influence enables system's robustness to obtain the enhancement.)1s smaller along with the volume the price is cheaper the reliable higher vehicle speedsensor's appearance in the ABS system will increase the vehicle speed sensor to become possible the defmite wheel slip rate will become is accurate and is fast. And the non-contact type's vehicle speed sensor (for example electro-optical type Doppler and so on) the present willmost have the possibility to apply in the automobile ABS system. This time may take seriously based on the glide rate control algorithm. And the fuzzy control will not rely on the object by the mathematical model is advantageous uses person's experience knowledge robustness is good simple practical and so on characteristics but widely will be used.)Changes the multi-objectives by the sole ABS control objective integrated control [10]appeared not only the force of action control system (TCS) can prevent the wheel in the brake process to occur hugs dies moreover can in the actuation process (be specially in processes and so on state acceleration curve) prevents the driving gear to have the slipping causes automobile's in actuation process yawing stability to change the operation ability and the pick-up and so on also has the enhancement.1n the future automobile electronic control system toward om multi-electronic control unit (ECU) the scatlered independent con 01 to the sole ECU complete bikes control realizes data sharing and the integrated control direction by thenetwork way develops; Or develops to the dynamic hierarchical control direction namely each dispersion con 01 system's ECU is not on1y the respective independence constructs own d lamic compensator moreover must establish a high-level d lamic synchronizer to helpunified again to determine each ECU the control policy strengthens each ECU the control when the solution dispersion control system existence unstable mold cannot use dynamic dispersion control calm question [1]enables the complete bikes overall performance to obtain the guarantee.5 SummaryThe automobi1e anti-lock braking system S) can enhance the automobile in the low coefficient of adhesion or changes under the coefficient of adhesion road surface condition the braking quality At present the ABS control technology mainly uses the logical threshold value control method but along with vehicle speed sensor technology develop ment based on wheel slip rate each kind of control algorithm by widespread value and use. Moreover. 1n the future the automobile electronic control technology and the equipment will realize the resource sharing andthe integrated control by the network way and toward the multi-objective integrated controls enhances the system performance cost ratio the direction to develop.汽车防抱死制动系统（ABS）摘要本文简要介绍了汽车防抱死制动系统（Anti-lock Braking System，简称ABS）的控制原理，对目前汽车防抱死制动系统采用的控制技术进行了综述，并对其发展趋势进行了预测。

中英文资料对照外文翻译文献综述汽车防抱死制动系统(ABS)摘要:本文简要介绍了汽车防抱死制动系统（Ant-lock Braking System，简称ABS)的控制原理，对目前汽车防抱死制动系统所采用的控制技术进行了综述，并对其发展趋势了进行了预测。

关键词:防抱死制动系统；滑移率；控制技术。

1.前言随着汽车工业的迅猛发展和高速公路的不断修建，汽车的行驶安全性越来越为人们重视。

为了全面满足制动过程中汽车对制动的要求，使制动器制动力分配更趋合理。

汽车防抱死制动.系统(简称ABS)已越来越多地应用在汽车上。

“ABS”也叫“防抱死制动系统”.它是一种具有防滑、防锁死等优点的汽车安全控制系统。

ABS是常规刹车装置基础上的改进型技术，可分机械式和电子式两种。

现代汽车上大量安装防抱死制动系统，ABS既有普通制动系统的制动功能，又能防止车轮锁死，使汽车在制动状态下仍能转向，保证汽车的制动方向稳定性，防止产生侧滑和跑偏，是目前汽车上最先进、制动效果最佳的制动装置。

普通制动系统在湿滑路面上制动，或在紧急制动的时候，车轮容易因制动力超过轮胎与地面的摩擦力而安全抱死。

汽车防抱死制动系统是指汽车在制动过程中能实时判定车轮的滑动率，自动调节作用在车轮上的制动力矩，防止车轮抱死。

从而获得最佳制动效能的电子装置。

它能把车轮的滑动率控制在一定的范围之内，充分地利用轮胎与路面之间的附着力，有效地缩短制动距离，显著地提高车辆制动时的可操纵性和稳定性，从而避免了车轮抱死时易出现的各种交通事故。

随着制动强度的增加，车轮滚动成分越来越少，而滑动成分越来越多，一般用滑动率s来说明制动过程中滑动成分的多少。

滑动率越大，滑动成分越少。

其中:u—车轮中心的速度;r—没有地面制动力时的车轮滚动半径;一车轮的角速度。

纵向和侧向附着系数可表达为车轮滑动率的函数(如图1)的滑动率称为临界稳定点SK。

根据控制理论把滑动率小于SK。

最人纵向附着系数所对应的区域称为稳定制动区，SK以后的为非稳定制动区。

中文：汽车制动防抱死系统(Anti-lock Braking System,简称ABS)是在传统制动系统的基础上采用电子控制技术,以实现制动力的自动调节,可防止制动时车轮抱死,以期获得最有效的制动效率并提高制动安全性的一种机电液一体化装置。

帕萨特B5轿车采用MKZO 一型ABS ，该系统主要由电磁式轮速传感器、电子控制单元和液压调节器组成。

液压ABS系统主要包括如下三部分:轮速传感器、电子控制单元和液压控制单元。

其中液压控制单元是ABS的执行机构,其动态响应特性对ABS的性能起着非常重要的作用,是决定汽车制动防抱死系统性能的重要原因。

本文通过建立一种能够满足ABS液压控制单元零部件性能试验要求,同时也可用于液压控制单元整体性能试验的试验测试系统,对ABS液压控制单元、电磁阀进行了大量的性能试验研究。

论文针对ABS液压控制单元零部件性能试验要求,研究确定了系统试验方案,通过从硬件和软件两方面进行详细的分析和研究设计。

建立了ABS液压控制单元性能试验测试系统,系统设计充分体现了机电液一体化的配置特点,人机界面友好,自动化程度高。

通过ABS液压控制单元的性能试验结果表明,该试验台能较好地完成汽车ABS液压控制单元电磁阀性能试验和整体性能试验要求,对于提高ABS液压控制单元产品质量检测的准确性和工作效率具有重大的工程实际应用价值。

汽车ABS可以在汽车制动过程中自动控制和调节车轮制动力，防止制动过程中汽车车轮“抱死”，保持最大的车轮附着系数，从而得到最佳制动效果，即最短的制动距离、最小的侧向滑移及最好的制动转向性能，因此ABS是一种有效的车辆安全装置。

本文以某款轿车为研究对象，对汽车ABS展开研究。

主要介绍了车轮防抱死系统的定义、发展历史及结构组成，并对ABS的工作原理进行分析，还介绍了ABS系统的电子控制部分的组成和原理，轮速传感器，液压控制装置的组成和原理，以及对ABS的门限值控制方法进行分析。

在当代，安装ABS的车辆已经相当普遍，经济型车也安装有ABS并且随着对汽车安全性能的要求越来越高，一些更为先进的、保护范围更加广泛的安全装置相继问世了。