WABCO传动系统(1)

WABCO 防抱死系统D系列和E系列说明SAE J 1939 信息传输适用范围ABS E-BASIC、仿真框架和E-UNIVERSAL。

不适用于等于或高于:E004 适用范围ABS E-HPB 程序。

不适用于等于或高于:x适用范围ABS D-CAB程序。

不适用于等于或高于:D180适用范围ABS D-BASIC程序。

不适用于等于或高于:B404目录1.信息传输和接收概况1.1ABS/ABS信息传输1.2重要的信息接收1.3系统相关信息概述2.信息传输2.1 EBC1电子制动控制器（#1）2.2 HBS液压刹车系统2.3 车轮速度信息2.4 TSC1_E 转矩/速度控制发动机防抱死系统2.5 TSC1_ER 转矩/速度控制发动机减速器的防抱死系统2.6 TSC1_DR 转矩/速度控制传动轴减速器的防抱死系统2.7 TSC1_EXR 转矩/速度控制排气缓冲器的防抱死系统2.8 速度控制系统/车辆速度VSC12.9 刹车系统2.10 车胎/CTI车胎状况2.11 VDC12.12 DM12.13DM22.14 DM42.15 确认3 信息接收3.1 发动机电子控制器#1, EEC13.2 减速器信息传递3.3 电子制动控制器#1, EBC13.4 发动机电子控制器# 2,EEC23.5电子传输控制器# 1、ETC13.6 电子传输控制器# 1、ETC23.7 速度控制系统/车辆速度,VSC13.8 发动机布置3.9 电子传输控制器,# 7,ETC73.10 汽车电源,VEP3.11外部制动请求,XBR3.12 请求PNG3.13 接收超时故障检测消息4 CAN 错误-误差1.信息传输和接收概况1.1ABS/ABS信息传输接收信息，帮助分别实现预定的功能1.3系统相关信息概述2信息传输2.1 EBC1电子制动控制器（#1）参数组：EBC1制动控制信息发射机：电子制动控制器(ABS)传输速度: 100 ms数据长度: 8个字节标识符: 18 F0 01 0B。

离合器助力缸970 051 0使用说明书威伯科汽车控制系统（中国）有限公司用途离合器助力缸是液控气助力元件，目的是减轻离合器踏板力，实现平顺、准确的离合器操纵。

设计离合器助力缸由三部分组成：－液压从动缸－控制阀体－气动活塞可能的变型：－2位3通控制阀，用于变速箱控制－可选压力连接－磨损指示器工作原理当施加力在离合器踏板上要分离离合器时，1-4口建立油压使控制阀a左移并打开控制阀b，此时c腔与B腔通过通道d连通，压缩空气进入B腔推动推杆f右移，使离合器分离。

当离合器踏板运动到某一位置并保持不动时，控制阀b关闭，封闭c腔切断了气助力；在油压的作用下，控制阀a关闭，封闭B腔。

此时推杆f随踏板保持不动。

若继续踩离合器踏板，则控制阀a左移重新打开控制阀b，1口压缩空气继续进入B腔，在油压与气压的共同作用下推杆f继续右移，使离合器继续分离。

若松开离合器踏板，则1-4口油压降为零；1口进气关闭控制阀b，切断气助力；控制阀a打开，B腔与排气口3连通，推杆f左移，使离合器结合。

在气压助力作用下，驾驶员只要用很小的力就可使离合器分离，在气助力失效的情况下，也可以实现只通过液压作用使离合器分离，但此时驾驶员需要施加较大的踏板力。

系统安装示意图2位3通控制阀2位3通控制阀（如果带）的开、闭由离合器助力缸的气活塞直接控制，即由离合器助力缸推杆的分离行程直接控制。

当离合器分泵达到设定的分离行程时，2位3通控制阀开启，接通变速箱换档助力气路，变速箱可实现换档。

其功能是保证在使用变速箱助力换档之前离合器处于完全分离的位置。

离合器助力缸初次安装的过程也是2位3通控制阀初始化的过程，应严格按照产品图纸上标识的安装要求执行。

机械式磨损指示器磨损指示器（如果带）位于离合器助力缸的上方或侧面,它是将离合器片的磨损量转变成可视的测量值。

当初次安装离合器助力缸及更换离合器摩擦片后，都需要进行初始化。

初始化过程如下图示：磨损指示器使用注意事项：1) 如果要喷漆或其他表面喷涂，只有指示棒垫圈以外的部分可以。

Systems And Components In Commercial Vehicles Edition 1998© Copyright WABCO 1998WABCOFahrzeugbremsenA Division ofWABCO Standard GmbHThe right of amendment is reservedTable of ContentsPage Operation of Air Braking Systems (4)1. MotorVehiclesBraking System (6)Components of the Motor Vehicle’s Braking System (7)2. TrailersBraking System (62)Equipment For Trailer Braking Systems (64)3.Anti-Lock Braking System (ABS) (79)4.Sustained-Action Braking Systems On Motor Vehicles (89)5. EBS - Elektronisch geregeltes Bremssystem (93)6.Air Suspension Systems and ECAS(Electronically Controlled Air Suspension) (105)7.Clutch Servo (117)8.Air Braking Systems InAgricultural Vehicles (121)9.ETS-Elektronic Door Control SystemFor Motor Coaches (131)10.Installation Of Pipes And Screw Unions (139)11.Index (151)Operation of Air Braking Systems1. Compressed Air Supply The compressed air supplied by the com-pressor (1) flows to the air dryer (3) via the unloader (2) which automatically con-trols the pressure within the system with-in a range of between 7.2 and 8.1 bar, for instance. In the air dryer, the water va-pour in the air is extracted and expelled through the air dryer’s vent. The dried air then flows to the quadruple-circuit pro-tection valve (4) which, if one or several circuits are defective, secures the intact circuits against any loss in pressure. Within the service braking circuits I and II, the air supply from the reservoirs (6 and 7) flows to the brake valve (15). In Circuit III the air supply from the reservoir (5) flows through the 2/2-way valve which is integrated in the trailer control valve (17) to the automatic hose coupling (11) and on to the check valve (13), the hand brake valve (16) and the relay valve (20) into the spring-loaded portion of the Tris-top spring brake actuators (19). Circuit IV supplies air to any ancillary consumers, in this case an exhaust brake.The trailer’s braking system receives compressed air through the hose cou-pling (11) with its supply hose connected. This air then passes the line filter (25)and the relay emergency valve (27) be-fore reaching the reservoir (28) and alsoflows to the supply ports of the ABS relayvalves (38).2. Operation:2.1 Service Braking SystemWhen the brake valve (15) is actuated,compressed air flows via the ABS sole-noid control valve (39) into the brakechambers (14) of the front axle and to theload-sensing valve (18). This valve re-verses and the air flows via the ABS so-lenoid control valve (40) into the servicebrake portion (brake chambers) of theTristop spring brake actuators (19). Thepressure in the brake cylinders generat-ing the force required for the wheel brakedepends on the amount of force appliedto the brake valve, and on the load car-ried on the vehicle. This brake pressureis controlled by the load-sensing valve(18) which is connected to the rear axleby means of a linkage. Any change in thedistance between the vehicle’s chassisand its axle caused by loading or unload-ing the vehicle causes the brake pres-sure to be continuously adjusted. At thesame time, via a pilot line, the load-emptyvalve integrated in the brake valve is af-fected by the load-sensing valve. Thusthe brake pressure on the front axle isalso adjusted to the load carried on thevehicle (mostly on lorries).The trailer control valve (17) actuated bythe two service braking circuits pressuriz-es the pilot connection of the relay emer-gency valve (27) after passing the hosecoupling (12) and the connecting “con-trol“ hose. The air supply from the air res-ervoir (28) is thus allowed to passthrough the relay-emergency valve, thetrailer release valve (32), the adaptervalve (33) and on to the load-sensingvalve (34) and the ABS relay valve (37).The relay valve (37) is actuated by theload-sensing valve (34) and the com-pressed air flows to the brake chambers(29) on the front axle. The ABS relayvalves (38) are actuated by the load-sensing valve (35), and the compressedair is allowed to pass to the brake cham-bers (30 and 31). The service pressureon the trailer, which is similar to the out-put pressure from the towing vehicle, isautomatically adjusted by the load-sens-ing valves (34 and 35) for the load carriedon the trailer. In order to prevent overb-raking of the wheel brake on the frontaxle in the partial-braking range, theservice pressure is reduced by the adapt-er valve (33). The ABS relay valves (onthe trailer) and the ABS solenoid control valves (on the towing vehicle) are used to control (pressure increase, pressure hold, pressure release) the brake cylin-ders. If these valves are activated by the ABS ECU (36 or 41), this control process is achieved regardless of the pressure al-lowed to pass by the brake valve or the relay emergency valve.When they are not needed (solenoids are dead), the valves operate as relay valves and achieve a faster increase or de-crease of the pressure for the brake cyl-inders.2.2Parking Braking System When the hand brake valve (16) is actu-ated and locked, the spring-loaded por-tions of the Tristop spring brake actua-tors (19) are exhausted fully. The force needed for the wheel brake is now pro-vided by the heavily preloaded springs of the Tristop spring brake actuators. At the same time, the pressure in the line lead-ing from the hand brake valve (16) to the trailer control valve (17) is reduced. Brak-ing of the trailer commences by the pres-sure increasing in the connecting ‘supply’hose. Since the guideline of the Council of the European Communities (RREG) that a tractor-trailer combination must be held by the motor vehicle alone, the pres-sure in the trailer’s braking system can bereleased by moving the hand brake leverinto its ‘control’ position. This permits theparking braking system to be examinedas to whether it fulfills the provisions ofthe RREG.2.3 Auxiliary Braking SystemDue to sensitive graduation of the handbrake valve (16) the lorry can be brakedby means of the spring-loaded portionseven if the service braking systems I andII have failed. The brake force for thewheel brake is produced by the force ofthe preloaded springs of the Tristopspring brake actuators (19) as describedunder ‘Parking Braking System’ althoughthe spring-loaded portions are not ex-hausted fully but only to the extent re-quired for the braking performance.3. Automatic Braking of theTrailerIn the event of the connecting ‘supply’line breaking, the pressure will drop rap-idly and the relay emergency valve (27)will cause full application of the trailer’sbrakes. In the event of the connecting‘control’ line breaking, the 2/2-way valveintegrated in the trailer control valve (17)will, when the service braking system isactuated, throttle the passage of the sup-ply line leading to the hose coupling (11)to such an extent that the rupture of thesupply line causes a rapid drop in pres-sure in the supply line and the relayemergency valve (27) causes the trailerto be braked automatically within the le-gally stipulated time of no more than 2seconds. The check valve (13) securesthe parking braking system against anyinadvertent actuation if the pressuredrops in the supply line leading to thetrailer.4. ABS ComponentsThe motor vehicle usually has three tell-tale lamps (ASR having one additionallamp) fitted for indicating functions andfor continuously monitoring the system. Italso has a relay, an information moduleand an ABS socket (24).After actuating the driving switch, the yel-low telltale lamp will come on if the trailerhas no ABS or if the connection has notbeen established. The red lamp will go offwhen the vehicle exceeds a speed of ap-prox. 7 k.p.h. and the safety circuit of theABS electronics has not detected an er-ror.Air braking system with ABS/ASR (4S/4M)Legend:Pos.1Compressor2Air dryer with combined unloader3Four circuit protection valve 4Air reservoir 5Clamps6Test coupling 7Drain valve 8Check valve9Brake valve with integralauto load proportioning valve 10Hand control valve with trailer control 11Relay valve 12Piston cylinder 13Brake chamber14ASR-Control cylinder153/2 Solenoid valve 16Tristop-Brake actuator 17Quick release valve 18Load sensing valve 19Knuckle joint20Trailer control valve 21Hose coupling, supply 22Hose coupling, control 23Two-Way valve 24ABS Warning lamp 25ABS Info lamp 26ABS-socket27Sensor extension cable 28Solenoid cable 29Socket30Sensor braket31Sensor with cable 32Pole wheel33ABS-Solenoid valve 34Electronic control unit 35Info module 36Pressure switch 37Proportional valve383/2 Directional control valve12381234,5714379171333282729,3031,3224253435181915626112316212220108361.Components Of The Motor Vehicle’s Braking SystemAir Intake Filters1.Moist Air FilterPurpose:To prevent impurities from the air getting into the compressor (by using suction fil-ters) or into the vents of compressed air equipment (by using vent filters); they also serve to muffle the noise caused by the intake of air or by blowing it off.Operation:Moist air filters (for normal operating con-ditions). The air is taken in through an opening in the cap, flows through the fil-ter medium where it is cleaned and then flows on to the air intake of the compres-sor.Oil Bath Air CleanerOperation:Oil bath air cleaner (for air containing a large mount of dust)The air is taken in through the sieve plate below the cap and the central pipe, and then passed across the surface of the oil where any dust particles can settle. From the surface of the oil, the air is pushed upward, flows through a filter package which retains any impurities which may still be contained in the air and any oil particles carried over before reaching the air intake of the compressor.Moist Air Filter432 600 . . . 0 to 432 607 . . . 0Oil Bath Air Cleaner432 693 . . . 0 to 432 699 . . . 0Purpose:Production of compressed air for road vehicles and static systems. Operation:The pulley on the end of the crankshaft is rotated by a vee-belt driven off the vehi-cle’s engine. This rotation causes the connecting rods to to move the pistons. As the piston travels downwards clean air from either the engine air cleaner or the moist air filter (or alternatively an oil bath air cleaner) is drawn in trough the inlet valve. As the piston moves up-wards, the inlet valve closes, and air is pumped through the delivery valve into the the reservoir.The type of lubrication depends on the construction of the compressor, and can be splash or pressure fed.Single Cylinder Air Compressor 411 1 . . . . . 0 and 911 . . .. . . 0Twin CylinderAir Compressor 411 5 . . . . . 0 and 911 5 . . . . . 0Air Cleaner1.Purpose:To clean the air delivered by the com-pressor and to precipitate the humidity it contains.Operation:The air entering at port 1 flows through annular gap A into Chamber B. As it passes through the gap A, the air cools and some of the water vapour it contains will condensate. The air then flows through the filter (a) to Port 2.At the same time, the pressure in Cham-ber B opens the inlet (3) of the valve body (d) and the condensate runs through the filter (f) into Chamber C. As the pressure in Chamber B falls, the inlet(3) closes and the outlet (b) opens. The condensate is now blown outside by the pressure in Chamber C. When the pres-sures in Chambers B and C are bal-anced, outlet (b) closes.Pin (C) can be used to check whether the automatic drain valve is working proper-ly.Air Cleaner 432 511 . . . 0Air Dryer432 410 . . . 0 and432 420 . . . 0Purpose:Drying of the compressed air supplied by the compressor by extracting the mois-ture present in the air. This is effected by a progress of cold regenerated adsorp-tion drying where the air compressed by the compressor is led through granulates (adsorbens) capable of adsorbing the moisture contained in the air. Operation:Variant 1 (Control Via Separate Un-loader Valve 432 420 ... 0)In the feed phase, the compressed air supplied by the compressor flows via Port 1 into Chamber A. Here the conden-sate caused by the reduction in tempera-ture will collect, reaching Outlet (e) via Duct C.Via Fine Filter (g) integrated in the car-tridge, and via Annulus (h), the air will reach the upper side of Desiccant Car-trige (b), being cooled in the process, and further condensate will precipitate. Moisture is extracted from the air as it passes through Granulate (a) this mois-ture is absorbed by the surface and the fine ducts [diameter: 4 x 106 m = 4Å(Angström)] of the extremely porousgranulate.Since the oil molecules are more than 4Åin size they cannot enter the fine ducts ofthe granulates. This makes the granulaterobust. The steam portion of the oil is notadsorbed. The dried air reaches the airreservoirs via Check Valve (c) and Port21. At the same time, the dried air alsoreaches the re-generation reservoir viathrottling port and Port 22.When cut-out pressure in the system isreached, Chamber B is pressurized fromthe unloader valve via Port 4. Piston (d)moves downwards, opening Outlet (e).The air, the condensate plus any impuri-ties and oil carbon from Chamber A willbe emitted via Duct C and Outlet (e).When cut-in pressure at the unloadervalve is reached, Chamber B is ventedonce again. Outlet (e) closes and the dry-ing process will commence as describedabove.Any malfunction due to icing in extremeconditions in the area of Piston (d) canbe prevented by fitting a Heating Car-tridge (f) which will switch on at tempera-tures below 6°C and switch off againwhen the temperature reaches approx.30°C.Variant 2 (Control Via Integral Unload-er Valve 432 410 ... 0)The process of drying the air is as de-scribed under Variant 1 In this version,however, the cut-out pressure will reachChamber D via Bore (l), acting on Dia-phragm (m). After overcoming the springresistance, Inlet (n) will open, and Piston(d), now pressurized, will open Outlet (e).The air supplied by the compressor willnow be emitted via Chamber A, Duct Cand Vent 3. Piston (d) also acts as apressure relief valve. In the event of anyexcess pressure, Piston (d) will auto-matically open Outlet (e). If, due to airconsumption, the supply pressure in thesystem falls to a value below cut-in pres-sure, Inlet (n) will close and the pressurefrom Chamber B will be reduced via theunloader valve's vent. Outlet (e) willclose and the drying process will com-mence once again.432 420 432 410Air Dryer 1.Air Dryer With Return-Flow Limiting Valve432 413 . . . 0 and432 415 . . . 0The single-chamber air dryers from this series have an integrated return-flow lim-iting valve which permits the required amount of air to be taken from the main reservoir provided the multiple-circuit protection valve permits a return flow. Thus no separate regenerating reservoir is required.Operation:Variant 1 (Control Via Separate Un-loader Valve432 413 ... 0)In the delivery phase the compressed air supplied by the compressor flows through Port 1, opens the check valve (i) and flows into Chamber A. Due to the drop in temperature, condensation water collects there which reaches the outlet (e) through Duct C.The air is dried as described under 432 420. At the same time, dried air also flows into Chamber E, pressurizing dia-phragm (o). This arches towards the right, releasing the passage between Chambers E and G via Throttling Port (s). The air supply also reaches Chamber H via Filter (l), pressurizing Valve (q). Once the force of the pressure spring, preset by means of Screw (r), has been over-come, Valve (q) is lifted. The air supplywill now reach Chamber F, acting on theother side of the diaphragm (o) with aslightly lower pressure in keeping withthe retention of Valve (q).When the cut-off pressure within the sys-tem has been reached, Chamber B ispressurized by the unloader via Port 4.The piston (d) moves downwards andopens the outlet (e). The check valve (i)closes the passage to Port 1 and the airfrom Chamber A flows through Duct Cand is emitted to atmosphere at the outlet(e).Due to the drop in pressure in ChamberG, the check valve (c) closes. The air tobe regenerated is now taken from the airreservoirs, which is why a multiple-circuitprotection valve must permit its returnflow. The air supply at Port 21 flowsthrough Chamber E, the throttling port (s)where it expands, on into Chamber Gand thus to the underside of the granu-late cartridge (b).As it passes through the granulate car-tridge (b) in an upward direction, the hu-midity on the surface of the granulate (a)is taken up by the air and emitted to at-mosphere at Vent 3 after passing Duct Cand the opened outlet (e). The return flowis completed when the pressure on theleft of the diaphragm (q) has been re-duced to a point where it reaches its clos-ing position.When the cut-in pressure at the unloaderis reached, the pressure in Chamber B isreduced once again. The outlet (e) clos-es and the drying process starts again asdescribed above. Outlet 31 also has asafety valve for the pressure side.Variant 2 (Control Via Integral Unload-er Valve 432 415 ... 0)In this variant, the cut-off pressure reach-es Chamber J via the connecting holeinto Chamber J and acts on the dia-phragm (m). After the spring force hasbeen overcome, the inlet (n) opens andthe piston (d) which is now pressurizedopens the outlet (e).The air delivered by the compressor nowflows through Chamber A, Duct C and isemitted to atmosphere at Vent 3. The pis-ton (d) at the same time acts as a popvalve. When the pressure is excessive,the piston (d) automatically opens theoutlet (e).If air consumption causes the supplypressure within the system to fall belowthe cut-in pressure, the inlet (n) closesand the pressure from Chamber B is re-duced through the vent of the unloadervalve. The outlet (e) closes and the dry-ing process begins again.432 413 432 415Twin Chamber Air Dryer 432 431 . . . 0 and432 432 . . . 0Operation:a) Control without Integral Un-loader ValveThe compressed air supplied by the compressor flows to Bore E via Port 1. Due to a reduction in temperature, con-densate may form at Bore E, reaching Idling Control Valve (m) via Bore L. From Bore E, the compressed air will pass Valve (k), enter Chamber B, and reach the upper side of Desiccant Cartridge (c) via Fine Filter (e) integrated into the car-tridge, and via Annulus A.Through Sieve Plate (a), the pre-cleaned compressed air will pass downwards through Granulate (b) sewn into a filter bag in Cartridge (c), reaching Bore G via Sieve Plate (d) and Check Valve (f).As the air passes through Granulate (b), the inherent moisture is retained by the extremely porous granulate. From Bore G, the compressed air reaches the air reservoirs through Check Valve (g) and via Port 2.Through the throttling port of Valves (fand p) designed according to the sweptvolume of the compressor used, part ofthe dried compressed air from Bore Gwill reach the underside of Cartridge (s),passing Granulate (r) in an upward direc-tion (backflush). In this process, themoisture adhering to the fine ducts of theextremely porous Granulate (r) is takenup by the dried air and reaches Vent 3via Annulus K, Chamber H and past theopen rear side of Valve (o).The additional Charging Valve (h) en-sures that Control Valves (k and o) donot switch over when the system is filledinitially. Valve (h) will not open until asupply pressure of > 5 bar has beenreached at Port 2, permitting com-pressed air to reach Chamber C. If thetimeswitch element integrated in the so-lenoid valve then opens the current sup-ply to Trip Coil (j), Armature (i) will be at-tracted. Compressed air from ChamberC will now flow into ChamberD and, viaBore F, into Chamber M, moving the con-trol valves against the spring force intotheir end positions on the left.The passage from Bore E to Chamber Bis closed. The compressed air present inChamber B will now be emitted at Port 3after passing by the open rear side ofControl Valve (k) and going through BoreN. Check Valve (g) will close and thepressure in the system continues to beensured. As a consequence of the pres-sure reduction in Chamber B, CheckValve (f) will also close.The compressed air supplied by thecompressor will now flow from Bore Ethrough Chamber H, Annulus K andthrough Granulate (r) of Cartridge (s).The drying process of the compressedair is as described before. After Valve (p)and Check Valve (g) have opened, thedried air reaches the reservoirs via Port2. Through the throttling port of Valve (f),dried air reaches the underside of Gran-ulate (b), causing a back-flushing proc-ess to take place here, too.After approx. 1 minute, the time-switchelement will break the current supply tothe trip coil. Armature (i) will close thepassage from Chanber C, opening thevent, thus reducing the pressure inChambers D and M. Through the springforce and the pressure in Bore G, thecontrol valves are returned to their endpositions on the right. Control Valve (o)will close the passage to Chamber H,and Control Valve (k) will open the pas-432 431Air Dryer 1.sage to Chamber B. The compressed air supplied by the compressor is now again fed into Granulate (b), and the drying process will commence as described be-fore, with alternating cartridges continu-ing to be used at one-minute intervals. When the unloader valve switches to idling once the input cut-out pressure has been reached, pressure is being fed in at Port 4, pressurizing, and moving down-wards, Piston (m), opening the idling control valve. Any condensate and impu-rities will be emitted together with the air supplied in the idling phase via Vent 3. When the unloader valve switches to load, Port 4 is vented and the idling con-trol valve closes the passage to Vent 3. Any malfunction due to icing in extreme conditions in the area of Piston (m) can be prevented by fitting a Heating Car-tridge (l) which will switch on at tempera-tures below 6°C and switch off again when the temperature reaches approx. 30°C.b) Control Via Integral UnloaderValveThe air is dried as described under a). The pressure building up at Port 2 when the system is being filled is also present in Chamber P, pressurizing the under-side of Diaphragm (t). As soon as theforce resulting therefrom is larger thanthe force of Pressure Spring (n), Dia-phragm (t) will arch, taking with it Piston(q). This opens Inlet (u), and Piston (m),now pressurized, is moved downward,opening the idling control valve. Any con-densate and impurities will be emitted to-gether with the air supplied in the idlingphase via Vent 3. The compressor willcontinue to run idle until the pressurewithin the system has fallen to a valuebelow the unloader valve's cut-in pres-sure. The pressure in Chamber P belowDiaphragm (t) will fall simultaneously.Pressure Spring (n) will move Piston (q)and Diaphragm (t) back to their originalpositions. Outlet (u) will close, and thepressure from Chamber O will be re-duced via the vent of the unloader valve.The idling control valve with Piston (m)will close once again. The compressedair will now again flow into Bore E andreach the air reservoirs via Port 2 afterbeing dried in Desiccant Containers (b orr). The system is subsequently filledonce again up to the cut-out pressure ofthe unloader valve.Application:Depending on the respective application,WABCO provides Single and TwinChamber Air Dryers.The decision of whether to use a Singleor a Twin Chamber Air Dryer will dependon the compressor's swept volume andon its duty cycle.Single Chamber Air Dryerscan normally be used for applications upto a swept volume of ≈ 500 litres/minuteand a duty cycle of up to ≈ 50%. Any de-viations of these standard values shouldbe tested in road-test runs.Twin Chamber Air Drierscover the area > 500 litres/minute and >50% up to 100% duty cycle. Swept vol-umes in excess of 1000 litres/ minuteshould be tested in road-test runs 432 432Purpose:To automatically control the operating pressure in an air braking system and to protect its pipes and valves from contam-ination. Depending on the variant used, it also serves to control a downstream anti-freeze pump or single chamber air dryer. Operation:a)UnloaderThe compressed air supplied by the compressor flows via Port 1 and Filter (g) to Chamber B. When Check Valve (e) has opened, it flows through the line leading from Port 21 to the air reservoirs and to Chamber E. Port 22 is intended for controlling a downstream anti-freeze pump.Pressure builds up in Chamber E, acting the underside of Diaphragm (c). As soon as that pressure is greater than the force of Compression Spring (b), preset by means of Screw (a), diaphragm (c) will arch upward, taking with it Piston (m). Outlet (l) closes and Inlet (d) opens, per-mitting the compressed air to pass from Chamber E to Chamber C, forcing Piston (k) downwards against the force of Com-pression Spring (h). Outlet (i) opens and the compressed air supplied by the com-pressor is released to atmosphere via Exhaust 3. The fall in pressure in Cham-ber B closes Check Valve (e), thus se-curing the pressure in the system.The compressor will now continue to idleuntil the pressure within the system fallsbelow the Unloader’s cut-in pressure.The pressure in Chamber E below Dia-phragm (c) continues to fall. This causesthe force of Compression Spring (b) topush the diaphragm, together with Piston(m), downwards. Inlet (d) closes, Outlet(l) opens and the air from Chamber C isreleased to atmosphere at Exhaust 3 af-ter passing Chamber F and a connectinghole. Compression Spring (h) forces upPiston (k) and outlet (i) is closed. The airsupplied by the compressor now flowsinto Chamber B, passing Filter (g), andopens Check Valve (e). The system isonce again being filled until the Unload-er’s cut-off pressure has been reached.b) Unloader with Pilot Connec-tion 4 and Port 23This type of Unloader differs from thetype described under a) merely in theway the cut-off pressure is controlled.The cut-off pressure is not taken from in-side the unloader but from the supply linedownstream from the air dryer. The pas-sage from Chamber B to Chamber E isclosed, and there is no Check Valve (e).Via Port 4 and Chamber A, the air fromthe reservoir flows to Chamber E, actingon Diaphragm (c). After that it continuesto operate as described under a). Thepassage between Chambers C and D isopen, permitting pilot pressure fromChamber C to be taken at Port 23 to ac-tuate the single chamber air dryer.c) Tyre inflation connectionAfter removing the protective cap, thetyre inflation hose is fastened by meansof a union nut moving Pin (f). The pas-sage between Chamber B and Port 21 isclosed. The air supplied by the compres-sor now flows from Chamber B to the tyreinflation hose, passing Pin (f). In theevent of the pressure in the system ex-ceeding 12+2 bar or 20 bar respective-ly during this process, Piston (k) which isdesigned to act as a safety valve willopen Outlet (i) and the pressure is re-leased to atmosphere via Exhaust 3.Before using the tyre inflation facility, thereservoir pressure must be reduced to avalue below the Unloader’s cut-in pres-sure since no air can be extracted whilstthe compressor is running idle12–Combined Unloader975 303 . . . 0。

书山有路勤为径；学海无涯苦作舟
威伯科公司ESC smart 系统取得重大技术突破
威伯科公司（WABCO）是商务车电控系统的技术领导者和一线供应商。

威伯科公司的电子稳定控制ESC smart系统通过了德国TÜVNord公司认证（德国公路交通技术认证的权威）。

这样，威伯科公司的ESC smart 系统在欧盟27国和世界其他20个国家获准使用。

最近，欧盟已经批准了一个关于欧洲道路交通安全的法规，这个法规中
提到从2011年11月起新生产的重型商务车必须配备电子稳定控制系统ESC。

现在欧洲生产的重型卡车只有不到10%配备了电子稳定控制系统。

WABCO汽车控制系统集团公司有140多年的历史，在全球商用汽车电子制动系统、稳定性控制、悬挂系统控制及变速箱控制系统领域占据领先地位。

此外，产品也被逐渐应用到豪华轿车及运动型汽车（SUVs）的领域。

依靠坚实广泛的客户关系和领先的专业技术，WABCO同时还是道路安全改进的领头羊。

研制的产品通过提高系统的反应灵敏度和稳定性来帮助驾驶
员避免事故的发生。

在全世界范围内，全球领先的整车生产厂家都选择WABCO的产品系统和零件，使他们生产的卡车、挂车、客车、豪华轿车和运动型汽车性能更出色，驾驶更安全、更可靠。

专注下一代成长，为了孩子。

WABCO空压机培训教程WABCO公司是一家全球性的汽车制造领先公司，目前在世界各地都有着广泛的分销和销售网络。

WABCO公司在汽车领域的产品涵盖了多种关键技术，其中就包括了空压机。

为了更好地推广自己的产品，WABCO公司自然也积极投入到空压机的培训教程中。

本文将介绍WABCO空压机培训教程的基本情况，包括课程内容、培训方式、教学目标等。

一、课程内容WABCO的空压机培训教程主要包括以下方面。

1. 空压机的工作原理。

课程将首先介绍空压机的基本构成和工作原理，以及空压机与整个车辆系统的关系。

学员将学会如何对车辆故障进行初步分析和排除，以确保车辆正常运行。

2. 空压机的维护和保养。

空气压缩机是一种高度技术化的设备，因此需要特殊的维护和保养。

课程将介绍空气压缩机的基本维护和清洗方法，以及如何对不同类型的空气压缩机进行有效的保养。

3. 空压机的故障排除。

为了确保车辆的正常运行，学员需要掌握如何进行故障诊断和排除，以缩短车辆故障处理的时间。

课程将针对常见的空气压缩机故障进行详细的介绍和分析，以及相应的排除方法。

二、培训方式WABCO的空压机培训教程提供了多种培训方式，包括经典的面授课程、在线培训、实践训练等。

1. 面授课程。

这是传统的培训方式，学员需要亲临培训现场参加课程。

空气压缩机培训教程还设有实践课程，以加深学员的印象和理解。

2. 在线培训。

为了满足不同学员的需求，WABCO公司还提供了在线的空气压缩机培训课程。

这种方式更加灵活，有助于学员在自己休息时间进行学习，避免脱离工作或影响工作效率。

3. 实践训练。

除了教学课程，WABCO公司还会组织一些实践训练，让学员亲自操作维护空气压缩机设备，以加深理解和提高应用技能。

三、教学目标WABCO的空压机培训教程旨在让学员掌握以下技能和知识。

1. 掌握空气压缩机的基本运行原理和维护方法，以确保车辆正常运行。

2. 了解并适当应用空气系统诊断工具和故障排除技巧。

3. 能够使用正确的工具和设备进行常规的空气压缩机维护和保养，以延长设备的使用寿命。

ABS（WABCO）故障检查ABS -- 是Anti lock Braking System 的缩写是在制动期间控制和监视车辆速度的电子系统。

它通过常规制动系统起作用，可提高车辆的主动安全性。

ABS失效时，常规制动系统仍然起作用。

ABS 齿圈：齿圈功能：随车轮转动切割传感器磁场；齿圈材料：铁磁性材料齿圈齿数：80、100、120表面处理：镀锌或镀铬齿圈安装：将齿圈装入在轮毂上加工的平台，采用H8/s7过盈配合轴向综合公差<0.2mm。

装配方式：1. 加热装配：加热2000C，保温10分钟左右2. 压力装配：用工具沿齿圈周边用力ABS 传感器：作用：车轮转动时与齿圈相对运动产生交流电信号。

参数：阻值1100…1250欧姆，与环境温度有关参考数据：100HZ，间隙为0.7mm 时感应电压约110mv（数字表，交流电压档）电压：与传感器和齿圈之间的间隙成反比；与齿圈直径成正比；与轮速成正比。

安装：后桥，要将传感器装入夹持体；前桥装入夹持体或转向臂上的孔。

安装时先将衬套装入夹持体，然后传感器涂上润滑脂，装入衬套，要将传感器用力推到接触齿圈。

要求：齿圈与传感器之间的间隙不大于0.7mm。

ABS 电磁阀：ABS电磁阀的作用：为制动室充气、排气和保压ABS电磁阀的参数：工作电压：18－28 伏线圈电阻：14－15欧姆工作压力：0－11bar接口尺寸：M22×1.5ABS电磁阀的安装：车架上靠近制动室的位置，排气口朝下，倾斜不超过30度，电磁阀到制动室的管子不超过1.5m，管径大于9mm，1口接进气，2口接制动室。

ABS 警告灯作用：提醒驾驶员关于ABS系统是否正常，并可作为闪码指示灯。

颜色：红色功率：不大于5W的仪表灯。

不能用发光二极管！安装：安装在仪表盘上，正极接点火开关，负极接ECU Pin14/15。

工作：对于D型ABS，如果系统无故障，打开点火开关3秒内灯灭；如果系统有故障，指示灯将亮。

W A B C O C o n f i d e n t i a l a n d P r o p r i e t a ry WABCO 挂车EBS 使用说明Trailer EBS System Instructions for useW A B C O C o n f i d e n t i a l a n d P r o p r i e t a ry注意事项注意事项！！Attention!1, 先进的EBS 控制系统能够显著提高车辆的安全性能控制系统能够显著提高车辆的安全性能。

但是驾驶员的正确使用和按交通规则谨慎驾驶对车辆的安全有决定性的作用规则谨慎驾驶对车辆的安全有决定性的作用！！1. Advanced EBS control system can greatly improve the safety performance of the vehicle ，but it makes the decisive role what the driver's correct use and according to the rules of the traffic to careful driving for the vehicle's safety.请驾驶员按交通规则谨慎驾驶请驾驶员按交通规则谨慎驾驶！！Please according to the rules of traffic to careful driving!2, 发现驾驶室内的挂车ABS 警告灯常亮时警告灯常亮时，，请尽快联系相关人员进行检测2.If you find the ABS or EBS warning lamp keep flashing, please contact related person to check the system.3, 定期清洁管路滤清器3. Regular cleaning the line filterW A B C O C o n f i d e n t i a l a n d P r o p r i e t a ryEBS 挂车的使用说明Instructions for use1, 必须正确的连接电源Must connection power cable correctlyEBS 正常工作正常工作！！EBS work normally!EBS 不能正常工作正常工作！！EBS can’t work normally!W A B C O C o n f i d e n t i a l a n d P r o p r i e t a ry2, 清洁管路滤清器Clean line filter这两个握手接头在挂车前部, 滤清器内置其中滤清器内置其中，，需要定期清洁需要定期清洁！！The two hose coupling with integrated filter at the front of trailer, need regular cleaning!建议每2~3个月清理一次个月清理一次！！Suggest cleaning by every 2~3 months ！EBS 挂车的使用说明Instructions for useW A B C O C o n f i d e n t i a l a n d P r o p r i e t a ry1, 使用内六角拆卸此零件Use socket remove the parts2, 取出滤网取出滤网，，清洁即可Remove screen and clean 2, 清洁管路滤清器Clean line filterEBS 挂车的使用说明Instructions for useW A B C O C o n f i d e n t i a l a n d P r o p r i e t a ry 3, 紧急继动紧急继动－－双释放组合阀PREV行车制动释放Release parking brake1, 长时间停车长时间停车，，尤其是坡道停车时尤其是坡道停车时，，应拉出红色按钮以实施储能气室制动应拉出红色按钮以实施储能气室制动。

威伯科全面展示商用车控制系统系列产品
雷鸣
【期刊名称】《交通世界》
【年(卷),期】2007(000)06X
【摘要】威伯科（WABCO）作为全球领先的商用车辆电子制动控制、稳定控制、悬架控制和变速控制系统产品供应商，在上海车展上充分展示其针对整车和售后市场的创新产品、技术和服务。

主要有防抱死制动系统（ABS）、电子控制制动系统（EBS）和电子稳定控制（ESC）以及驾驶员辅助技术，如自动巡航控制（ACC）。

【总页数】1页(P84)
【作者】雷鸣
【作者单位】无
【正文语种】中文
【中图分类】U463.212.3
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因版权原因，仅展示原文概要，查看原文内容请购买。

WABCO电控机械式自动变速箱（AMT）控制系统摘要：随着汽车技术不断发展，自动变速箱得到了广泛的应用。

在传统的手动变速箱和自动变速箱之间，机械式自动变速箱（AMT）的应用逐渐增多。

作为自动变速箱的一种变体，AMT将传统手动变速箱的机械构造与电控技术相结合，实现了操作方便、换挡稳定、燃油经济等诸多优点。

本文将介绍WABCO电控机械式自动变速箱（AMT）控制系统的工作原理及其应用场景，以及该技术的优势和未来发展方向。

关键词：机械式自动变速箱，AMT，WABCO，电控，控制系统正文：一、WABCO电控机械式自动变速箱（AMT）的概述WABCO电控机械式自动变速箱（AMT）是一种结合了机械式自动变速箱的特点和电控技术的优点的新型自动变速器。

AMT没有离合器，只有手动变速箱的换挡杆。

当驾驶员需要换挡时，电脑控制系统通过电子信号发送指令，对阀门进行控制，从而实现换挡。

AMT的换挡过程比普通自动变速箱更加快速、平稳、可控。

二、WABCO电控机械式自动变速箱（AMT）的工作原理WABCO电控机械式自动变速箱的工作原理可以分为两个部分：机械部分和控制部分。

机械部分由变速箱主体、齿轮系统、离合器、传动轴等组成。

AMT的机械部分主要采用手动变速箱的结构，经过调整和优化，提高换挡的稳定性和平稳性。

控制部分包括控制单元、电子控制器、电动机、电磁阀、传感器等，通过这些器件，实现变速箱换挡的自动化控制。

控制单元利用传感器获得车辆运行状态的实时数据，一旦发现需要换挡的时机，控制单元就会发出指令，继而通过电子控制器、电动机和电磁阀控制变速器油路，完成换挡过程。

三、WABCO电控机械式自动变速箱（AMT）的特点和优势1. 操作方便：没有离合器，只有手动变速箱的换挡杆。

驾驶员只需要拉起杆来换挡即可，无需通过踏板来离合和加速。

2. 换挡平稳：换挡过程由电脑控制，不会因为驾驶员操作不当而出现抖动、顿挫、熄火等现象，换挡更加平稳可靠。

3. 燃油经济：AMT的电子控制系统可以根据车速和负载条件自动调整换挡调度以达到最佳的燃油经济。