ABS汽车防抱死制动系统设计【说明书+CAD】
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第 12页 黄河科技学院毕业设计（文献翻译）防抱制动系统 Wikipedia, the free encyclopedia防抱死制动系统 (ABS) 是一个安全系统，它允许继续 tractively 与交互指示由驱动程序转向投入路面制动，同时防止车轮锁起来的汽车的轮子 （即，停止旋转）和因此避免打滑。ABS 通常提供了改进的车辆控制和减少停车干、 湿滑的曲面上的距离，不过，像砂砾或白雪覆盖的路面的松散表面，ABS 可以显著提高制动距离，虽然仍在提高车辆控制。自从首次在生产的汽车中的使用以来，防抱死制动系统有很大变化。新版本的abs不仅防止车轮锁制动，还以电子方式控制前向后制动偏离。此函数，取决于其特定的功能和实施，被称为电子动力分配 (EBD)、 牵引力控制系统、 紧急制动辅助或电子稳定控制 （ESC）。1、历史 早期系统ABS 第一次飞机使用，在 1929 年由开发法国汽车和飞机先锋，加布里埃瓦赞飞机工厂，如阈值制动在飞机上。这些系统中使用飞轮和附加到饲料制动缸的液压阀门。飞轮附加到鼓轮相同的速度运行。在正常的刹车、 鼓和飞轮应以相同的速度旋转。但是，如果一个轮慢下来，那么鼓也会这样做，离开了更快的速度在旋转的飞轮。这将导致的阀门打开，允许少量的制动液到水库绕过主缸、 降低放在缸内压力和释放刹车。使用鼓和飞轮意味着只打开时已开始用转向轮的阀门。在测试中，有人指出制动性能提高 30%，因为飞行员可以的慢慢增加压力，以找到橇点而不是完全踩刹车。另一个好处是消除对烧伤或突发事故的轮胎。 1958 年，皇家恩菲尔德超级流星摩托车被用于道路研究实验室的测试 Maxaret 防抱死制动。 实验证明防抱死刹车可以在摩托车上使用，对意外中防止打滑有极大的价值。在大部分测试与锁定的车轮制动，特别是在光滑的表面，改进可能高达 30%相比，减少了煞车距离。恩菲尔德的技术总监时，托尼 威尔逊 琼斯在系统中，看到小小的未来，和它不投入生产的公司。完全机械化系统应用在 1960 年代弗格森 P99 赛车、 詹森的 FF，和实验福特汽车，效果不明显，所以没有进一步的使用 ；并且系统证明昂贵和不可靠。现代系统克莱斯勒，连同本迪克斯公司中，介绍了其 1971年帝国称为确保制动的电算化、 三通道、 四传感器全轮 ABS。它在几年之后，发挥了预期的作用，并证明可靠。1970 年，福特添加防抱制动系统作为一个选项 ； 林肯大陆的后轮称为当然轨，它成为标准在1971 年。1971 年，通用汽车公司推出了Trackmaster后轮 onlyABS 作为一个选项对他们后轮驱动凯迪拉克车型 ，日产提供 EAL （电防抱死系统） 作为对日产的总统，成为日本的第一个电子 ABS 的选项。宝马摩托车 ABS 刹车。1972 年，四轮驱动的胜利 使马拉德电子系统作为标准。然而这种车非常罕见，今天很少生存。在 1985 年，福特天蝎进入了整个范围的博世电子系统与欧洲市场，并作为标准。为此模型荣获年度奖令人垂涎的欧洲汽车。 1986 年，赢得了驾驶记者极高的赞誉。这一成功后福特扩大他们的范围，鼓励其他制造商效仿，其余部分的防抱死系统开始研究。1988 年，宝马推出电子液压 abs 的第一辆摩托车： 宝马 K100。2007 年，铃木推出其 GSF1200SA (土匪) 的 abs。2005 年，哈雷-戴维森开始提供 ABS 作为警察摩托的选择。2、 操作防抱死制动控制器也称为是 CAB （控制器防抱死制动）。典型的 ABS 包括中央电子控制单元 (ECU)、 4 个车轮速度传感器和至少两个液压阀制动液压系统。ECU 持续监视每个车轮的转速，如果它检测车轮旋转速度明显慢于其余车轮，下达一个控制命令控制车轮锁，它驱动受影响的方向盘，从而减少车轮滑移 ； 制动力制动减少液压阀然后车轮变快。相反，如果 ECU 检测车速度快得多，其他的车轮，车轮制动液压压力被增加因此制动力重新应用，减慢轮子。此过程不断重复，并且可以通过制动踏板脉动驱动程序检测到。一些防抱死系统可以应用，或释放每秒 15 次制动压力。因为当变成了车，向曲线的中心的两个轮子转速度慢于另外两 个，ECU 被编程，无视轮转速的临界阈值以下的差异。出于同样原因，用于几乎所有视觉车辆差速器。如果abs 的任何部分发生故障，通常将在汽车仪表板上, 亮起警示灯和 ABS 将被禁用，直到故障予以纠正。现代 ABS 适用于通过集线器安装传感器和专用的微控制器的控制系统的所有四个轮子的个别制动压力。ABS 提供或标配产生在大多数道路车辆上，是对于 esc 键的系统，是由于大量减少价格的汽车电子产品多年来的基础。现代电子稳定控制 （ESC 或 ESP） 系统是 ABS 概念的演变。在这里，将至少两个额外的传感器的添加来帮助系统工作： 这些是方向盘角度传感器和陀螺仪的传感器。操作理论很简单： 当陀螺传感器检测与方向盘传感器的报告和这辆车所采取的方向不一致，ESC 软件将控制至少三个轮刹车。方向盘传感器还可以帮助操作的弯道制动控制 (CBC) ，因为这会告诉 ABS 的轮子上曲线的内部应该刹车还是轮子的外面，以及如何通过更多。ABS 设备还可用于对车辆的加速实施牵引力控制系统 (TCS)。如果加速时, 轮胎失去牵引，ABS 控制器可以检测情况，并采取适当行动，以便重新恢复其牵引。更复杂的版本，这还可以同时控制调节级别和刹车。在 1989 年斯巴鲁遗产的介绍中，斯巴鲁网络具有全轮驱动系统的四个通道防抱死刹车功能，这样，如果汽车检测到任何轮开始锁定，自动变速器的车辆上安装的所有车轮驱动系统会都进行，确保所有车轮的可变协助防抱死系统试图把车停下。3、组件 ABS 有四个主要组成部分： 速度传感器、 阀门、 泵、 和一个控制器。速度传感器防抱死制动系统需要一些方法来了解当轮时锁定。速度传感器，位于每个车轮，或在某些情况下，提供车轮信息。阀门每个制动控制的 ABS 刹车中都有一个阀。在某些系统上，阀门具有三个位职：在第一个位置，阀门处于打开状态 ；从主缸压力传递到刹车。在第两个位置，阀门阻止线，该制动从主缸隔离。这可以防止压力进一步上升使驱动程序推制动踏板更难。在第三个位置上，刹车压力从阀门的部分释放。泵由于阀门是能够释放压力，从踩刹车，必须有办法使这种压力回去。这是什么呢，泵 ；当阀减少了在一线的压力，泵是有办法让压力减小的。控制器控制器是在车里，从每个个体的轮速传感器接收信息，反过来如果轮失去牵引信号发送到控制器，控制器然后将限制动力 (EBD)，并使激活的驱动制动阀门打开和关闭。4、应用 ABS 有很多不同的变化和使用的控制算法，一种更简单的系统工作原理如下：（1）控制器时刻监视速度传感器。它在寻找在车轮的胎心。右前向上的车轮锁，它会经历迅速减速。如果不加以控制，车轮会比任何一辆小汽车快得多。这可能需要一辆车五秒从 60 英里 (96.6 公里/小时）停止，在理想情况下，锁定的车轮可以在不到一秒停止旋转。（2）ABS 控制器知道迅速的减速是不可能的，因此它减少了压力制动，直到它看到加速，然后它增加压力，直到它看到再次的减速。它可以这样做的非常快，实际上前轮胎可以大大改变速度。结果是的轮胎速度减慢，保持非常近的点，他们将开始锁定轮胎刹车。这使系统有最大制动功率。（3）ABS 系统操作时，驱动程序会觉得脉冲在制动踏板 ；这是来自快速打开和关闭的阀门。这个脉冲还告诉司机引发了 ABS。一些 ABS 系统可以每秒 16 次达循环。5、Brake 类型Anti-lock 制动系统使用中使用不同的方案，取决于刹车的类型。他们可以用频道数区分： 即，单独控制阀门的多少和速度传感器的数量。四通道、 四传感器 ABS这是最佳方案。有对所有四个轮子单独的阀门和所有轮子的转速传感器。在此设置，控制器监视每个车轮单独以确保它实现最大的制动力。三通道、 四传感器 ABS有对所有四个轮子和单独的前轮，每个阀但只有一个阀两个后轮的转速传感器。三通道、 三个传感器 ABS这项计划，常见的卡车与四轮 ABS、 前轮有一个阀门和一个传感器，两个后轮的每个都有速度传感器和阀门。后轮的转速传感器位于后桥。此系统提供了单个控件的鼓轮，因此他们都可以实现最大的制动力。，然而，一起监视后轮 ；他们在开始锁定之前 ABS 将背面激活。这种制度下，有可能后轮在锁定期间停止、 减少制动效能。这个系统是易于识别，没有个别的速度传感器的后轮。单通道、 一个传感器 ABS这个系统是常见后轮 abs 的卡车上。它有一个阀门，控制后轮和一个速度传感器，位于后桥。此系统的操作与三通道系统的后端一样。后轮一起进行监视。此系统中后轮的其中一个将被锁定，减少制动效能。这个系统也很容易识别，没有任何的轮子的有个别速度传感器。6、有效性2003 澳大利亚莫纳什大学事故研究中心发现，使用ABS：车辆崩溃的风险降低 18%，减少了 35%的道路碰撞的风险。如沥青或混凝土、 高牵引表面上很多 （尽管不是所有） abs 车都能够更好地实现制动距离 较短，而 ABS 的好处不可能轻易地讲完。在现实世界的条件甚至警报，熟练的驱动程序，在ABS 上不会发觉很难，还可通过阈值制动，匹配或改善性能的典型驱动程序与现代的 abs 的车辆技术的使用。 减少ABS崩溃的机会或减少影响的严重程度。使用Abs 的车，在典型的全制动紧急非专家驱动程序的推荐的技术是尽可能坚定地踩下制动踏板，并在适当、 规避障碍物有明显作用。在这种情况下，ABS 将大大减少打滑的可能性，导致随后失去控制。在砂砾砂和深雪、 ABS 往往增加剎车距离。在砂砾砂和深雪、 ABS 往往增加剎车距离。ABS 防止这发生。一些 ABS 校正减缓循环的时间，因此，让车轮一再简要地锁定和解锁减少此类问题。一些汽车制造商提供越野按钮关闭 ABS 功能。ABS 这种表面上的主要好处是增加保持对汽车的控制，而不是走进打滑，驱动程序的能力，尽管失去控制还是更有可能像砾石软表面或滑面像雪或冰上。例如冰或砂石非常光滑的表面，它是可以锁定多个轮子一次，和这能打败 ABS （这依赖比较所有的四个轮子和个别车轮打滑检测）。ABS 可用性可以减轻大多数驱动程序从学习阈值制动。1999 年 6 月国家公路交通安全管理 (NHTSA) 研究发现 ABS 22%的平均增长松散的砂砾上停车距离。根据 NHTSA，ABS 工程与您定期的制动系统的自动抽他们。在没有配备 ABS 的车辆，驱动程序必须手动泵以防止机轮抱死刹车。配备 ABS 的车辆，在你的脚下应保持坚定地制动踏板，同时 ABS 泵，以便您可以集中精力转向安全刹车踏板。激活时，某些较早的 ABS 系统引起的明显脉冲制动踏板。大多数驱动程序很少或从不刹车硬懒得看汽车的使用手册，从而导致制动锁定，并不是所有的驱动程序，这可能未被发现之前紧急情况。一些制造商制动辅助系统，用于确定驱动程序正试图恐慌站，（通过检测制动踏板消沉得非常快，与不同的正常停止，凡踏板的压力将通常逐渐增加，因此，我们实施加速器的速率监视另外一些系统发布了），系统将自动增加制动力，其中应用没有足够的压力。硬或恐慌制动在崎岖不平的表面，因为凸块的造成，变成一个古怪的 wheel(s) 的速度也可能触发 ABS。不过，ABS 显著提高了安全和控制在最道路情况下的驱动程序。防抱死刹车是围绕风险补偿理论，通过驾驶更积极地适应 ABS 的安全利益，驱动程序的一些实验的主题。在慕尼黑的研究中，半数的士车配备了防抱死刹车，而另一半则为常规制动系统。失事率是大致相同的两种类型，和王尔德得出结论，这是由于 abs 出租车承担更多的风险，假设 ABS驱动程序会照顾他们，而非 ABS 司机开车更仔细，在ABS 不会有帮助的情况下，同样会处在一个危险的境地。类似的研究是在奥斯陆进行的结果。Anti-lock braking system From Wikipedia, the free encyclopediaAn anti-lock braking system (ABS) is a safety system that allows the wheels on a motor vehicle to continue interacting tractively with the road surface as directed by driver steering inputs while braking, preventing the wheels from locking up (that is, ceasing rotation) and therefore avoiding skidding.An ABS generally offers improved vehicle control and decreases stopping distances on dry and slippery surfaces for many drivers; however, on loose surfaces like gravel or snow-covered pavement, an ABS can significantly increase braking distance, although still improving vehicle control。Since initial widespread use in production cars, anti-lock braking systems have evolved considerably. Recent versions not only prevent wheel lock under braking, but also electronically control the front-to-rear brake bias. This function, depending on its specific capabilities and implementation, is known as electronic brakeforce distribution (EBD), traction control system, emergency brake assist, or electronic stability control (ESC).1、HistoryEarly systemsThe ABS was first developed for aircraft use in 1929 by the French automobile and aircraft pioneer, Gabriel Voisin, as threshold braking on airplanes is nearly impossible. These systems use a flywheel and valve attached to a hydraulic line that feeds the brake cylinders. The flywheel is attached to a drum that runs at the same speed as the wheel. In normal braking, the drum and flywheel should spin at the same speed. However, if a wheel were to slow down, then the drum would do the same, leaving the flywheel spinning at a faster rate. This causes 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. (This citation has no mention of Gabriel Voisin, who was not involved in aviation at the time; neither are there patents to substantiate this claim)In 1958, a Royal Enfield Super Meteor motorcycle was used by the Road Research Laboratory to test the Maxaret anti-lock brake.3 The experiments demonstrated that anti-lock brakes can be of great value to motorcycles, for which skidding is involved in a high proportion of accidents. Stopping distances were reduced in most of the tests compared with locked wheel braking, particularly on slippery surfaces, in which the improvement could be as much as 30 percent. Enfields technical director at the time, Tony Wilson-Jones, saw little future in the system, however, and it was not put into production by the company.A fully mechanical system saw limited automobile use in the 1960s in the Ferguson P99 racing car, the Jensen FF, and the experimental all wheel drive Ford Zodiac, but saw no further use; the system proved expensive and unreliable. Modern systemsChrysler, together with the Bendix Corporation, introduced a computerized, three-channel, four-sensor all-wheel ABS called Sure Brake for its 1971 Imperial.It was available for several years thereafter, functioned as intended, and proved reliable. In 1970, Ford added a antilock braking system called Sure-track to the rear wheels of Lincoln Continentals as an option; it became standard in 1971. In 1971, General Motors introduced the Trackmaster rear-wheel onlyABS as an option on their rear-wheel drive Cadillac models and the OldsmobileToronado.In the same year, Nissan offered an EAL (Electro Anti-lock System) as an option on the Nissan President, which became Japans first electronic ABS.ABS brakes on a BMW motorcycleIn 1972, four wheel drive Triumph 2500 Estates were fitted with Mullard electronic systems as standard. Such cars were very rare however and very few survive today.In 1985 the Ford Scorpio was introduced to European market with a Bosch electronic system throughout the range as standard. For this the model was awarded the coveted European Car of the Year Award in 1986, with very favourable praise from motoring journalists. After this success Ford began research into Anti-Lock systems for the rest of their range, which encouraged other manufacturers to follow suit.In 1988, BMW introduced the first motorcycle with an electronic-hydraulic ABS: the BMW K100. Honda followed suit in 1992 with the launch of its first motorcycle ABS on the ST1100 Pan European. In 2007, Suzuki launched its GSF1200SA (Bandit) with an ABS. In 2005, Harley-Davidson began offering ABS as an option for police bikes.2、OperationThe anti-lock brake controller is also known as the CAB (Controller Anti-lock Brake).A typical ABS includes a central electronic control unit (ECU), four wheel speed sensors, and at least two hydraulic valves within the brake hydraulics. The ECU constantly monitors the rotational speed of each wheel; if it detects a wheel rotating significantly slower than the others, a condition indicative of impending wheel lock, it actuates the valves to reduce hydraulic pressure to the brake at the affected wheel, thus reducing the braking force on that wheel; the wheel then turns faster. Conversely, if the ECU detects a wheel turning significantly faster than the others, brake hydraulic pressure to the wheel is increased so the braking force is reapplied, slowing down the wheel. This process is repeated continuously and can be detected by the driver via brake pedal pulsation. Some anti-lock systems can apply or release braking pressure 15 times per second.The ECU is programmed to disregard differences in wheel rotative speed below a critical threshold, because when the car is turning, the two wheels towards the center of the curve turn slower than the outer two. For this same reason, a differential is used in virtually all roadgoing vehicles.If a fault develops in any part of the ABS, a warning light will usually be illuminated on the vehicle instrument panel, and the ABS will be disabled until the fault is rectified.The modern ABS applies individual brake pressure to all four wheels through a control system of hub-mounted sensors and a dedicated micro-controller. ABS is offered or comes standard on most road vehicles produced today and is the foundation for ESC systems, which are rapidly increasing in popularity due to the vast reduction in price of vehicle electronics over the years.Modern electronic stability control (ESC or ESP) systems are an evolution of the ABS concept. Here, a minimum of two additional sensors are added to help the system work: these are a steering wheel angle sensor, and a gyroscopic sensor. The theory of operation is simple: when the gyroscopic sensor detects that the direction taken by the car does not coincide with what the steering wheel sensor reports, the ESC software will brake the necessary individual wheel(s) (up to three with the most sophisticated systems), so that the vehicle goes the way the driver intends. The steering wheel sensor also helps in the operation of Cornering Brake Control (CBC), since this will tell the ABS that wheels on the inside of the curve should brake more than wheels on the outside, and by how much.The ABS equipment may also be used to implement a traction control system (TCS) on acceleration of the vehicle. If, when accelerating, the tire loses traction, the ABS controller can detect the situation and take suitable action so that traction is regained. More sophisticated versions of this can also control throttle levels and brakes simultaneously.Upon the introduction of the Subaru Legacy in 1989, Subaru networked the four channel anti-lock brake function with the all wheel drive system so that if the car detected any wheel beginning to lock up, the variable assist all wheel drive system installed on vehicles with the automatic transmission would engage to ensure all wheels were actively gripping while the anti-lock system was attempting to stop the car.3、ComponentsThere are four main components to an ABS: speed sensors, valves, a pump, and a controller. Speed sensorsThe anti-lock braking system needs some way of knowing when a wheel is about to lock up. The speed sensors, which are located at each wheel, or in some cases in the differential, provide this information.ValvesThere is a valve in the brake line of each brake controlled by the ABS. On some systems, the valve has three positions: In position one, the valve is open; pressure from the master cylinder is passed right through to the brake. In position two, the valve blocks the line, isolating that brake from the master cylinder. This prevents the pressure from rising further should the driver push the brake pedal harder. In position three, the valve releases some of the pressure from the brake.PumpSince the valve is able to release pressure from the brakes, there has to be some way to put that pressure back. That is what the pump does; when a valve reduces the pressure in a line, the pump is there to get the pressure back up.ControllerThe controller is an ECU type unit in the car which receives information from each individual wheel speed sensor, in turn if a wheel loses traction the signal is sent to the controller, the controller will then limit the brakeforce (EBD) and activate the ABS modulator which actuates the braking valves on and off.4、UseThere are many different variations and control algorithms for use in an ABS. One of the simpler systems works as follows:1 The controller monitors the speed sensors at all times. It is looking for decelerations in the wheel that are out of the ordinary. Right before a wheel locks up, it will experience a rapid deceleration. If left unchecked, the wheel would stop much more quickly than any car could. It might take a car five seconds to stop from 60 mph (96.6 km/h) under ideal conditions, but a wheel that locks up could stop spinning in less than a second.2 The ABS controller knows that such a rapid deceleration is impossible, so it reduces the pressure to that brake until it sees an acceleration, then it increases the pressure until it sees the deceleration again. It can do this very quickly, before the tire can actually significantly change speed. The result is that the tire slows down at the same rate as the car, with the brakes keeping the tires very near the point at which they will start to lock up. This gives the system maximum braking power.3 When the ABS system is in operation the driver will feel a pulsing in the brake pedal; this comes from the rapid opening and closing of the valves. This pulsing also tells the driver that the ABS has been triggered. Some ABS systems can cycle up to 16 times per second.5、Brake typesAnti-lock braking systems use different schemes depending on the type of brakes in use. They can be differentiated by the number of channels: that is, how many valves that are individually controlledand the number of speed sensors.Four-channel, four-sensor ABSThis is the best scheme. There is a speed sensor on all four wheels and a separate valve for all four wheels. With this setup, the controller monitors each wheel individually to make sure it is achieving maximum braking force.Three-channel, four-sensor ABSThere is a speed sensor on all four wheels and a separate valve for each of the front wheels, but only one valve for both of the rear wheels.Three-channel, three-sensor ABSThis scheme, commonly found on pickup trucks with four-wheel ABS, has a speed sensor and a valve for each of the front wheels, with one valve and one sensor for both rear wheels. The speed sensor for the rear wheels is located in the rear axle. This system provides individual control of the front wheels, so they can both achieve maximum braking force. The rear wheels, however, are monitored together; they both have to start to lock up before the ABS will activate on the rear. With this system, it is possible that one of the rear wheels will lock during a stop, reducing brake effectiveness. This system is easy to identify, as there are no individual speed sensors for the rear wheels.One-channel, one-sensor ABSThis system is commonly found on pickup trucks with rear-wheel ABS. It has one valve, which controls both rear wheels, and one speed sensor, located in the rear axle. This system operates the same as the rear end of a three-channel system. The rear wheels are monitored together and they both have to start to lock up before the ABS kicks in. In this system it is also possible that one of the rear wheels will lock, reducing brake effectiveness. This system is also easy to identify, as there are no individual speed sensors for any of the wheels6、EffectivenessA 2003 Australian study by Monash University Accident Research Centre found that ABS: Reduced the risk of multiple vehicle crashes by 18 percent, Reduced the risk of run-off-road crashes by 35 percent.On high-traction surfaces such as bitumen, or concrete, many (though not all) ABS-equipped cars are able to attain braking distances better (i.e. shorter) than those that would be easily possible without the benefit of ABS. In real world conditions even an alert, skilled driver without ABS would find it difficult, even through the use of techniques like threshold braking, to match or improve on the performance of a typical driver with a modern ABS-equipped vehicle. ABS reduces chances of crashing, and/or the severity of impact. The recommended technique for non-expert drivers in an ABS-equipped car, in a typical full-braking emergency, is to press the brake pedal as firmly as possible and, where appropriate, to steer around obstructions. In such situations, ABS will significantly reduce the chances of a skid and subsequent loss of control.In gravel, sand and deep snow, ABS tends to increase braking distances. On these surfaces, locked wheels dig in and stop the vehicle more quickly. ABS prevents this from occurring. Some ABS calibrations reduce this problem by slowing the cycling time, thus letting the wheels repeatedly briefly lock and unlock. Some vehicle manufacturers provide an off-road button to turn ABS function off. The primary benefit of ABS on such surfaces is to increase the ability of the driver to maintain control of the car rather than go into a skid, though loss of control remains more likely on soft surfaces like gravel or slippery surfaces like snow or ice. On a very slippery surface such as sheet ice or gravel, it is possible to lock multiple wheels at once, and this can defeat ABS (which relies on comparing all four wheels, and detecting individual wheels skidding). Availability of ABS relieves most drivers from learn
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