汽车制动系统英文文献及翻译)
中英文文献翻译-汽车制动系统
附录附录ABraking system function is to make the car driving in accordance with the requirements of the pilot required even slow down park; They offend car has in various road conditions (including in the slope stability) in car; Make the downhill cars speed to be stable.For car up the role of brake is only in the car and role with the direction of the car driving direction opposite forces, and the size of these forces are random, do not control, so cars must be installed on a series of special equipment to achieve the function.Automobile brake system is to point to to ensure that the car in technology, improve the safe driving car average speed, etc., and the admiration installed in the car brake special brake institutions. In general automobile brake system including crane brake system and parking brake two sets of independent device. One crane brake device is a driver with feet to manipulate, and it said the foot brake. Parking brake device is a pilot with the hand, so it says of the manipulation of the hand brake. The function of the crane brake system is to make the car slow down or running in the shortest distance parking within. And parking brake function is to make had stopped the car on the road all keep still. But, sometimes, in an emergency, two braking device can be used at the same time and increase the effect of auto brake. Some special purpose of cars and often in the mountains cars, long and frequently brake will lead to crane brake system overheating, so in these cars often add all sorts of different types of auxiliary braking equipment, so as to speed up the hill stability.According to the braking energy situation, brake system can also be divided into human brake system, power brake system, and servo brake system, three. Human brake system to the driver's physical strength as braking energy; Power brake system engine power to the transformation of the air pressure or hydraulic braking energy as; And servo brake system is the most human and engine power as a brake energy. In addition, according to the braking energy transfer mode, brake system and can be divided into mechanical and hydraulic, pneumatic type and assolenoid style wait until a few kinds.In the types of brake system, the brake is car brake system to produce stop the traffic movement or movement trend components. Force At present, the kind used by car is friction brakes brake, also is to prevent the braking torque motor sports from fixed components and rotation of the friction between the work surface.附录B制动系统作用是使行驶中的汽车按照驾驶员的要求进行强制减速甚至停车；使已停驶的汽车在各种道路条件下(包括在坡道上)稳定驻车；使下坡行驶的汽车速度保持稳定。
离合器汽车制动系统外文文献翻译、中英文翻译、外文翻译
3.1 ClutchThe engine produces the power to drive the vehicle. The drive line or drive train transfers the power of the engine to the wheels. The drive train consists of the parts from the back of the fl ywheel to the wheels. These parts include the clutch, the transmission, the drive shaft, and the final drive assembly.The clutch which includes the flywheel, clutch disc, pressure plate, springs, pressure plate cover and the linkage necessary to operate the clutch is a rotating mechanism between the engine and the transmission. It operates through friction which comes from contact between the parts. That is the reason why the clutch is called a friction mechanism. After engagement, the clutch must continue to transmit all engine torque to transmission depending on the friction without slippage. The clutch is also used to disengage the engine from the drive train whenever the gears in the transmission are being shifted from gear ratio to another.To start the engine or shift the gears, the driver has to depr ess the clutch pedal with the purpose of disengagement the transmission from the engine. At that time, the driven members connected to the transmission input shaft are either stationary or rotating at a speed that is slower of faster than the driving membe rs connected to engine crankshaft. There is no spring pressure on the clutch assembly parts. So there is no friction between the driving members and driven members. As the driver let’s loose the clutch pedal, spring pressure increase on the clutch parts. Friction between the parts also increases. The pressure exerted by the springs on the driven members is controlled by the driver through the clutch pedal and linkage. The positive engagement of the driving and driven members is made possible the friction be tween the surfaces of the members. When full spring pressure is applied, the speed of the driving and driven members should be the same. At themoment, the clutch must act as a coupling device and transmit all engine power to the transmission, without slipping.However, the transmission should be engaged to the engine graduall y in order to operate the car smoothly and minimize tensional shock on the drive train because an engine at idle just develop little power. Otherwise, the driving members are connecte d with the driven members too quickly and the engine would be stalled.The fl ywheel is a major part of the clutch. The flywheel mounts to the engine’s crankshaft and transmits engine torque to the clutch assembly. The flywheel, when coupled with the clutc h disc and pressure plate makes and breaks the flow of power the engine to the transmission.The flywheel provides a mounting location for the clutch assembly as well. When the clutch is applied, the fl ywheel transfers engine torque to the clutch disc. Because of its weight, the fl ywheel helps to smooth engine operation. The flywheel also has a large ring gear at its outer edge, which engages with a pinion gear on the starter motor during engine cranking.The clutch disc fits between the fl ywheel and the pressure plate. The clutch disc has a splinted hub that fits over splints on the transmission input shaft. A splinted hub has grooves that match splints on the shaft. These splints fit in the grooves. Thus, the two parts held together. However, back – and – forth movement of the disc on the shaft is possible. Attached to the input shaft, the disc turns at the speed of the shaft.The clutch pressure plate is generall y made of cast iron. It is round and about the same diameter as the clutch disc. One side of the pressure plate is machined smooth. This side will press the clutch disc facing are against the flywheel. The outer side has shapes to facilitate attachment of spring and release mechanism. The two primary t ypes of pressure plate assemblies are coil sp ring assembly and diaphragm spring.In a coil spring clutch the pressure plate is backed by a number of coil springs and housed with them in a pressed –steed cover bolted to the flywheel. The spring pushes against the cover. Neither the driven plate nor the pressure plate is connected rigidl y to the flywheel and both can move either towards it o away. When the clutch pedal is depressed a thrust pad riding on a carbon or ball thrust bearing is forced towards the flywheel. Levers pivoted so that they engage with the thrust pad at one end and the pressure plate tat the other end pull the pressure plate back against its springs. This releases pressure on the driven plate disconnecting the gearbox from the engine.Diaphragm spring pressure plate assemblies are widely used in most modern cars. The diaphragm spring is a single thin sheet of metal which yields when pressure is applied to it. When pressure is removed the metal spring back to its original shape. The center portion of the diaphragm spring is slit int o numerous fingers that act as release levers. When the clutch assembly rotates with the engine these weights are flung outwards by centrifugal plate and cause the levers to press against the pressure plate. During disengagement of the clutch the fingers are moved forward by the release bearing. The spring pivots over the fulcrum ring and its outer rim moves away from the flywheel. The retracting spring pulls the pressure plate away from the clutch plate thus disengaging the clutch.When engaged the release bearing and the fingers of the diaphragm spring move towards the transmission. As the diaphragm pivots over the pivot ring its outer rim forces the pressure plate against the clutch disc so that the clutch plate is engaged to flywheel.The advantages of a diaphragm t ype pressure plate assembl y are its compactness, lower weight, fewer moving parts, less effort to engage, reduces rotational imbalance by providing a balanced force around the pressure plate and less chances of clutch slippage.The clutch pedal is connected to the disengagement mechanismeither by a cable or, more commonly, by a hydraulic s ystem. Either way, pushing the pedal down operates the disengagement mechanism which puts pressure on the fingers of the clutch diaphragm via a release bearing and causes the diaphragm to release the clutch plate. With a hydraulic mechanism, the clutch pedal arm operates a piston in the clutch master cylinder. This forces hydraulic fluid through a pipe to the cutch release cylinder where another operates the c lutch disengagement mechanism by a cable.The other parts including the clutch fork, release bearing, bell –housing, bell housing cover, and pilot bushing are needed to couple and uncouple the transmission. The clutch fork, which connects to the linkage, actually operates the clutch. The release bearing fits between the clutch fork and the pressure plate assembly. The bell housing covers the clutch assembly. The bell housing cover fastens to the bottom of the bell housing. This removable cover allows a me chanic to inspect the clutch without removing the transmission and bell housing. A pilot bushing fits into the back of the crankshaft and holds the transmission input shaft.3.2 Brake SystemThe breaking 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 (heat). When stepping on the brakes, the driver commands a stopping force ten times as powerfu l 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.The brake s ystem is composed of the following basic components: the “master cylinder” which is located under the hood, and is directl yconnected 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, speciall y designed to work in extreme condition, fills the system. “Shoes” and “Pads” are pushed by the salve cylinders to contact the “drum” and “rotors” thus causing drag, which (hopefull y) 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.Stepping on the brake pedal, a plunger is actually been pushing against in the master cylinder which forces hydr aulic oil (brake fluid) through a series of tubes and hoses to the braking unit at each wheel. Since hydraulic fluid (or any fluid for that matter) cannot be compressed, pushing fluid through a pipe is just like pushing a steel bar through pipe. Unlike a s teel bar, however, fluid can be directed through many twists and turns on its way to its destination, arriving with the exact same motion and pressure that it started with. It is very important that the fluid is pure liquid and that there is no air bubbles in it. Air can compress which causes sponginess to the pedal and severely reduced braking efficiency. If air is suspected, then the system must be bled to remove the air. There are “bleeder screws” at each wheel and caliper for this purpose.On disk brakes, the fluid from the master cylinder is forced into a caliper where it pressure against a piston. The piton, in-turn, squeezes two brake pads against the disk (rotor) which is attached to the wheel, forcing it to slow down or stop. This process is simila r to the wheel, causing the wheel to stop. In either case, the friction surface of the pads on a disk brake system, on the shoes on a drum brake convert the forward motion of the vehicle into heat. Heat is what causes the friction surfaces (lining) of the pads and shoes to eventually wear out andrequire replacement.Brake fluid is special oil that has specifics properties. It is designed to withstand cold temperatures without thickening as well as very high temperatures without boiling. (If the brake flui d should boil, it will cause you to have a spongy pedal and the car will be hard to stop).The brake fluid reservoir is on top of the master cylinder. Most cars today have a transparent reservoir so that you can see the level without opening the cover. Th e brake fluid lever will drop slightl y as the brake pads wear. This is a normal condition and no cause for concern. If the lever drops noticeabl y over a short period of time or goes down to about two thirds full, have your brakes checked as soon as possible. Keep the reservoir covered expect for the amount of time you need to fill it and never leave a can 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 th at 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 onl y used in places that require flexibility, such as at the front wheels, which move up and dow n as well as steer. The rest of the system uses non-corrosive seamless steel tubing with special fittings at attachment points. If a steel line requires a repair, the best procedure is to replace the complete line. If this is nit practical, a line can be repaired using special splice fittings that are made for brake system repair. You must never use brass “compression” fittings or copper tubing repair a brake system. They are dangerous and illegal.3.2.1 Other Components in the Hydraulic System Proportioning Valve or Equalizer ValveThese valves are mounted between the master cylinder and the rear wheels. They are designed to adjust the pressure between the front and the rear brakes depending on how hard you are stopping. The shorter you stop, the mor e of the vehicle’s weight is transferred to the front wheels, in some cases, causing the rear to lift and the front to dive. These valves are designed to direct more pressure to the front and less pressure to the harder you stop. This minimizes the chance of premature lockup at the rear wheels.Pressure Differential ValveThis valve is usually mounted just below the master and is responsible for turning the brake warning light on when it detects a malfunction. It measures the pressure from the two sections of the master cylinder and compares them. Since it is mounted ahead of the proportioning or equalizer valve, the two pressures it detects should be equal. If it detects a difference, it means that there is probably a brake fluid leak somewhere in the syst em.3．1 离合器发动机产生动力来驱动汽车，它通过传动系把动力传递到车轮上，传动系包含从飞轮到车轮的所有零件。
汽车制动系统-毕业设计外文资料翻译
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。
汽车制动系统(机械、车辆工程毕业论文英文文献及翻译)
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 pedalor hand lever is set.The brake system is composed of the following basic components: 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 “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 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 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 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, 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 releaseAnti-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 of traffic 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 driver might but a t 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 function 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 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 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。
制动系统--文献翻译
Brake systemAutomobile brake is the most important system in cars.Brake are actually energy conversion ,which convert the kinetic energy of the vehicle into thermal energy .When stepping on the brakes,the drive commands a stopping force ten times as p owerful as the force that puts the cars in motin .The brakeing system can exert thousands of pounds of pressure on each of the four brakes.Each vehicle must have two indenpent brake s ystems for safety.The main brake s ystem which is locate under the hoo d and is directly connect to the brake pedal is hydraulically operated and is called the service brake system.The secondary or parking brake system is mechanically operated.To increase safety ,most modern car brake system are broken into two circuits,with two wheels on each circuit.There is a fluid-filled cylinder,called the master cylinder .It supplies pressure to hoth circuits of the car ,and if a fluid leak occurs in one circuit ,only two of the wheels will lose their brakes and the car will be stopped.Why that pushig down on the brake pedal can slow a car to stop? How dose the car transmits the force from the driver’leg to its wheel? It is the work that brakes did.Layout of Typical Brake system When depressing the breke pedal ,the car transmits the force the drive’s foot to its brakes through a fluid.Since the actual brakes require a much greater force than the drive could apply with his leg ,the car must also multipy the force of the driver’s foot.It dose this in two ways: mechanical advantage a nd hydraulic force multiplication .Leverge The pedal is designed in such a way that it can multiply the force from the driver’s leg several times before any force is even transmitted to the brake fluid.In the figure above ,a force F is being applied t o 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 distans (Y) that the left end moves (2Y) .Changing the relat ive lengths of the left and right ends of the lever changes the mulitipliers.Hydraulic Brake Systems The hydraulic system is that force applied at one point is thansmitted to another point using an incompressible fluid , almost alwaays an oil of some so rt .Most brake systems also muitiply the force in the process .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 two pistons .The pipe can also fork ,so that one master cylinder can drive more than one salve cylinder if desired .The other neat thing about a hydraulic s ystem is that it makes force multiplicationfairly eas y . In a hydralic system , all you have to do change the si ze of one piston and cylinder to the other .The automobile brake systems are divided into three t ypes of service brake combinations:drum brake , disc brakes and disc-drum combinations.Drum Brake It uses an internal expanding brake shoe with the lining attactet , working within the confines of a rotating brake surface called a brake drum .The brake shoe diameter is expanded to contact the brake surface by a hydraulic cylinder that is referred to as a wheel cylinder . With drum brake , the fluid is forced into the wheel cylinde which pushed the brake shoes out so that the friction lining are pressed againtst the drum , and cause the wheel to stop .Power brakes back in the day , when most cars had drum brakes ,power brakes were not really necessary ---- drum brakes naturally provide some of their own power assist .Since most cars today have disc brakes ,at least on the front wheels , they need power brakes,Without this device ,a lot of drivers would have very tired legs .The brake booster use Vacuum from the engine to multipiy the force that your foot applies to the master cylinder .Disc Brakes Most modern cars have disc brake on the front wheels , and some have disc brakes on all four wheels ,Disc brakes employ a brake disc that rotates with the wheel ,so it is usually referred to as a brake rotor . On a disc brake , the fluid from the master cylinder is forced into a caliper where it presses against a piston ,in—turn , squeezes two brake pads against the disk which is attached to the wheel ,forcing it to slow down or stop .This process is similar to a bicycle brake where two rubber pads rub against the wheel rim creating friction.The most common type of disc brake on modern cars is the single-piston floating caliper.Self-Adjusting brakes The single-piston floating-caliper disc brake is self-centering and self-adjusting .The caliper is able to slide from side to side so it will move to the center each time the brakes are applied .Also,since there is no spring to pull the pads away from the disc ,the pads always stay in light contact with the rotor .This is important because the pistons in the brakes are much larger in diameter than the ones in the master cylinder .If the brake pistons retracted into their cylinders ,it might take several applications of the brake pedal to pump enough fluid into the brake cylinder to engage the brake pads.Self-Adjusting disc brake Older cars had dual or four-pistin fixed-caliper desiger .A piston on each side of the rotor pushed the padon that side .This design has b een largel y eliminated becausesingle-piston designs are cheaper and more reliable .Emergence Brakes In cars with disc brakes on all four wheels ,an emergency brake has to be actuated by a separate mechanism than the primary brakes in case of a total pr imary brake failure .Most cars use a cable to actuate the emergency brake .Some cars with four-wheel disc brakes have a separate drum brake integrated into the hub of the rear wheels .This drum brake is only for the emergency brake sysem ,and it is actuate d only by the cable;it has no hydraulics .Parking Brakes Cars also have the parking brake system .It is used to hold one or more of the vehicle brakes in an applied position for an extended period of time .This brake system must be capable of holding the vehicle on a grade and bringing the vehicie to a stop if the service brakes fail .The parking brake system used on most current model passenger vehicles operates by applying two rear-wheel brakes through a mechanical system of cable and levers.There are air brakes,anti-lock brakes,too .The forme used in heavy trucks and utilizes compressed air as a source of force to stop the truck .The latter used for solving the lockup problem: it can rapidly pump the brakes whenever the system detects a wheel that is locked up .This pumping of the brakes occurs at ten or more times a second ,far fasrer than a human can pump the brake manually.Post-Sale Service and CallbackThe automobile post-sale service means the sale branch provides all the technical service to the customer before or after they buy the car .It may carry on in pre-sale ,or when selling carries on .What but are more is sells after the vehicles ,cerris on the quality guarantee ,the routine maintenance ,the repair ,the technical consultation and the spare parts supply according to the deadline and so on a series of work .In recent years ,the products performances ,product qualities and product prices are almost convergence the same among those famous international automobile compani es .As a result ,the focus of competition in the market focus and transfer to post-sale .Post-sale functions should be enable to use good car products and to create the best returns ,and thus can prove the successful post-sale work .A perfect post-sale service should have two function : to serve both customers and companies themselves .For customers ,the post-sale service could satisfy them and help them solve problems ;for the companies themselves ,it could accurately reflect product utility information ,quality information ,and important social information ,so that the company can make right decisions based on them .Automobile is the most typical product which highl y unifies thesale and the post-sale service .In the intermation market ,one important criterion for automobile sale agent is whethe they have and fulfill post-sale service .When a customer wants to purchase a car ,the first thing he asks is where to repaire the car and whether there are spare-parts .Only getting postive replies ,will he think of other things .Big automobile companies from Eupope ,the US and Japan all recognize that the first car is sold by sales personnel ,but the second car mainly relies on good post-sale service .The automobile is a big product ,so it is very difficult to f ulfill all kinds of post-sale service only depending upon manufaturers .Usually ,a service network undertakes all technical service for manufacturers.In foreign countries ,the post-sale service network is usually linked with sales network .So it can provid e technical service while selling automobile .And the post-sale service network is composed by distributors ,agents and repairing shops .Post-sale service itself belongs to the technical service category.Automobile is hightly technology-intensive ,so the post-sale service includes technical guidance ,technical consultation ,and technical demonstration and so on .Main points which need to be introduced to the society ,dealers ,post-sale service network and customers are completely done by post-sale department .On the other hand ,as a post-sale service man ,one should make sure that you have satisfied your customers when doing your work ,and should make it clear that you want to know if there are any problems with you work ,no matter when they develop .Since you made the project ,you are naturally the best person to service it ,if and when the need arises .Make this clear to your client .Nobody likes callbacks ,and if you’ve done your job well ,you should have few ,if any ,for months or years after the in stallation or delivery.But let the client know that for repairs that result fromordinary use ,you’ll be glad to keep your work looking and working like new---for a modest fee ,of course .If ,however ,problems arise that are clearl y due to shoddy workmanship ,it is incumbent on you to correct them free of charge .This is ,of course ,perhaps the best reason to get it right the first time .There’s no trick to determine whether you are being called back because of a problem due to you workmanship or the clie nt’t use of the unit .Like everything else we’ve covered in this series ,doing right by your customers is just a matter of honesty .Put honesty into practice as part of your selling system and you’ll find that it is the best way to do what is right for you r business ,too .A checklist for maintaining good customer relations:Do anything you can to help the client visualize in advance how the finished project will look .Don’t give ballpark prices unless you already have a well established relationship with the client .Use customers as references ,but only when you are sure they are totally satisfied.Tell customers you want to know if there are problems with your work and that you can provide any routine service .In everything you do ,be honest with your c lient .Automobile callback system originated from the U.S in 1960s .Now it is not new in the U.S.,European countries ,Japan and South Korea .The U.S.has the longest history of automobile callback and the most strict regulations .Until now ,the American gr and has totally recalled more than 200 million vehicles since 1966 ,and more than 24 million tires ,including passenger vehicle ,trucks ,buses ,motorcycles and so on ,And nearly all auto manufactures in the world have recalled cases in the U.S.China’s Fla w Automobile Prosuct Management Stipulation wasimplemented since October1 ,2004 .Automobile is the machine which is assembled by tens of thousands of components and it is not strang to have this kind of flaw or that kind in materials or designs .But most flaws are recessive ,so they will be gradually exposed after using a period of time and people can then realize the flaw’s existence .Sometimes some batch of vehicle components processing ,assembly or material formula change ,and they possibly bring the flaws .The scope of callback s ystem is extremely explicit ,that is the flaw has to be associated with safet y and should appear in the batch .Recall system mainly aims at the systematic and unified flaws which are related with safety and existing in one batch of vehicles .The goal of the automobile recall is to eliminate the flaw and hidden danger ,ensure the public security ,the public benefit and the social economic order .制动系统制动系统是汽车中最重要的系统，它实际上是个能量转换装置，它把动能转化为内能。
汽车制动系统外文翻译
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 parking 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: 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 “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 th e 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 afluid-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. W hen 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 today have 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.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 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, 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 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, 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 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 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 of traffic 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 occursseveral time per second to “pump” the brakes like a driver mig ht 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. ABSⅡ system 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 function can be divided into three parts: signal processing, logic and safety circuitry. The signal processing sectionis 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 brake lines during anti-braking operation, it is routed to a fluid reservoir. There is one reservoir for the front brake circuit. The reservoirs arelow-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上最重要的系统。
汽车制动系统外文翻译
河南理工大学万方科技学院毕业设计（论文）附录I 中英文文献翻译姓名：王奎所在院系：机械与动力工程系专业班级：机械设计08-3班学号： 05指导教师：赵武原文标题： Automobile Brake System 2012 年 5 月 25 日Automobile Brake System The 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: 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 “slave cylinders” l ocated 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 .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, 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 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 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 andnever 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 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, 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 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.Brakes - what do they do?Brakes are designed to slow down your vehicle but probably not by the means that you think. The common misconception is that brakes squeeze against a drum or disc, and the pressure of the squeezing action is what slows you down. This in fact is only part of the equation. Brakes are essentially a mechanism to change energy types. When you're travelling at speed, your vehicle has kinetic energy. When you apply the brakes, the pads or shoes that press against the brake drum or rotor convert that energy into thermal energy via friction. The cooling of the brakes dissipates the heat and the vehicle slows down. It's the First Law of Thermodynamics, sometimes known as the law of conservation of energy. This states that energy cannot be created nor destroyed, it can only be converted from one form to another. In the case of brakes, it is converted from kinetic energy to thermal energy.Angular force. Because of the configuration of the brake pads and rotor in a disc brake, the location of the point of contact where the frictionis generated also provides a mechanical moment to resist the turning motion of the rotor.Thermodynamics, brake fade and drilled rotors.If you ride a motorbike or drive a race car, you're probably familiar with the term brake fade, used to describe what happens to brakes when they get too hot. A good example is coming down a mountain pass using your brakes rather than your engine to slow you down. As you start to come down the pass, the brakes on your vehicle heat up, slowing you down. But if you keep using them, the rotors or drums stay hot and get no chance to cool off. At some point they can't absorb any more heat so the brake pads heat up instead. In every brake pad there is the friction material that is held together with some sort of resin and once this starts to get too hot, the resin starts to vapourise, forming a gas. Because the gas can't stay between the pad and the rotor, it forms a thin layer between the two whilst trying to escape. The pads lose contact with the rotor, reducing the amount of friction and voila. Complete brake fade.The typical remedy for this would be to get the vehicle to a stop and wait for a few minutes. As the brake components cool down, their ability to absorb heat returns and the next time you use the brakes, they seem to work just fine. This type of brake fade was more common in older vehicles. Newer vehicles tend to have less outgassing from the brake pad compounds but they still suffer brake fade. So why? It's still to do with the pads getting too hot. With newer brake pad compounds, the pads transfer heat into the calipers once the rotors are too hot, and the brake fluid starts to boil forming bubbles in it. Because air is compressible (brake fluidisn't) when you step on the brakes, the air bubbles compress instead of the fluid transferring the motion to the brake calipers. Voila. Modern brake fade.So how do the engineers design brakes to reduce or eliminate brake fade? For older vehicles, you give that vapourised gas somewhere to go. For newer vehicles, you find some way to cool the rotors off more effectively. Either way you end up with cross-drilled or grooved brake rotors. While grooving the surface may reduce the specific heat capacity of the rotor, its effect is negligible in the grand scheme of things. However, under heavy braking once everything is hot and the resin is vapourising, the grooves give the gas somewhere to go, so the pad can continue to contact the rotor, allowing you to stop.The whole understanding of the conversion of energy is critical in understanding how and why brakes do what they do, and why they are designed the way they are. If you've ever watched Formula 1 racing, you'll see the front wheels have huge scoops inside the wheel pointing to the front (see the picture above). This is to duct air to the brake components to help them cool off because in F1 racing, the brakes are used viciously every few seconds and spend a lot of their time trying to stay hot. Without some form of cooling assistance, the brakes would be fine for the first few corners but then would fade and become near useless by half way around the track.Rotor technology.If a brake rotor was a single cast chunk of steel, it would have terrible heat dissipation properties and leave nowhere for the vapourised gas togo. Because of this, brake rotors are typically modified with all manner of extra design features to help them cool down as quickly as possible as well as dissapate any gas from between the pads and rotors. The diagram here shows some examples of rotor types with the various modification that can be done to them to help them create more friction, disperse more heat more quickly, and ventilate gas. From left to right.1: Basic brake rotor. 2: Grooved rotor - the grooves give more bite and thus more friction as they pass between the brake pads They also allow gas to vent from between the pads and the rotor. 3: Grooved, drilled rotor - the drilled holes again give more bite, but also allow air currents (eddies) to blow through the brake disc to assist cooling and ventilating gas. 4: Dual ventilated rotors - same as before but now with two rotors instead of one, and with vanes in between them to generate a vortex which will cool the rotors even further whilst trying to actually 'suck' any gas away from the pads.An important note about drilled rotors: Drilled rotors are typically only found (and to be used on) race cars. The drilling weakens the rotors and typically results in microfractures to the rotor. On race cars this isn't a problem - the brakes are changed after each race or weekend. But on a road car, this can eventually lead to brake rotor failure - not what you want. I only mention this because of a lot of performance suppliers will supply you with drilled rotors for street cars without mentioning this little fact.Big rotors.How does all this apply to bigger brake rotors - a common sports car upgrade? Sports cars and race bikes typically have much bigger discs or rotors than your average family car. A bigger rotor has more material in it so it can absorb more heat. More material also means a larger surface area for the pads to generate friction with, and better heat dissipation. Larger rotors also put the point of contact with the pads further away from the axle of rotation. This provides a larger mechanical advantage to resist the turning of the rotor itself. To best illustrate how this works, imagine a spinning steel disc on an axle in front of you. If you clamped your thumbs either side of the disc close to the middle, your thumbs would heat up very quickly and you'd need to push pretty hard to generate the friction required to slow the disc down. Now imagine doing the same thing but clamping your thumbs together close to the outer rim of the disc. The disc will stop spinning much more quickly and your thumbs won't get as hot. That, in a nutshell explains the whole principle behind why bigger rotors = better stopping power.The different types of brake.All brakes work by friction. Friction causes heat which is part of the kinetic energy conversion process. How they create friction is down to the various designs.Bicycle wheel brakesI thought I'd cover these because they're about the most basic type of functioning brake that you can see, watch working, and understand. The construction is very simple and out-in-the-open. A pair of rubber blocksare attached to a pair of calipers which are pivoted on the frame. When you pull the brake cable, the pads are pressed against the side or inner edge of the bicycle wheel rim. The rubber creates friction, which creates heat, which is the transfer of kinetic energy that slows you down. There's only really two types of bicycle brake - those on which each brake shoe shares the same pivot point, and those with two pivot points. If you can look at a bicycle brake and not understand what's going on, the rest of this page is going to cause you a bit of a headache.Drum brakes - single leading edgeThe next, more complicated type of brake is a drum brake. The concept here is simple. Two semicircular brake shoes sit inside a spinning drum which is attached to the wheel. When you apply the brakes, the shoes are expanded outwards to press against the inside of the drum. This creates friction, which creates heat, which transfers kinetic energy, which slows you down. The example below shows a simple model. The actuator in this case is the blue elliptical object. As that is twisted, it forces against the brake shoes and in turn forces them to expand outwards. The return spring is what pulls the shoes back away from the surface of the brake drum when the brakes are released. See the later section for more information on actuator types.The "single leading edge" refers to the number of parts of the brake shoe which actually contact the spinning drum. Because the brake shoe pivots at one end, simple geometry means that the entire brake pad cannotcontact the brake drum. The leading edge is the term given to the part of the brake pad which does contact the drum, and in the case of a single leading edge system, it's the part of the pad closest to the actuator. This diagram (right) shows what happens as the brakes are applied. The shoes are pressed outwards and the part of the brake pad which first contacts the drum is the leading edge. The action of the drum spinning actually helps to draw the brake pad outwards because of friction, which causes the brakes to "bite". The trailing edge of the brake shoe makes virtually no contact with the drum at all. This simple geometry explains why it's really difficult to stop a vehicle rolling backwards if it's equipped only with single leading edge drum brakes. As the drum spins backwards, the leading edge of the shoe becomes the trailing edge and thus doesn't bite.Drum brakes - double leading edgeThe drawbacks of the single leading edge style of drum brake can be eliminated by adding a second return spring and turning the pivot point into a second actuator. Now when the brakes are applied, the shoes are pressed outwards at two points. So each brake pad now has one leading and one trailing edge. Because there are two brake shoes, there are two brake pads, which means there are two leading edges. Hence the name double leading edge.Disc brakesSome background. Disc brakes were invented in 1902 and patented by Birmingham car maker Frederick William Lanchester. His original design had two discs which pressed against each other to generate friction and slow his car down. It wasn't until 1949 that disc brakes appeared on a production car though. The obscure American car builder Crosley made a vehicle called the Hotshot which used the more familiar brake rotor and calipers that we all know and love today. His original design was a bit crap though - the brakes lasted less than a year each. Finally in 1954 Citroën launched the way-ahead-of-its-time DS which had the first modern incarnation of disc brakes along with other nifty stuff likeself-levelling suspension, semi-automatic gearbox, active headlights and composite body panels. (all things which were re-introduced as "new" by car makers in the 90’s).Disc brakes are an order of magnitude better at stopping vehicles than drum brakes, which is why you'll find disc brakes on the front of almost every car and motorbike built today. Sportier vehicles with higher speeds need better brakes to slow them down, so you'll likely see disc brakes on the rear of those too.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 fluidflows 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 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 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 gsystems have been available for a decade, have led one manufacture to state that the number of traffic 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 driver 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. ABSⅡ sys tem 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 function 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. Themodulator 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 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 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。
汽车制动系统英文文献及翻译
汽车制动系统-英文文献及翻译————————————————————————————————作者：————————————————————————————————日期：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 isdisabled.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。
汽车制动系统中英文对照外文翻译文献
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。
(完整版)汽车制动系统英文文献及翻译)
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。
汽车制动系统英文文献及翻译)
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。
刹车制动系统中英文对照外文翻译文献
中英文对照外文翻译THE BRAKESDon't expect miracles from tuning on the brakes-improvement, yes-but no miracles. There are two reasons for this. First, the racing disc brake system has been developed to a very high state indeed so that there just isn't a lot left in the line of practical improvement and, second, we just don't spend very much time under the brakes. On the average road racing circuit, something less than ten percent of the time required to complete a lap is spent braking. Therefore, a five percent improvement in braking performance (not brake efficiency) would net a theoretical improvement in lap time of one half of one percent or about one half second in a 90 second lap. In actuality, the improvement would be somewhat less because human and practical limitations always prevent us from realizing the full potential benefit from any performance improvement.The big payoff of a well sorted out braking system comes, not from any increase in braking power itself, but in the confidence, consistency and controlability that it provides to the driver. This is particularly true when it comes to corner entry-entry speed, placement, precision and repeatability are all directly dependent upon braking performance and consistency.I would be astonished to learn of a modern road racing car which was delivered with inadequate brakes. Badly arranged or badly set up I'm willing to believe, but inadequate-NO. This statement is valid only so long as we do not change tire size, power output and/or gross weight all out of proportion to the original design. It is definitely not true in those classes of production based touring car and G.T. Car racing where the sanctioning body, through sheer ignorance and/or bloody mindedness prohibits changes to the braking system.BRAKING POWER: WHERE DOES IT COME FROM?It takes an astonishing amount of energy to decelerate a moving vehicle-in fact it takes the same amount of energy to decelerate from one speed to another as it would to accelerate between the two speeds-except that we can decelerate faster because most of the inertial forces are working for us rather than against us. The actual energy required to decelerate our racer is given by the equation:Energy (Ib/ft) = .0335 x [(mph max)2 (mph min)2] x gross weight (lb).For a 1760 Ib car braking from 150 mph to 60 mph we are talking about .0335 x [( 150)2_(60)2] x 1760 = I, I 14,344 Ib/ft.No matter what terminology we use, this is a hell of a lot of energy absorbed in a very short period of time. Somebody once converted the braking energy put out by a GT 40 over the twelve hours of Sebring and came to the conclusion that the same amount of energy could supply the electrical requirements of a fair sized city for a goodly period of time. So where does the energy come from-what actually stops the car?Some comes from the rolling resistance of the tires-not much, but some. A notable amount, at least at high road speeds, comes from the vehicle's aerodynamic drag. A little bit comes from the friction generated between the moving parts of the entire mechanism. Most of it, however, must come from the vehicle's braking system which converts the kinetic energy of vehicle inertia into thermal energy which must then be dissipated into the airstream-because we have yet to figure out a practical method to collect it, store it, and use it for propulsive thrust. We really aren't very efficient. This chapter is devoted to investigating the braking system itself. We shall conveniently ignore the other factors which slow the car because what we really want to do with them is minimize them to increase the acceleration of the vehicle.WHAT WE CAN EXPECT FROM THE BRAKESWhat exactly are we looking for in braking system performance? First of all we need a braking system which is capable of developing enough braking force to exceed the deceleration capacity of the tires-at any speed that the vehicle can reach-time after time, for the duration of the race. All racing cars, and many modified production cars, have such a system-provided that it is properly installed, adjusted and maintained. The braking effortproduced must be directly and linearly proportional to the pedal pressure exerted by the driver. Further, the driver effort required must be reasonable, pedal pressures must be neither so great that Godzilla is required to stop the car nor so light that it will be easy to lock the tires. The pedal position must be correctly matched to the geometry of the driver's foot and ankle, must remain at a constant height and should be really firm and have minimum travel. The system must deliver optimum balance of braking force between the front and rear tires so that the driver can maintain steering control under very heavy braking and yet use all of the decelerative capacity of all four tires. Lastly, the system must offer complete reliability. If the driver is braking as deep and as hard as he should be, any brake system failure will inevitably result in the car leaving the circuit. What happens after that is up to the man upstairs. Brake failure in a racing car at the limit has to be experienced to be understood. This is why even the most heroic drivers are liable to give the brake pedal a reassuring tap before they arrive at their braking marker.We need a vehicle suspension system capable of dealing with the loads and forces generated by heavy braking without wheel hop, suspension bottoming, compliance, adverse camber effects, pull or darting. Most of all we need a driver sensitive and skillful enough to balance the car on the edge of the traction circle under braking and under the combination of braking and cornering. If we do not provide the driver with all of the system parameters listed above, he can not provide us with the skill and daring necessary to ride the edge of the traction circle.EV ALUATION AND DRIVER TECHNIQUEWe'll start out with what is probably the most difficult part of the whole braking scene-evaluation of what you have. Measuring the braking performance of your particular projectile against that of the competition is no easier than comparing any other aspect of vehicle performance-and for the same reasons-too many variables and too much ego involved. This is where instrumentation is invaluable. The biggest variable is, of course, the driver. The very last thing that a really good racing driver learns to do truly well is to use the brakes. Most people take too long to get them on hard, leave them hard on too long and brake too heavily too deep into the corner. Almost invariably the lap times generated by the King of The LateBrakers are slow. His adrenalin level is liable to be abnormally high and he has a tendency to fall off the road. There are several reasons for these characteristics. When you leave your braking too late you are very liable to arrive at the point on the race track where you really want to start your turn only to find that the car will not turn. It will not do so because, in your efforts to save your life, you have the binders on so hard that all of the front tires' available traction is being used in deceleration and there is none left to allow the generation of the side force necessary to turn the car-or, should you somehow succeed in initiating a turn, to keep it in a balanced cornering state. In addition, the front tires are liable to be very nearly on fire and dangerously close to the compound temperature limit. Thirdly, if you are still hard on the brakes when the turn is initiated, forward load transfer has unbalanced the car, the front suspension travel is about used up, the front tires are steeply cambered and, if the thing turns at all, things are going to happen a bit quickly.If you persist in braking too late, the spectators will "ooh" and "ahh" and be impressed no end and the announcer will mention your name frequently-noting that you are really trying out there. You will complain pitifully about corner entry understeer followed by an incredibly rapid transition to power on oversteer. The other drivers will pour by you-either while you are exploring the grey areas of the track in your frantic scrabble for traction or on the way out of the corner when they have both higher exit speed and a better bite. You will do a lot of exploring as your self induced understeer forces you into unintentional late corner entries. Your team manager will eventually catch on, wander out on the course and observe your antics. If the ensuing frank discussion of technique does not inspire you to mend your ways, he will seriously consider either another driver (if you don't own the car) or another job (if you do).So any time that you are going in noticeably deeper than the competent opposition (assuming similar cars) but your lap times are not reflecting the degree of heroism that you feel they should-and the car is entering corners badly-have a good think about the wisdom of your braking points. Slow in and fast out will beat fast in and slow out every time. Of course fast in and fast out beats either of the above-and that's what we are trying to achieve-but you won't come out fast if you go in with the car unbalanced and the front tires on fire. This is notto say that a super late brake application followed by a deliberate early corner entry and a bit of slithering around which uses up a portion of the track that might otherwise be useful to someone else is not a valid desperation maneuver. It is, and it will continue to be-but it isn't very often fast and it is even less often repeatedly fast.THE BRAKE PEDALHaving disposed of the system actuator, it is time to discuss hardware. We will begin with the brake pedal since it is the closest part to the driver. The brake pedal should be very strong-and so should its attachment to the chassis. This may sound very basic and a bit ridiculous-and so it should. Any fool should be able to figure out that if the brake pedal, or any of the associated bits, fractures, bends or tears out of its mountings, big trouble is about to happen. And yet it happens-not very frequently-but it does happen. It has even happened to very good operations. Don't let it happen to you. Take a long hard look at the pedal/master cylinder setup and, if anything even looks like being questionable, redesign and/or reinforce as seems necessary. Remember that the typical brake pedal has a mechanical advantage of at least 3: I and it may be as much as 8: I. The pedal arm must be plenty stout and it must be generously gusseted at the intersection of the bias bearing tube. If the pedal bracket is a chunk of 20 gauge aluminum pop riveted to the floor, it won't be good enough. If it doesn't eventually tear out, it will distort and it is difficult enough to modulate brake pressure without the pedal waving about. The pedal pivot support should be at least 18 gauge steel, it should be either boxed or flanged and it should tie into a corner of major structure. You are going to lean on the pedal very frequently and plenty hard. If the master cylinders are mounted to either sheet metal or to slightly stiffened sheet metal, you will end up with a soft or vague pedal. This particulardesign sin is nowhere near so rare as it should be-especially in those vehicles which do not employ a front bulkhead (a major Sin In Itself). I'll be damned if I know why this is ever allowed, but it is easily detected and remedied. Also look at the master cylinder push rods. It is very desirable that they should not bend. In normal lengths the stock Girting bits will do just fine. Trouble starts at about six inches. We can also get into trouble with really thin wall tubular extensions and with butt welds.PEDAL GEOMETRY AND ADJUSTMENTTake some time and adjust the fore and aft position of the brake (and clutch) pedal to suit the driver's geometry and preference. To do this right may not be as simple as it sounds. The easiest method is that practiced by Lolas, who screw the foot pad into the pedal shaft with a long bolt which is welded to the pad. This gives lots of adjustment without deranging the pedal geometry and offers the added advantage of allowing you to install the pad at an angle should your driver prefer.It is vital that the swing of the pedal be properly positioned on its arc. If the pedal is allowed to go over center as it is pushed, we will have an unfortunate situation where, the harder we push on the pedal, the less braking effort we get-and confusion is a certain result. Once the (minimal) free play has been taken up, we are not going to push the pedal very far, just hard, so that it is a relatively simple matter to adjust the actuating rod length and the position of the pedal pivot so that increased pressure results in increased, or at least linear mechanical advantage. Do so. All of this may involve new brackets, actuating rods, or even a new pedal. It really is important, so do it.We no longer row our way down through the gears to decelerate the car-pity, one more glorious sound gone away. The present racing disc brake system is plenty powerful enough to exceed the tire capacity without help from engine friction. Downshifting while braking merely upsets the balance of the car, involves unnecessary foot movements and makes it more difficult to precisely modulate braking effort. However, we still do downshift. So long as racing drivers must downshift, the traditional heel and toe exercise with the brake and the throttle is a necessity. Otherwise, we will snatch the rear wheels when the clutch engages and instantaneous oversteer will be achieved. As the downshift always occurs either during corner entry or immediately prior to it, oversteer-even transient oversteer-is not to be desired. Whilst downshifting, we are, by definition, braking and, more than likely, braking hard. It would be best if the driver could still modulate the brakes while jabbing at the accelerator. The common deficiency in this department is for the driver to unintentionally decrease brake pedal pressure while stabbing the throttle. Watch the braking area before a slow corner at any race-you can actually see the noses of the slow cars come up during downshifts. Next watch the aces andnote the difference. You will also notice that the nose of the ace's car comes up before the car is locked over into the corner. At any rate, if the driver is not going to upset the pedal pressure while downshifting, the relative positions of the brake and throttle pedals must be perfect-for the individual driver.There are two workable methods of "heel and toeing"-that I know of. The first involves rocking the right foot sideways and catching the throttle with the side of the foot. This is probably the more popular method, but it is difficult to control brake pressure while rocking the foot. The second way is to so arrange things that the heel of the right foot is carried further outboard than the ball and to jab the throttle by extending the heel. It is very much a case of personal preference and ankle geometry. In either case, the throttle pedal, or some part thereof had better be ready to foot when the time comes-we do not want to either hunt for it or stretch for it. Contrariwise, it must be impossible for the driver to inadvertently hit the throttle when he goes for the brakes or to get his foot tangled between the pedals-don't laugh. The necessary fiddling about and moving of things can be greatly facilitated by a bit of forethought. The pedal system most compatible with human geometry and lie down cars is to pivot the brake (and clutch) pedals on the floor and hang the accelerator from the ceiling. It helps a lot if the throttle setup incorporates a left and right hand threaded connector at the pedal end. It is unlikely that your first efforts at getting it right will be successful-drivers have trouble making up their minds and what feels right sitting on the jack stands may not be worth a damn on the race track-especially if the driver was wearing street shoes when you set it up. You may get to do a lot of this sort of thing for a while (sometimes I regret telling drivers that the pedals can be adjusted) so you may as well make it easy on yourself. This may well include making a larger access hole in the top of the tub for your hands. Remember that after each adjustment to the throttle pedal you get to reset the full throttle stop and that, if you change master cylinder sizes, you get to do it all over again.Playing with the shape of the throttle pedal and its arch often pays unexpected dividends.Most drivers insist on some sort of heel locating plate or brace running transversely across the cockpit floor. If the driver does not insist on one, you should-he needs It.The last pedal is the left footrest. There should be one. It provides a place for the driverto brace himself and does away with the worrisome possibility that he might unintentionally rest his left foot on the clutch to the detriment of the clutch plates. Its height should be the same as the clutch pedal and it should be located slightly behind the clutch so that the left foot can simply be slid sideways when required. It should be as wide as practical-making sure that the clutch can be depressed without getting the foot trapped between the two. There usually isn't a lot of excess room in the foot well so the clutch pedal may have to be made more narrow in order to create room for the dead pedal. The footrest should be well attached to the chassis because it will take a lot of pressure, and it is bad if it comes undone.BIG FEET IN SMALL COCKPITSAll English racing drivers must have size six feet! If your hero features size twelve, his fancy footwork in the average kit car is going to suffer some impairment due to interference between his toes and the bodywork, the tub, the anti-roll bar or the steering rack. This is one of the major reasons why the cockpit extends so far forward on the present Formula One Cars. Extensions and/or blisters are sometimes a necessity. Occasionally you will run into foot interference of a more serious nature-worst possible case being the steering rack-the anti-roll bar is a less serious case because it is easier to move. A situation of this nature calls for moving either the offending member or the driver-or maybe finding a driver with smaller feet. Minor interference can be cured by shoe surgery. If you move the driver you will also have to move the pedals. If you move the rack, you will have to re-do the geometry. It is easier not to buy a car with this type of built-in problem. Finding out about this sort of thing on your first test can ruin your whole day-so find out early-particularly if your driver, or his feet, are oversized.DISC BELLS OR TOP HATSWe have now arrived at a point where the pedals fit the driver and nothing is going to bend or fall off-so what can we do to help the actual retarding mechanism? Prepare to Win covered the plumbing, installation and maintenance ends of things and all of this has to be done-step by step. It did not, however, cover the now popular method of attaching the brake discs to the top hats or bells by six bolts in single shear. It did not cover it for the excellentreason that I had not dreamed that anyone would do such a thing. Wrong again! I had reckoned without Lola and March. Not only do these otherwise fine firms cheerfully commit this crime against nature, but they do not allow sufficient bolt hole edge distance or flange thickness to stabilize the bolts and they have been known to use less than optimum grades of aluminum for the bells. They also use fully threaded Allen bolts. Talk about looking for trouble! Chevron also use the same basic system, but their flange thickness is sufficient to get away with it.The layout is a lot less bad and critical on Formula Atlantic cars simply because both vehicle speed and vehicle mass are considerably less than, say Can Am Cars, and so the brake torque is less. Still I have seen the rear bells shear on an Atlantic car. Nothing good has ever been reported about this sort of thing. If you happen to have lots of money, the obvious solution is to get rid of the whole mess and install dog drive discs and bells. This is probably not practical as the dog drive top hats are very expensive to make. So let's explore the alternatives.Step one is to scrap the stock bolts. They are not the prime offenders, but getting rid of them is both cheap and easy. You will have to use either a twelve point or an internal wrenching NAS bolt. If you cannot obtain them, use an "Unbrako" Allen bolt with the correct grip length and cut off the unneeded thread. If you can get the NAS bolts, you may have to turn down the heads to make them fit. In some installations, it is just not possible to use a washer under the bolt head-even a turned down washer. In this case, the bolt hole must be countersunk to clear the radius under the head of the NAS bolts. Do not use stainless or titanium bolts in this application, and use all metal lock nuts.Unfortunately, the prime offender is the top hat itself. It may have several shortcomings. Normally there is both insufficient flange thickness to stabilize the bolt and insufficient edge distance to prevent the bolt from tearing out. The material may also be soft, allowing the bolt head to work into the aluminum which results in a loose assembly and eventual self destruction. The alloy may also be unstable under the heat involved which will cause disc runout. If you check the stupid things as frequently as you should, you will detect the symptoms before a disaster occurs-unless, of course, you are running on a really severe coursewhere you get airborne under the brakes-like Long Beach or Elkhart Lake. In this case the disaster may happen before you notice the symptoms and your driver will go through the experience of shearing the discs off the bells. He will not enjoy the experience, and you will not enjoy rebuilding the resultant wreck.For about 50% of the cost of a stock disc bell, any decent machine shop can make units from high quality forged alloy stock. Probably the best alloy to use is 2024-T4 with 7075T651 and 2017-T451 being acceptable. 6061 is not a good alloy for this application. If space permits, increase both the edge distance and the flange thickness. Save yourself some money by drilling twelve bolt holes instead of the required six and indexing the disc when the holes show elongation or cracking. In addition to lasting a lot longer, the bells will remain more true-especially if you set them up in a lathe and take a truing cut off them every so often. Tilton Engineering makes good top hats and a very clever steel plate to convert bolt on discs to dog drive.制动系统不要指望从调整刹车改进，奇迹，但没有奇迹。
外文翻译-汽车制动系统
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: 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 “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 ca r.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 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 ordisks 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 a short 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 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, 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 rotating 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 thefloating-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 initial position, 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 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 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 braking systems have been available for a decade, have led one manufacture to state that the number of traffic 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 whosefrequency 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 driver 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 function 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 whenit 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 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 store fluid under slight spring pressure until the return delivery pump can return the fluid through the brake lines to the master cylinder.译文汽车制动系统制动系统是汽车中最重要的系统。
中英文文献翻译-制动系统
英文原文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?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 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 you apply adownward 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 two pistons. 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 the left-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 brake pictures.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 the self-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 for long 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 a worn-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.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 function 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.The 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 solenoidvalves 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 store fluid under slight spring pressure until the return delivery pump can return the fluid through the brake lines to the master cylinder.中文译文制动系统众所周知，踩下制动踏板可以使汽车减速至停止。
汽车制动系统-毕业设计外文资料翻译
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 parking 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 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 “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 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 today have 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. 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 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 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 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 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 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 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 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 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 of traffic 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 driver 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. ABSⅡ system 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 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.The control unit’s function 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 threehigh-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 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。
(完整版)汽车制动系统-英文文献及翻译
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 brakeimages。
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）。
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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。