防抱死制动系统毕业论文外文翻译

附录一 英文原文Anti-lock braking systemFrom Wikipedia, the free encyclopediaAn anti-lock braking system (ABS) is a safety system that allows the wheels on a motor vehicle to continue interacting tractively with the road surface as directed by driver steering inputs while braking, preventing the wheels from locking up (that is, ceasing rotation) and therefore avoiding skidding.An ABS generally offers improved vehicle control and decreases stopping distances on dry and slippery surfaces for many drivers; however, on loose surfaces like gravel or snow-covered pavement, an ABS can significantly increase braking distance, although still improving vehicle control.Since initial widespread use in production cars, anti-lock braking systems have evolved considerably. Recent versions not only prevent wheel lock under braking, but also electronically control the front-to-rear brake bias. This function, depending on its specific capabilities and implementation, is known as electronic brakeforce distribution (EBD), traction control system, emergency brake assist, or electronic stability control (ESC).HistoryEarly systemsThe ABS was first developed for aircraft use in 1929 by the French automobile and aircraft pioneer, Gabriel Voisin, as threshold braking on airplanes is nearly impossible. An early system was Dunlops Maxaret system, which was introduced in the 1950s and is still in use on some aircraft models.These systems use a flywheel and valve attached to a hydraulic line that feeds the brake cylinders. The flywheel is attached to a drum that runs at the same speed as the wheel. In normal braking, the drum and flywheel should spin at the same speed. However, if a wheel were to slow down, then the drum would do the same, leaving the flywheel spinning at a faster rate. This causes the valve to open, allowing a small amount of brake fluid to bypass the master cylinder into a local reservoir, lowering the pressure on the cylinder and releasing the brakes. The use of the drum and flywheel meant the valve only opened when the wheel was turning. In testing, a 30% improvement in braking performance was noted, because the pilots immediately applied full brakes instead of slowly increasing pressure in order to find the skid point. An additional benefit was the elimination of burned or burst tires.In 1958, a Royal Enfield Super Meteor motorcycle was used by the Road Research Laboratory to test the Maxaret anti-lock brake. The experiments demonstrated that anti-lock brakes can be of great value to motorcycles, for which skidding is involved in a high proportion of accidents. Stopping distances were reduced in most of the tests compared with locked wheel braking, particularly on slippery surfaces, in which the improvement could be as much as 30 percent. Enfields technical director at the time, Tony Wilson-Jones, saw little future in the system, however, and it was not put into production by the company.A fully mechanical system saw limited automobile use in the 1960s in the Ferguson P99 racing car, the Jensen FF, and the experimental all wheel drive Ford Zodiac, but saw no further use; the system proved expensive and unreliable in automobile use.Modern systemsChrysler, together with the Bendix Corporation, introduced a computerized, three-channel, four-sensor all-wheel ABS called Sure Brake for its 1971 Imperial.It was available for several years thereafter, functioned as intended, and proved reliable. In 1971, General Motors introduced the Trackmaster rear-wheel only ABS as an option on their Rear-wheel drive Cadillac models. In the same year, Nissan offered an EAL (Electro Anti-lock System) as an option on the Nissan President, which became Japans first electronic ABS.In 1988, BMW introduced the first motorcycle with an electronic-hydraulic ABS: the BMW K100. Honda followed suit in 1992 with the launch of its first motorcycle ABS on the ST1100 Pan European. In 2007, Suzuki launched its GSF1200SA (Bandit) with an ABS. In 2005, Harley-Davidson began offering ABS as an option for police bikes. In 2008, ABS became a factory-installed option on all Harley-Davidson Touring motorcycles and standard equipment on select models. OperationThe anti-lock brake controller is also known as the CAB (Controller Anti-lock Brake).A typical ABS includes a central electronic control unit (ECU), four wheel speed sensors, and at least two hydraulic valves within the brake hydraulics. The ECU constantly monitors the rotational speed of each wheel; if it detects a wheel rotating significantly slower than the others, a condition indicative of impending wheel lock, it actuates the valves to reduce hydraulic pressure to the brake at the affected wheel, thus reducing the braking force on that wheel; the wheel then turns faster. Conversely, if the ECU detects a wheel turning significantly faster than the others, brake hydraulic pressure to the wheel is increased so the braking force is reapplied, slowing down the wheel. This process is repeated continuously and can be detected by the driver via brake pedal pulsation. Some anti-lock system can apply or release braking pressure 16 times per second. The ECU is programmed to disregard differences in wheel rotative speed below a critical threshold, because when the car is turning, the two wheels towards the center of the curve turn slower than the outer two. For this same reason, a differential is used in virtually all roadgoing vehicles.If a fault develops in any part of the ABS, a warning light will usually be illuminated on the vehicle instrument panel, and the ABS will be disabled until the fault is rectified.The modern ABS applies individual brake pressure to all four wheels through a control system of hub-mounted sensors and a dedicated micro-controller. ABS is offered or comes standard on most road vehicles produced today and is the foundation for ESC systems, which are rapidly increasing in popularity due to the vast reduction in price of vehicle electronics over the years. Modern electronic stability control (ESC or ESP) systems are an evolution of the ABS concept. Here, a minimum of two additional sensors are added to help the system work: these are a steering wheel angle sensor, and a gyroscopic sensor. The theory of operation is simple: when the gyroscopic sensor detects that the direction taken by the car does not coincide with what the steering wheel sensor reports, the ESC software will brake the necessary individual wheel(s) (up to three with the most sophisticated systems), so that the vehicle goes the way the driver intends. The steering wheel sensor also helps in the operation of Cornering Brake Control (CBC), since this will tell the ABS that wheels on the inside of the curve should brake more than wheels on the outside, and by how much.The ABS equipment may also be used to implement a traction control system(TCS) on acceleration of the vehicle. If, when accelerating, the tire loses traction, the ABS controller can detect the situation and take suitable action so that traction is regained. More sophisticated versions of this can also control throttle levels and brakes simultaneously.ComponentsThere are four main components to an ABS: speed sensors, valves, a pump, and a controller. Speed sensorsThe anti-lock braking system needs some way of knowing when a wheel is about to lock up. The speed sensors, which are located at each wheel, or in some cases in the differential, provide this information.ValvesThere is a valve in the brake line of each brake controlled by the ABS. On some systems, the valve has three positions:In position one, the valve is open; pressure from the master cylinder is passed right through to the brake.In position two, the valve blocks the line, isolating that brake from the master cylinder. This prevents the pressure from rising further should the driver push the brake pedal harder.In position three, the valve releases some of the pressure from the brake.PumpSince the valve is able to release pressure from the brakes, there has to be some way to put that pressure back. That is what the pump does; when a valve reduces the pressure in a line, the pump is there to get the pressure back up.ControllerThe controller is an ECU type unit in the car which receives information from each individual wheel speed sensor, in turn if a wheel loses traction the signal is sent to the controller, the controller will then limit the brakeforce (EBD) and activate the ABS modulator which actuates the braking valves on and off.UseThere are many different variations and control algorithms for use in an ABS. One of the simpler systems works as follows:The controller monitors the speed sensors at all times. It is looking for decelerations in the wheel that are out of the ordinary. Right before a wheel locks up, it will experience a rapid deceleration. If left unchecked, the wheel would stop much more quickly than any car could. It might take a car five seconds to stop from 60mph (96.6 km/h) under ideal conditions, but a wheel that locks up could stop spinning in less than a second.The ABS controller knows that such a rapid deceleration is impossible, so it reduces the pressure to that brake until it sees an acceleration, then it increases the pressure until it sees the deceleration again. It can do this very quickly, before the tire can actually significantly change speed. The result is that the tire slows down at the same rate as the car, with the brakes keeping the tires very near the point at which they will start to lock up. This gives the system maximum braking power.When the ABS system is in operation the driver will feel a pulsing in the brake pedal; this comes from the rapid opening and closing of the valves. This pulsing also tells the driver that the ABS has been triggered. Some ABS systems can cycle up to 16 times per second.Brake typesAnti-lock braking systems use different schemes depending on the type of brakes in use. They can be differentiated by the number of channels: that is, how many valves that are individually controlledand the number of speed sensors. Four-channel, four-sensor ABSThis is the best scheme. There is a speed sensor on all four wheels and a separate valve for all four wheels. With this setup, the controller monitors each wheel individually to make sure it is achieving maximum braking force.Three-channel, three-sensor ABSThis scheme, commonly found on pickup trucks with four-wheel ABS, has a speed sensor and a valve for each of the front wheels, with one valve and one sensor for both rear wheels. The speed sensor for the rear wheels is located in the rear axle. This system provides individual control of the front wheels, so they can both achieve maximum braking force. The rear wheels, however, are monitored together; they both have to start to lock up before the ABS will activate on the rear. With this system, it is possible that one of the rear wheels will lock during a stop, reducing brake effectiveness.One-channel, one-sensor ABSThis system is commonly found on pickup trucks with rear-wheel ABS. It has one valve, which controls both rear wheels, and one speed sensor, located in the rear axle. This system operates the same as the rear end of a three-channel system. The rear wheels are monitored together and they both have to start to lock up before the ABS kicks in. In this system it is also possible that one of the rear wheels will lock, reducing brake effectiveness. This system is easy to identify. Usually there will be one brake line going through a T-fitting to both rear wheels.EffectivenessA 2003 Australian study by Monash University Accident Research Centre found that ABS: Reduced the risk of multiple vehicle crashes by 18 percent,Reduced the risk of run-off-road crashes by 35 percent.On high-traction surfaces such as bitumen, or concrete, many (though not all) ABS-equipped cars are able to attain braking distances better (i.e. shorter) than those that would be easily possible without the benefit of ABS. In real world conditions even an alert, skilled driver without ABS would find it difficult, even through the use of techniques like threshold braking, to match or improve on the performance of a typical driver with a modern ABS-equipped vehicle. ABS reduces chances of crashing, and/or the severity of impact. The recommended technique for non-expert drivers in an ABS-equipped car, in a typical full-braking emergency, is to press the brake pedal as firmly as possible and, where appropriate, to steer around obstructions. In such situations, ABS will significantly reduce the chances of a skid and subsequent loss of control.In gravel, sand and deep snow, ABS tends to increase braking distances. On these surfaces, locked wheels dig in and stop the vehicle more quickly. ABS prevents this from occurring. Some ABS calibrations reduce this problem by slowing the cycling time, thus letting the wheels repeatedly briefly lock and unlock. Some vehicle manufacturers provide an off-road button to turn ABS function off. The primary benefit of ABS on such surfaces is to increase the ability of the driver to maintain control of the car rather than go into a skid, though loss of control remains more likely on soft surfaces like gravel or slippery surfaces like snow or ice. On a very slippery surface such as sheet ice or gravel, it is possible to lock multiple wheels at once, and this can defeat ABS (which relies on comparing all four wheels, and detecting individual wheels skidding). Availability of ABS relieves most drivers from learning threshold braking.A June 1999 National Highway Traffic Safety Administration (NHTSA) study found that ABS increased stopping distances on loose gravel by an average of 22 percent.According to the NHTSA,ABS works with your regular braking system by automatically pumping them. In vehicles not equipped with ABS, the driver has to manually pump the brakes to prevent wheel lockup. In vehicles equipped with ABS, your foot should remain firmly planted on the brake pedal, while ABS pumps the brakes for you so you can concentrate on steering to safety.When activated, some earlier ABS systems caused the brake pedal to pulse noticeably. As most drivers rarely or never brake hard enough to cause brake lock-up, and a significant number rarely bother to read the cars manual, this may not be discovered until an emergency. When drivers do encounter an emergency that causes them to brake hard, and thus encounter this pulsing for the first time, many are believed to reduce pedal pressure, and thus lengthen braking distances, contributing to a higher level of accidents than the superior emergency stopping capabilities of ABS would otherwise promise. Some manufacturers have therefore implemented a brake assist system that determines that the driver is attempting a panic stop (by detecting that the brake pedal was depressed very fast, unlike a normal stop where the pedal pressure would usually be gradually increased, Some systems additionally monitor the rate at the accelerator was released) and the system automatically increases braking force where not enough pressure is applied. Hard or panic braking on bumpy surfaces, because of the bumps causing the speed of the wheel(s) to become erratic may also trigger the ABS. Nevertheless, ABS significantly improves safety and control for drivers in most on-road situations.Anti-lock brakes are the subject of some experiments centred around risk compensation theory, which asserts that drivers adapt to the safety benefit of ABS by driving more aggressively. In a Munich study, half a fleet of taxicabs was equipped with anti-lock brakes, while the other half had conventional brake systems. The crash rate was substantially the same for both types of cab, and Wilde concludes this was due to drivers of ABS-equipped cabs taking more risks, assuming that ABS would take care of them, while the non-ABS drivers drove more carefully since ABS would not be there to help in case of a dangerous situation.A similar study was carried out in Oslo, with similar results.References1.Effectiveness of ABS and Vehicle Stability Control Systems (PDF). Royal Automobile Club of Victoria. April 2004. Retrieved 2010-12-07.2.Classic Aviation Ads: Wheels Dunlop Maxaret 1957. A. 2010-07-20. Retrieved 2010-12-07.3.Non-Skid Braking. FLIGHT International. 30 October 1953. pp. 587588. 4Reynolds, Jim (1990). Best of British Bikes. Patrick Stephens Ltd. ISBN1-85260-033-0.5.Chrysler Imperial Sure Brake system description. ImperialClub.org. 6.History. We Love Cadillacs. 7.1972 Cadillac Fleetwood History. MotorE. 8.Electro antilock system (installed in Nissan President). 240 Landmarks of Japanese Automotive Technology. Society of Automotive Engineers in Japan, Inc.9.KI4CY (2003-02-13). Ram Glossary of abbreviations and terms. Dodgeram.org. Retrieved 2010-12-07.10. Nice, Karim. How Anti-Lock Brakes Work. howstuffworks. Retrieved October 2, 2010.11.ABS Frequently Asked Questions. ABS Education Alliance. 2004-05-03. Retrieved 2009-10-22.12.NHTSA Light Vehicle Antilock Brake System Research Program Task 4: A Test Track Study of Light Vehicle ABS Performance Over a Broad Range of Surfaces and Maneuvers, Jan 1999 PDF13.Gerald J. S. Wilde (1994). 7. Remedy by engineering?. Psyc.queensu.ca. Retrieved 2010-12-07.注：本文出自“维基解密自由百科全书” ，网址：http:/en.wikipedia.org/wiki/Anti-lock_braking_system附录二 中文译文防抱死制动系统防抱死制动系统（ABS）是一种在驾驶员采取紧急制动时使机动车车轮相对路面处于边滚边滑的状态，从而防止车轮抱死（即停止转动）打滑的安全系统。防抱死制动系统能够帮助驾驶员提高在干燥和湿滑的路面上对车轮的控制和缩短制动距离。但是在松散碎石路面或者被雪覆盖的路面上，防抱死制动系统能使制动距离显著增长，不过仍能提高对车轮的控制。自从被广泛使用在汽车生产上，防抱死制动系统有了很大的变化。最新型的防抱死制动系统不仅能够在制动时防止车轮抱死，而且还能电子控制前、后轮的制动偏差。根据其特殊的功能和实施方式，这些功能被称为电子制动力分配（EBD），牵引力控制系统，紧急制动辅助或电子稳定控制（ESC）。一、防抱死制动系统（ABS）的发展历程1.早期的防抱死制动系统 防抱死制动系统（ABS）最早是由法国汽车和飞机的先驱加布里埃尔佛伊辛（Gabriel Voisin）在1929年研制来供飞机使用的，但是用极限制动的法式来对一架飞机进行制动几乎是不可能的。一个早期的防抱死制动系统是邓禄普（Dunlop）的马克塞里特（Maxaret）制动系统，它是20世纪50年代发明的，至今还应用在某些型号的飞机上。这种系统使用附有液压连接线的飞轮和阀门与制动缸连接。飞轮与一个和车轮保持相同转速的制动鼓连接。在正常制动时，制动鼓和飞轮以相同的速度转动。但是，如果一个车轮转速慢了下来，制动鼓的转速也会慢下来，而飞轮则还在以原来的转速快速转动，这将导致阀门打开，允许少量的制动液由旁路绕过制动主缸流入储液器，从而降低制动缸压力，释放制动器。制动鼓和飞轮的使用使得车轮只有在阀门打开时才会转动。在测试中，为了便于找到滑行点，飞行员采取完全立即制动而不是缓慢增加压力来制动，这使得制动性能提高了30。另外一个好处可以消除轮胎烧毁或爆炸的危险。1958年，一辆皇家恩菲尔德超级摩托车被道路研究实验室用来测试马克塞里特（Maxaret）制动系统。实验表明，防抱死制动系统应用于摩托车上可以有很大价值，因为有很大部分的事故都与打滑有关。与车轮抱死的情况相比，在大多数实验中，使用了这一系统的制动距离都减少了，特别是在湿滑路面上，其改善可高达百分之三十。恩菲尔德那时的技术总监托尼威尔逊-琼斯（Tony Wilson-Jones）看到了这个系统没什么前途，因此，它没有被公司投入生产。20世纪60年代，机械式防抱死制动系统在汽车上的使用还很有限，仅在弗格森（Ferguson） P999赛车、杰森（Jensen） FF和测试版四轮驱动的福特十二生肖（Ford Zodiac）上使用，但以后却没有看到继续使用。这一系统被证明不仅价格昂贵，而且使用在汽车上可靠性差。 2.现代防抱死制动系统 克莱斯勒（CHRYSLER）公司与本迪克斯（BENDIX）公司合作，共同开发了被称为“万无一失制动器（SURE-TRACK）”的具有电脑化控制、三通道、四传感器的全轮防抱死制动系统，并装备于1971年的帝国（IMPERIAL）轿车。在这之后的许多年，它都按照期望的状态运作，并证明了其可靠性。1971年，通用汽车公司推出了赛道大师（Trackmaster）后轮防抱死制动系统并将其作为其后轮驱动的凯迪拉克（Cadillac）车型的一个选配项目。同年，日产（Nissan）为日产总统（President）车型提供了一个选配项目电控防抱死系统（EAL），这一系统是日本第一个电控防抱死制动系统。 1988年，宝马（BMW）推出了第一款摩托车用电子液压防抱死制动系统：宝马K100 。 本田（Honda）引入宝马的技术于1992年推出了其第一款摩托车用防抱死制动系统并应用于ST1100泛欧（Pan European）车型上。2007年，铃木（Suzuki）推出了具有防抱死制动系统的GSF1200SA强盗（Bandit）车型。2005年，哈雷戴维森（Harley-Davidson）开始将防抱死制动系统作为警用摩托车的一个配置。2008年，防抱死制动系统的成为所有哈雷戴维森旅行车型的工厂安装选配项和一些选择车型的标准配置。二、防抱死制动系统工作原理 防抱死制动控制器被称作CAB 。一个典型的防抱死制动系统包括一个中央电子控制单元 （ECU），四个轮速传感器和装在制动回路上的至少两个液压阀构成。电子控制单元不断监控每一个车轮的转速，如果它检测到某个车轮转动的速度明显比其它车轮低得多时（这个情况表示车轮即将紧急抱死），这时它将开启液压阀，以减少制动回路上的压力，从而有效的减小作用在这个车轮上的制动力，使这个车轮转速加快；相反地，如果电子控制单元（ECU）检测到某个车轮转速比其它的速度明显加快，作用在这个车轮上的液压制动力将增加，增加的制动力使车轮转速减慢。这个过程不断重复，由此产生了通过制动踏板可以感受到的极具特色的脉动。有些防抱死系统，可每秒获得或释放制动压力16次。当车轮转速的差异值低于一个临界值时，将会忽略这个差异，因为当汽车转弯时，相对转弯曲线的中心，内侧两个车轮转速比外侧两个车轮转速慢。出于这个原因，差速器被实际运用于几乎所有在路上行驶的车辆上。 如果故障发生在防抱死制动系统的某个部位上，在汽车仪表板上的警示灯通常会一直亮起，防抱死制动系统将被停用，直到故障被矫正。 现代的防抱死制动系统可以通过一个传感器和专用微控制器系统单独为每一个车轮提供制动压力。目前，防抱死制动系统是大部分生产的车辆的标准配置，也是汽车电子稳定控制系统（ESC）的基础，为了降低汽车电子产品的价格，这几年汽车电子稳定控制系统（ECS）正在迅速普及。现代电子稳定控制（ESC或ESP）系统是防抱死制动系统概念的一个演变。在这个系统中，至少增加两个附加的传感器来帮助系统工作：