汽車防抱死系統(tǒng)中英文對(duì)照外文翻譯文獻(xiàn)

中英文對(duì)照外文翻譯文獻(xiàn)(文檔含英文原文和中文翻譯)Theantilockbrakingsystem(ABS)analysisAbstract:Automobileantilockbrakingtechnologyisamaturetechnology.Equippedwithanantilocksystem(ABS)ofthevehicleundervariousdrivingconditionsespeciallywhenbraking,emergencybraking,cannotonlyutilizethepotentialofadhesionbetweentireandroadsurface,improvetheantislidingstabilityoftheridingdirection,keepthesteeringoperation,butalsocangivefullplaytothebrakingefficiency,shortenbrakingdistance,improvesafetythispapermainlyintroducestheperformanceofvehicleantilockbrakingsystemofautomobilewheel(ABS)analysisofthedefinition,structureandworkingprinciple,compositionandprincipleoftheelectroniccontrolpartandABSsystem,wheelspeedsensor,hydrauliccontrolcomponentsandprincipleofdevice.Itintroducestheantilocksystem(ABS)faultlightintheABS,ABSknowtheuseandmaintenanceof.Bythewheelantilockbrakingsystem(ABS)basedtointroduceitsworkingprinciple,theanalysisoftheworkingprincipleofABScontroldeviceisintroduced.Keywords:ABS;system;composition;principle;controlOne、wheelantilockbrakingsystem(ABS)1.1wheelantilockbrakingsystem(ABS)technologyisintroducedInearlytwentiethCentury,peoplebegantostudytheantilockbrakingtechnology.Begantoapplytotheaircraftandrailway,untilthelate50's,ABStechnologybegantobeusedinthecar.Thecoreideaistoavoidmakingthesameasthepowerswitch,thehydraulicsystempowercontrolinzeroorthebiggest,butaccordingtothespeedofthewheel,tocontrolthehydraulicpressure,sothatthebrakingperformancetogetthemaximumimprovement.First,awheelspeedsensorismeasuredwithawheeloradriveshafttorotatethetoothnumberofthesensinggear,andthefrequencyandthewheelspeedareproportionaltotheACsignal.TheACsignalofthewheelspeedsensorisfedintoanelectroniccontroller.Theelectroniccontrollercalculatesthespeedofthewheel,thespeedofthewheel,thespeedofthewheel,andthespeedofthevehicle.Thepressureregulatorpumpinstalledinthebrakemasterpumpandbrakesystem,receivecontrollerinstructions,bythepressureregulatingsolenoidvalvetocontrolthebrakingpressureincreaseordecreasethedevice,therebyregulatingthebrakingtorque,andmakethegroundadhesionstatusofthewheelsarelockedtopreventbrake.TheelectroniccontrolleralsocontrolstheothercomponentsoftheABS.Whenthecomponentsareintrouble,thecontrollermakesthealarmlamplight,andmakesthewholesystemstopworking.1.2wheelantilockbrakingsystem(ABS)classificationABSaccordingtothetransmissionmediumofthebrakesystem,canbedividedintotheairpressuresystem,gasliquidsystemandhydraulicsystem.Airpressuresystemismainlyusedforheavydutytruckandtrailer,thecompressedairgeneratedbytheenginedirectlycontrolthepressureofthepump.Gascapsystemisgenerallyusedforlargeandmediumsizedvehicles,inthefrontandrearaxleoftheoriginalbrakepipeineachoftheaircompressor,throughthecontrolofthepowergaschamberoftheinputpressuretoindirectlycontrolthehydrauliccylinderoutput.Hydraulicsystemforcars,vansandlighttrucks,systemincreasedabraketransmissionmediumindependentsupplydevice,suchastributariesmotorandrecyclepump.ABSaccordingtothenumberofcontrolchannelsandthenumberofsensors,canbedividedintosinglechannel,dualchannel,threechannelandfourchanneltype.Accordingtothecontrolmode,ABScanbedividedintomechanicalandelectronictype.DuetomechanicalABScontrolaccuracy,responseisslow,cannotguaranteetheemergencybrakewheelisnotlocked,hasbasicallybeenreplacedbyelectronicABS.Accordingtothearrangementofthepressureregulator,theABSisdividedintotheintegraltypeandtheseparationtype.Theintegraltype,whichismadeintoapressureregulatorandabrakemastercylinder,iscalledaseparationtypeofindependentbrakepressureregulatorandanindependentbrakemastercylinder.Two、wheelantilockbrakingsystem(ABS)compositionandprinciple2.1wheelantilockbrakingsystem(ABS)structureWhenthecarisnormal,thebrakeshoe10andthefrictionplate9inthespring13,andfixedonthewheelhubbrakedrum8tomaintainacertaingap,sothatthebrakedrumcanrotatewiththewheels.Wantstomakeamovingcartosloworstop,aslongasthedrivertosteponbrakepedal1,youcanmakethebodyofthebrakingenergythroughapushrod2andbrakemastercylinderpiston34,themastercylinderbrakefluidpressureintothebrakewheelcylinder6,andthroughtwowheelcylinderpiston7topromotethetwobrakeshoes10togetherwithfrictionplate9aroundthebranchunderwritingturned12,thefrictionplateoutercirclefacepressureinthebrakedrum8ofthesurfaceoftheinnercircle.Inthisway,thebrakeshoefrictionplateisfixedtotherotatingdrumofthebrakedrumandthefrictiontorqueisMu,anditsdirectionisoppositetotherotationdirectionofthewheel.Brakedrumtothebraketorquetransmittedtothewheels,duetothewheelsandtheroadsurfaceadhesion,wheelontheroadsurface.Aforwardedgeforce,brakebrakingforceFu.Atthesametime,theroadalsogivesthewheelabackwardreaction,thatis,theroadsystempowerFb,whichistoforcethecartoslowdownwhenthebrakeuntiltheparkingbrakeforce.Thegreatertheroadbrakingforce,thegreaterthecartoreducethespeed.Whenthedriverreleasesthebrakepedal,Backtothespring13isabouttobrakeshoesbackinplace,theoutercircleofthefrictionplateandtheinnercircleofthebrakedrumtoresumetheoriginalgap,frictiontorqueMuandbrakingforceFbtolift,thebrakefunctionisalsoterminated.Itisnotdifficulttoseethattheroadtostoptheroadfromthecar'sdrivingFbnotonlydependsonthebrakeforceFusize,butalsobythetireandroadadhesionconditions.Thatis,thecarbrakesystemonlyhasasufficientbrakebrakeforceFu,whiletheroadandcanprovidealargeF1,togetalargerroadbrakingforceFb.2.2workingprocessofbrakesystem:1、Parkingbrake.Carparking,manipulationhandbrakevalve3,releasingparkingbrakethree-waypipe6andaquickreleasevalveinthecompressedair,thespringenergystoragetyperearbrakeairchamberinthespringrelease,andpromotethereardrumbrakeshoeopen,frictionplateistightlypressedinthebrakedrumwitharoundface,parkingbrake.Inthebrake,thebrakethreethroughthetubeinthecompressedairhasbeenlost,therearestillparkingbrake.2、Toliftparkingbrake.Starttheengine,drivenbyaircompressoroperation,thebrakesystemairsupplypipelineandtwostoragecylinderwithcompressedair,compressedairpressurecanbethebarometer12toinstructions.Atthispointintheparkingbrakesupplylineinthequickreleasevalve4andtheairpressurealarmswitch5noairpressure,thealarmswitchtocontrolthealarmandthealarmlights,indicatingthecarisintheparkingbrakestate.Manipulationofthehandbrakevalve3toremovethebrakeposition,whenairpressureislower,thepressurewarninglampstilllight,saidbrakepressureisinsufficient;enoughairpressurebrake,parkingbrakegaspipelinethroughthequickreleasevalve4andthree-waypipejointsothattheparkingbrakeairchamberairsupplying,rearwheelbrakeairchamberstoragecompressionspringtherearbrakehoofpieceisreturned,rearwheelbrakeisinanonbrakestate,pressurealarmlights,carbrakepressureenough,youcanstart.3、Drivingbrake.Drivinginthebrakesystemairsupplypipelinepressureenough,setfootdrivingbrakefootbrakepedal,makeastraightfootbrakevalve2action,compressedairthroughthefour-way21fortothefrontbrakechamberjoint,beforethebrakewheel,thistimebrakelampswitch22isswitchedon,thebrakelights;compressedairproportionbyasenseoftheloadstoragevalve8andathree-waypipejoint6todonorofairchamber,therearwheelbrake,wheninstalledintheloadsensingproportionalvalverearbrakelampswitchispowered,thebrakelightbright.Thevehiclebrakingstrengthiscontrolledbythepedaltypebrakevalve,thebrakepedalstrokeisstrong,andthebrakepedaltravelissmallandweak.Wheninsufficientairpressureinthebrakesystem,installedinthewetstoragecylinder16onthelowpressurealarmswitchisturnedon,lowpressurealarmlightsandsirens,saidbrakepressureisinsufficient.4、Thedrivinghandbrake.Whenthefootbrakefailureornoairpressure,cancontrolthehandbrakevalvetothebrakeposition,canmaketherearwheelbrake.5、Thenopressurereleasetheparkingbrake.Thecarparkedinalongtime,maybeinanonpressurestate.Atthistimethecarparkingbrake.Theenginedoesnotstart,youwanttodragthecaraway,canbeusedtorotatethetworearwheelbrakespringbrakeairchamberoftheliftingofthebrakebolts,liftrearparkingbrake.Torecovertheparkingbrake,tocyclethebolt.2.3wheelantilockbrakingsystem(ABS)controlprincipleNowthepopularityofthecarontheABSisbasicallyanintegratedcontrolofelectrohydraulic.Andthatistomakethemechanicaldevice,thecontroldevicetobecometheelectroniccontrol.Thegeneralprincipleistodetectthewheelbythewheelspeedsensor,andthenthewheelspeedsensortomeasurethespeedofthesignalpassedthroughtheamplificationoftheECUcar(someoftheABScomputerisintegratedwiththeenginemanagementcomputerandsoon).Thenthecomputerthroughthesensormeasurementdatatodeterminewhetherthewheellocking,ifthewheelisnotfunctioningproperly,maybelockedorhasbeenlocking)thenacomputercanimmediatelyissuedadirectivetothesolenoidvalve,electromagneticvalveinavacuumstate,soastoachievebrakingforceisreduced,untilthelockinglift,ifatthistimethedriverstillvigorouslybrake,sotheABStoliftcontrolwheelwillreturntothelockedstate,sotheABSagainaccesstheknowlockonceagaintoremove.ThisiswhywearedrivingtheABScartobrakethebrakepedalwillproduceastrongjitter,whichistheABSofthethreesolenoidvalveinthework,thehydrauliccircuitandsometimesthepressurefromtimetotime,sothebrakepedalpulsejitterphenomenon.ThecontrolofABScanbemoreaccurateandmoreactivebyelectronicdevices.ButeventheelectroniccontroloftheABSaccordingtothedifferenttypesofitsconfigurationalsohasalotof.Firstofallfromthehardwareconfigurationismainlydividedinto:1channel2sensor,2channel3sensor,3Channel4sensor,4channel1sensortype,four.Forthefirstway,itcanbesaidtobetheearliestandmostoriginalABScontrolmode.Alsoistoachievetheabovesaidcomputercontrolall,butwhetheritisinformationaccesschannels(sensors)orcontrolchannels(channels)areonlyone.Asdescribedabove,itisthemostdangerousforthebrakingoftherearwheelslockedfirst.Forvehicleemergencybrakingespeciallyonslipperysurfacesundertheemergencybrake,rearwheelisthemosteasytolock.Iftherearwheelsthanthefrontwheelslockedfirst,andthatatthispointthedriverandintentofthesteering,thecarwillbethedangerofskiddingflick.SoforthesinglechannelABSisofcoursetogiveprioritytotherearwheellock.SotheABSsensorisinstalledinthereardifferential,whichisusedtoperceptionoftherearwheelslocking,andsolenoidvalveinstalledontherearbrakehydraulicpipe,whichisusedtoliftthelockingcrisis.Becauseonlyasensorandanelectromagneticvalvetocontrolthewheelbrakingforce,socomputeronlyforoverallrearwheellocktodealwiththecrisis.Ifthefrictioncoefficientofthepavementisdifferent,thenthesystemwillbeverydifficulttoadjustthesizeofthebrakingforceautomatically.Forthe2Channel2sensorABS,thesituationwillbebetter.Butthishardwareconfigurationcanbedividedintotwosolutions.Thefirstsolutionisthetwosensorandtwochannelsareassignedtofrontandrearwheels.Thiscanonlypreventlockingwiththewholeofthefrontwheelsandcanpreventtherearwheelslocked,butforontheleftandrightwheelsrunningonthepavementwithdifferentfrictioncoefficientsispowerless;anotherisforXpipingmodesettings.Theso-calledXistomakethebrakehydraulicpipingdiagonaldistribution.Inotherwords,thehydraulic50%fromthetotalpumpoutoftheleftfrontwheelandtherightrearwheel,whiletheother50%areassignedtotherightfrontwheelandrearwheel.Theonlytwochannelsarefittedonthemainsideoftheleftandrightwheels.SothisABScaninthecaseofhardwarelimitedpartofthesolutionbeforeandafterthewheellockandaroundthewheellock.Butforchannel33sensorhardwareequipmentsituationwouldbealotbetter,thiskindofABSinfrontofusingtwochannelandtwosensor,usingachannelandasensor(rearcontrolDocumentaryChannelsinglesensordesign)intherear,soitcannotonlytoautomaticdistributionbeforeandaftertheoverallbrakingforce,butalsoindependentregulationofthefrontwheelbrakingforce.ButthisisnotthemostperfectABS.ThemostperfectABSiscurrentlythemostwidelyused4Channel4sensorABS.ThiskindofABSreallysatisfiestherequirementofthesystempoweradjustmentonthehardware.Sowhetheritisfrontwheellockedfirstorthefirstlockingrearcanregulateeffectively,andeventhefourwheelsofroadsurfacefrictioncoefficientaredifferent,ABScanalsoautomaticallyadjust,leteachwheelwon'tlock.Sothe4channelsoftheABSsystemandthesystemwithmorethanoneadditionalfeaturecalledEBDelectronicsystempowerautomaticallocation.Infact,inthepurchaseofacar,ifthemanufacturerstopromotethiscarequippedwithEBDelectronicpowerdistribution,thenthecar'sABSforthe4Channel4sensordesign.Buteventhe4Channel4sensorABSaccordingtothedifferentperformanceofthesolenoidvalveisalsodifferent.ThisABSsolenoidvalveismainlydividedintotwotypes:oneisthe3solenoidvalve,theotheristhe2solenoidvalve.Alsoisthesolenoidvalve,therealizationofthefunctionisnotthesame.3solenoidvalvetothebrakehydrauliccontrolintothreekindsofstate,namely:thepressurestate,thestateofdecompressionandbalance.Andthe2bitofthesolenoidvalvecanonlybethebrakehydrauliccontrolinto:thestateandbalanceofthetwokindsofstate.Althoughtheperformanceofacompressionfunctionisnotthesameasthatofapressurefunction.The2isequippedwithasolenoidvalveABS,itcanonlyplaytheroleofpreventingthebrakelocking.Becauseitcanonlyreduceormaintainthebrakefluid,thatis,onlyafterthebrakepedaltothebrakepedal,hecanplayarole.Soevenifitisthe4sensor4channels,canonlyachievethepowerofEBDelectronicsystempowerautomaticallyassigned.AndforequippedwiththreeABSsolenoidvalve,fromthehardware,itmeetstheESPelectronicstabilitysystem,TCStractioncontrolsystemandEDLelectronicbrakingspeedrequirementsofthepoor.Thereasoniscalled3solenoidvalve,iscomparedwiththe2solenoidvalvetoincreasethepressurefunction.Thatis,evenifthedriverdidnotsteponthebrakepedal,thecomputercanalsoautomaticallycontrolasinglewheelbrake.Thenwhatgoodisit?Wefirstsimplyfromthefunctionofthebrake.Ifthecomputercanautomaticallycontroltheincreaseinhydraulic,thenwewillgetamoresecureperformanceinthehighspeedandstrongbraking.Becauseofthehightemperatureofthebrakesystem,thebrakesystemisveryhigh,andthebrakediscisveryhot.Theso-calledthermalattenuationisactuallyduetothebrakediscandbrakeshoeistoohightemperature,resultinginthesurfaceorlocalonthevergeofmelting,theengineeringstrengthisreduced,sothebrakeforcewillweaken.Thesamereason,whenweareataspeedof120,oreven160ofthespeedofthespeedis,iftheneedtospeedupthespeedofthebrakesystemto20oreventheloadisverylarge.Duetothedriver'shabitsistokeepthebrakepedaltoformthesamesocaliperbrakingforceisconstant,soastothelaterstagebrakeduetothehightemperaturebeginstodecay,thedriverisoftendifficulttofindtheweakeningofthebrakingforce,andsowillnotbeactivecontinuetoincreasebrakingpower.Sobecausethethreesolenoidvalveandcontrolofthebrakelinepressurefunction,soitcanautomaticallyincreasethebrakingforce,sothatthespeedofthebraketomaintainlinear,eventotheendofthebrakeandthermaldecay,canalsobeduetothebrakeforceisnotlineartothesafetyrisk.Butthisisjustthethreebitofthesolenoidvalveonthebrakeside,infact,thecontributionofthethreesolenoidvalveisfarmorethanthat.Itsbiggestroleistorealizethecomputerautomaticallytoasinglewheelbrake,sothatESPorEDLcanbeachieved.WeknowthatESPisaBOSCHdevelopmentofasetofelectronicstabilityprogram,toachievesuchanelectronicstability,wemusthavea4Channel4sensorsand3solenoidvalveisequippedwithhardware.ESPwasabletoletfrontwheeldrivecarreduceundersteer,drivereduceoversteer,becauseitcanonthesliprateexceedsacriticalvalueofthewheel(i.e.skiddingofthewheels)separatebraking,soastogetridoftheoutofcontrolofthesituation,allthesedonotneedhumanintervention,andisinaveryshortperiodoftimebycomputercontroltocomplete.Simply,theprincipleisthatthecomputerdetectsthespeedofeachwheelbymeansofthefourwheelspeedsensor,andthencalculatesthespeedofawheelbymeansofavehiclespeedsensorandasteeringanglesensor.Iftheactualspeedofthefourwheelsandthetheoreticalspeeddoesnotmatchthecomputerwilldeterminethewheelhastheriskofslippingoutofcontrol,thenECUwillimmediatelynotifythethreesolenoidvalvetothewheeltobrake,sohereturnedtonormalspeedundertherestrictionofbrakingforce.Sohecanimprovetheactivesafetyperformanceofthecartoagreatextent,makethecarhavebettertracking.ForEDL,itsworkingprincipleissimilartothatofESP.Isthewheelspeedsensordetectionofactivewheelspeedvalue,iftwoactivewheelspeeddifferenceinthenormalrange(throughthesteeringanglesensorjudgment,becauseinturndrivenwheelspeeddifferenceisnormal),sotheABSdoesnotwork;ifdetectedabouttwodrivingwheelspeeddifferenceistoolarge,thecomputerwilldeterminethehighrotationalspeedofthewheelisslipping,sointhreesolenoidvalveundertheactiontothespinofthewheelbrakingforcesappliedadditional,powercanbetransmittedtothenoskidwheelthereto,makethecarcanstillhavenormaltractioncontrol.Ofcourse,forthefourwheeldrivecarthiselectronicdifferentialbrakingismoreimportant,becauseitcanbethroughasinglewheeltoadjustthebrakingforcedistribution.Setcanmakethepoweronanyoneofthewheelsfromthe0%-100%regulation.Soitisnotrequiredtoincreasethecaseofotherhardwaredevicestoachievesuchanumberofderivatives.Thatistosaythe4Channel4sensorandequippedwiththree4bitsolenoidvalveABSiscurrentlythehighestmarketspecificationsABS,aslongastheprogramsupports,youcanachieveallthefunctionsmentionedabove汽車防抱死系統(tǒng)（ABS）的研究分析摘要：汽車制動(dòng)車輪防抱死技術(shù)是一項(xiàng)比較成熟的技術(shù)。裝用車輪防抱死系統(tǒng)（ABS）的汽車在各種行駛條件下制動(dòng)時(shí)，特別是緊急制動(dòng)工況，不僅能較好利用輪胎與路面之間的潛在附著力，提高騎著抗滑的方向穩(wěn)定性，保持轉(zhuǎn)向操作性，而且能充分發(fā)揮制動(dòng)效能，縮短制動(dòng)距離，提高整車的安全性能本文主要介紹汽車車輪防抱死系統(tǒng)（ABS）的定義、結(jié)構(gòu)組成及工作原理分析，和ABS系統(tǒng)的電子控制部分的組成和原理，輪速傳感器，液壓控制裝置的組成和原理。還介紹了車輪防抱死系統(tǒng)（ABS）中的ABS的故障燈，ABS曉得使用和檢修。由車輪防抱死系統(tǒng)（ABS）的基礎(chǔ)來(lái)引出其工作原理，分析ABS工作原理的同時(shí)進(jìn)行控制裝置的介紹。關(guān)鍵詞：ABS；系統(tǒng)；組成；原理；控制1、車輪防抱死系統(tǒng)（ABS）1.1車輪防抱死系統(tǒng)（ABS）的技術(shù)介紹早在20世紀(jì)初，人們就開(kāi)始研究制動(dòng)防抱死技術(shù)。開(kāi)始應(yīng)用于飛機(jī)和鐵路，直到50年代后期，ABS技術(shù)開(kāi)始用于汽車。其核心思想始終是避免使制動(dòng)力像開(kāi)關(guān)一樣，只把液壓制動(dòng)力控制在零或最大，而是根據(jù)車輪的減速情況，階段性地控制液壓，使制動(dòng)性能得到最大限度的改善。首先由輪速傳感器測(cè)出與車輪或驅(qū)動(dòng)軸共同旋轉(zhuǎn)地傳感齒輪的齒數(shù)，從而得到頻率與車輪轉(zhuǎn)速成正比的交流信號(hào)。輪速傳感器的交流信號(hào)送入電子控制器，電子控制器計(jì)算出車輪速度、滑移率和車輪的加、減速度，然后再由電子控制器對(duì)這些信號(hào)加以分析，給壓力調(diào)節(jié)器發(fā)出制動(dòng)壓力控制指令。壓力調(diào)節(jié)器安裝在制動(dòng)系統(tǒng)的制動(dòng)總水泵與制動(dòng)分泵之間，接受控制器的指令后，由壓力調(diào)節(jié)器中的電磁閥控制制動(dòng)壓力的增加或減小，從而調(diào)節(jié)制動(dòng)力矩，使之與地面附著狀況相適應(yīng)防止制動(dòng)車輪被抱死。電子控制器還對(duì)ABS的其他元件進(jìn)行控制，當(dāng)這些元件發(fā)生故障時(shí)，控制器令警報(bào)燈點(diǎn)亮，并使整個(gè)系統(tǒng)停止工作，恢復(fù)到常規(guī)制動(dòng)方式。1.2車輪防抱死系統(tǒng)（ABS）的分類ABS根據(jù)制動(dòng)系統(tǒng)的傳動(dòng)介質(zhì)，可分為氣壓系統(tǒng)、氣頂液系統(tǒng)和液壓系統(tǒng)。氣壓系統(tǒng)主要用于重型載重汽車及其掛車，由發(fā)動(dòng)機(jī)產(chǎn)生的壓縮氣直接控制動(dòng)力分泵的氣壓，不需在原有的系統(tǒng)中增加另外的部件，能較容易地獨(dú)立控制各車輪的制動(dòng)力。氣頂液系統(tǒng)一般用于大中型汽車，在前后軸原有的制動(dòng)管路中各裝一個(gè)空氣加壓器，通過(guò)控制動(dòng)力氣室的輸入氣壓間接地控制液壓主缸的輸出液壓。液壓系統(tǒng)用于轎車、廂式車和輕型載重車，系統(tǒng)中增加了一套制動(dòng)傳動(dòng)介質(zhì)的獨(dú)立供給裝置，如支流電動(dòng)機(jī)和再循環(huán)油泵。ABS根據(jù)控制通道數(shù)量和傳感器數(shù)量，可分為單通道式、雙通道式、三通道式和四通道式。根據(jù)控制方式，ABS可分為機(jī)械式和電子式。由于機(jī)械式ABS控制精度差，反應(yīng)速度慢，不能保證緊急制動(dòng)時(shí)車輪不被抱死，已經(jīng)基本被電子式ABS所取代。根據(jù)壓力調(diào)節(jié)器的布置，ABS分為整體式和分離式。將壓力調(diào)節(jié)器與制動(dòng)總泵制成一體的稱整體式，具有獨(dú)立制動(dòng)壓力調(diào)節(jié)器和獨(dú)立制動(dòng)總泵的稱分離式。2、車輪防抱死系統(tǒng)（ABS）的組成與原理2.1車輪防抱死系統(tǒng)（ABS）的結(jié)構(gòu)組成汽車正常行駛時(shí),制動(dòng)蹄10連同摩擦片9在彈簧13的拉力下，與固定在車輪輪轂上制動(dòng)鼓8之間保持有一定的間隙，使制動(dòng)鼓能隨車輪一同自由轉(zhuǎn)動(dòng)。欲使行駛中的汽車減速或停車時(shí)，駕駛員只要踩下制動(dòng)踏板1，就可使肌體的制動(dòng)能源通過(guò)推桿2和制動(dòng)主缸4中的活塞3，使主缸內(nèi)的制動(dòng)液加壓流入制動(dòng)輪缸6，并通過(guò)兩個(gè)輪缸活塞7推動(dòng)兩個(gè)制動(dòng)蹄10連同摩擦片9繞支承銷12轉(zhuǎn)動(dòng)，使摩擦片的外圓面壓緊在制動(dòng)鼓8的內(nèi)圓面上。這樣，固定不旋轉(zhuǎn)地制動(dòng)蹄摩擦片就對(duì)旋轉(zhuǎn)著的制動(dòng)鼓作用一個(gè)摩擦力矩Mu，其方向與車輪旋轉(zhuǎn)方向相反。制動(dòng)鼓將該制動(dòng)器制動(dòng)力矩傳到車輪后，由于車輪與路面的附著作用，車輪對(duì)路面作用一個(gè)向前的周緣力，即制動(dòng)器制動(dòng)力Fu。同時(shí)，路面也給車輪一個(gè)向后的反作用力，即路面制動(dòng)力Fb，這就是制動(dòng)時(shí)迫使汽車減速行駛直至停車的外力。路面制動(dòng)力愈大，汽車減速度也就愈大。當(dāng)駕駛員松開(kāi)制動(dòng)踏板時(shí)，回位彈簧13即將制動(dòng)蹄拉回原位，摩擦片的外圓面與制動(dòng)鼓的內(nèi)圓面之間恢復(fù)原有間隙，摩擦力矩Mu和制動(dòng)力Fb解除，制動(dòng)作用也就終止。綜上所述不難看出，阻止汽車行駛的路面制動(dòng)力Fb不僅取決于制動(dòng)器制動(dòng)力Fu的大小，而且還受到輪胎與路面間附著條件的限制。也就是說(shuō)，汽車制動(dòng)系只有具備了足夠的制動(dòng)器制動(dòng)力Fu，同時(shí)路面又能提供大的附著力F1時(shí)，才能獲得較大的路面制動(dòng)力Fb。2.2制動(dòng)系統(tǒng)工作過(guò)程①駐車制動(dòng)。汽車駐車時(shí)，操縱手制動(dòng)閥3，放掉駐車制動(dòng)三通管6和快放閥4中的壓縮空氣，使彈簧儲(chǔ)能式后制動(dòng)氣室中的儲(chǔ)能彈簧釋放，推動(dòng)后輪鼓式制動(dòng)器制動(dòng)蹄片張開(kāi)，摩擦片緊壓在制動(dòng)鼓的內(nèi)圓面上，起駐車制動(dòng)作用。在制動(dòng)中，制動(dòng)三通管中壓縮空氣已全部流失，仍有駐車制動(dòng)。②解除駐車制動(dòng)。起動(dòng)發(fā)動(dòng)機(jī)，帶動(dòng)空氣壓縮機(jī)運(yùn)轉(zhuǎn)，使制動(dòng)系統(tǒng)供氣管路和兩個(gè)儲(chǔ)氣筒中充滿壓縮空氣，壓縮空氣的壓力可由氣壓表12來(lái)指示。此時(shí)接在駐車制動(dòng)供氣管路中的快放閥4和氣壓警報(bào)開(kāi)關(guān)5無(wú)氣壓，氣壓警報(bào)開(kāi)關(guān)控制警報(bào)器發(fā)響和警報(bào)燈亮，指示汽車處于駐車制動(dòng)狀態(tài)。操縱手制動(dòng)閥3至解除制動(dòng)位置，氣壓較低時(shí)，氣壓警報(bào)燈仍然燈亮，表示制動(dòng)氣壓不足；制動(dòng)氣壓足夠時(shí)，駐車制動(dòng)供氣管路通過(guò)快放閥4和三通管接頭使駐車制動(dòng)氣室供氣，壓縮后輪制動(dòng)氣室儲(chǔ)能彈簧，使后輪制動(dòng)蹄片回位，后輪制動(dòng)即處于非制動(dòng)狀態(tài)，氣壓警報(bào)燈熄滅，表示汽車制動(dòng)氣壓足夠，可以起步。③行車制動(dòng)。行車中在制動(dòng)系統(tǒng)供氣管路氣壓足夠的情況下，踏下行車制動(dòng)（腳制動(dòng)）踏板，使直踏式制動(dòng)閥2動(dòng)作，壓縮空氣通過(guò)四通接頭21供至前制動(dòng)氣室，使前輪制動(dòng)，此時(shí)前制動(dòng)燈開(kāi)關(guān)22接通，制動(dòng)燈亮；壓縮空氣按比例通過(guò)感載儲(chǔ)閥8和三通管接頭6供至后制動(dòng)氣室，使后輪制動(dòng)，此時(shí)裝在感載比例閥上的后制動(dòng)燈開(kāi)關(guān)9接通，制動(dòng)燈亮。汽車制動(dòng)強(qiáng)度是由直踏式制動(dòng)閥通過(guò)踏板控制的，踏板行程大制動(dòng)強(qiáng)；踏板行程小制動(dòng)弱。當(dāng)制動(dòng)系統(tǒng)中氣壓不足時(shí)，裝在濕儲(chǔ)氣筒16上的低壓警報(bào)開(kāi)關(guān)接通，低壓警報(bào)燈亮和警報(bào)器響，表示制動(dòng)氣壓不足。④行車手制動(dòng)。行車中腳制動(dòng)失靈或無(wú)氣壓時(shí)，可以操縱手制動(dòng)閥至制動(dòng)位置，可使后輪制動(dòng)。⑤無(wú)氣壓解除駐車制動(dòng)。汽車長(zhǎng)期停放，可能處于無(wú)氣壓狀態(tài)。此時(shí)汽車駐車制動(dòng)。發(fā)動(dòng)機(jī)不起動(dòng)，想要將汽車拖走時(shí)，可用扳手旋轉(zhuǎn)兩個(gè)后輪的彈簧制動(dòng)氣室的解除制動(dòng)螺栓，解除后輪駐車制動(dòng)。要想恢復(fù)駐車制動(dòng)，要旋回這個(gè)螺栓。2.3車輪防抱死系統(tǒng)（ABS）的控制原理現(xiàn)在轎車上所普及的ABS基本上都是電液一體式控制的。也就是把機(jī)械的感應(yīng)裝置，控制裝置全部變成了電子來(lái)控制?？偟脑砭褪峭ㄟ^(guò)車輪轉(zhuǎn)速傳感器來(lái)檢測(cè)車輪的運(yùn)轉(zhuǎn)情況，然后把車輪轉(zhuǎn)速傳感器測(cè)得的轉(zhuǎn)速信號(hào)通過(guò)放大以后傳遞給ECU車載電腦（有些車的ABS電腦是跟發(fā)動(dòng)機(jī)管理電腦等集成在一起的）。然后電腦通過(guò)傳感器測(cè)得的數(shù)據(jù)判斷車輪是否抱死，如果車輪運(yùn)轉(zhuǎn)不正常（有可能抱死或已經(jīng)抱死）那么電腦會(huì)立即發(fā)出指令給電磁閥，讓電磁閥處于減壓狀態(tài)，從而達(dá)到降低制動(dòng)力的目的，直到抱死解除，如果此時(shí)駕駛員仍然在大力剎車，那么ABS解除控制后車輪又會(huì)回到抱死狀態(tài)，那么ABS再次接入知道抱死再次解除。這就是為什么我們?cè)隈{駛ABS車大力制動(dòng)的時(shí)候剎車踏板會(huì)產(chǎn)生強(qiáng)烈的抖動(dòng)，這就是ABS的三位電磁閥在工作，液壓油路時(shí)而增壓時(shí)而減壓，所以造成剎車踏板的脈沖抖動(dòng)現(xiàn)象。通過(guò)電子設(shè)備接入以后ABS的控制能夠更加精確，而且更加主動(dòng)。不過(guò)即便是電子控制的ABS根據(jù)其配置的不同種類也有很多。首先從硬件配置來(lái)說(shuō)主要分為：1通道1傳感器式，2通道2傳感器式，3通道3傳感器式，4通道4傳感器式等四種。對(duì)于第一種方式，可以說(shuō)是最早最原始的ABS的控制方式。同樣是實(shí)現(xiàn)上文說(shuō)的電腦控制一切，但無(wú)論是信息獲取渠道（傳感器）還