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1、毕 业 设 计（论 文）外 文 参 考 资 料 及 译 文译文题目： ABS technology development profile ABS技术的发展简介 学生姓名： 周翔翔 学号： 0804110928 专业： 机械设计制造及其自动化（现代汽车技术） 所在学院： 机电工程学院 指导教师： 付香梅 职称： 2012年2月12日An anti-lock braking system (ABS) (translated from German, Anti-Blockier System) is a safety system on motor vehicles which prevents
2、the wheels from locking while braking.A rotating road wheel allows the driver to maintain steering control under heavy braking, by preventing a locked wheel or skid, and allowing the wheel to continue to forward roll and create lateral control, as directed by driver steering inputs. Disadvantages of
3、 the system include increased braking distances under some limited circumstances (ice, snow, gravel, soft surfaces), and the creation of a false sense of security among drivers who do not understand the operation, and limitations of ABS.Since it came into widespread use in production cars (with vers
4、ion 2 in 1978), ABS has made considerable progress. Recent versions not only handle the ABS function itself (i.e. preventing wheel locking under braking), but also electronic control of the front-to-rear bias known as electronic brakeforce distribution (EBD), traction control system (TCS or ASR), an
5、 emergency brake assist (BA, EBA or HBA), and electronic stability control (ESP, ESC or DSC), amongst others.HistoryAnti-lock braking systems were first developed for aircraft in 1929, by the French automobile and aircraft pioneer, Gabriel Voisin, as threshold braking an airplane is nearly impossibl
6、e. An early system was Dunlops Maxaret system, introduced in the 1950s and still in use on some aircraft models.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; th
7、e system proved expensive and, in automobile use, somewhat unreliable. However, a limited form of anti-lock braking, utilizing a valve which could adjust front to rear brake force distribution when a wheel locked, was fitted to the 1964 Austin 1800.ABS brakes on a BMW motorcycleChrysler, together wi
8、th the Bendix Corporation, introduced a crude, limited production ABS system on the 1971 Imperial. Called Sure Brake, it was available for several years, and had a satisfactory performance and reliability record. Ford also introduced anti lock brakes on the Lincoln Continental Mark III and the Ford
9、LTD station wagon, called Sure . The German firms Bosch and Mercedes-Benz had been co-developing anti-lock braking technology since the 1930s, and introduced the first completely electronic 4-wheel multi-channel ABS system in trucks and the Mercedes-Benz S-Class in 1978. ABS Systems based on this mo
10、re modern Mercedes design were later introduced on other cars and motorcycles. General Motors introduced the Trackmaster ABS on their Cadillac models in 1971 as an option that was operational on the rear wheels for RWD modelsIn 1988 BMW became the worlds first motorcycle manufacturer to introduce an
11、 electronic/hydraulic ABS system, this on their BMW K100. In 1992 Honda launched its first ABS system, this on the ST1100 Pan European. In 1997 Suzuki launched its GSF1200SA (Bandit) with ABS.OperationThe anti-lock brake controller is also known as the CAB (Controller Anti-lock Brake).A typical ABS
12、is composed of a central electronic control unit (ECU), four wheel speed sensors (one for each wheel), and two or more hydraulic valves within the vehicle brake circuit. The ECU constantly monitors the rotational speed of each wheel. When it senses that any number of wheels are rotating considerably
13、 slower than the others (a condition that is likely to bring it to lock - see note below), it actuates the valves to decrease the pressure on the specific braking circuit for the individual wheel, effectively reducing the braking force on that wheel. The wheel(s) then turn faster; when they turn too
14、 fast, the force is reapplied. This process is repeated continuously, and this causes the characteristic pulsing feel through the brake pedal. A typical anti-lock system can apply and release braking pressure up to 20 times a second.Note: The ECU needs to determine when some of the wheels turn consi
15、derably slower than any of the others because when the car is turning the two wheels towards the center of the curve inherently move slightly slower than the other two which is the reason why a differential is used in virtually all commercial cars. The sensors can become contaminated with metallic d
16、ust, or other contaminants, and fail to correctly detect wheel slip; this is not always picked up by the internal ABS controller diagnostic.citation needed In this occurrence, the ABS warning light will usually be illuminated on the instrument panel, and the ABS will be disabled until the fault is r
17、ectified.Additional developmentsModern 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 simp
18、le: 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 the necessary individual wheel(s) (up to three with the most sophisticated systems), so that the vehicle goes the way the driver intends. Th
19、e 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.Traction controlThe ABS equipment may also be used to implement traction control sys
20、tem (TCS, ASR) 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. Manufacturers often offer this as a separately priced option even though the infrastructure is largely sha
21、red with ABS.citation needed More sophisticated versions of this can also control throttle levels and brakes simultaneously.Mercedes-Benz was the first to offer this electronic traction control system in 1985.EffectivenessA 2003 Australian study 3 by University Accident Research Centre found that AB
22、S:Reduced the risk of multiple vehicle crashes by 18 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
23、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
24、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 los
25、s 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
26、briefly lock and unlock. 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 su
27、rface 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 Traf
28、fic Safety Administration (NHTSA) study found that ABS increased stopping distances on loose gravel by an average of 22 percent.4中文翻译如下：防抱死制动系统（ABS）是一个防止机动车辆车轮锁定的制动安全系统。一个旋转的车轮允许驱动力作用下维持沉重的制动转向控制，防止锁定车轮或防滑，使车轮继续向前滚动，并建立横向控制，驱动转向。该系统的缺点包括增加一些有限的情况下（冰，雪，砾石，“软”的表面）的制动距离，并创造一个使司机拥有“虚假的安全感”的状态，他们不明白的操作和A
29、BS的限制。因为它在生产汽车的广泛使用（与1978年的“第2版”），ABS已经取得了长足进步。最新版本不仅处理ABS函数本身（即防止车轮在制动时锁定），而且电子控制电子制动力分配（EBD），牵引力控制系统（TCS或ASR）的前端到后方的偏差，“紧急“刹车辅助（BA的EBA或HBA），电子稳定控制（ESP，ESC或DSC），和其他一些问题。历史防抱死制动系统，在1929年率先研制于飞机上，由法国汽车和飞机的先驱，加布里埃尔VOISIN研制，虽然当时制动飞机几乎是不可能的。早期的系统是于1929年研发的邓禄普的MAXRET系统，现今仍然使用在一些飞机模型上。一个完全的机械系统是在弗格森P99的赛车
30、上运用的詹森FF和实验的全轮驱动的Ford Zodiac 。20世纪60年代，在汽车上有一点的使用，但没有进一步的使用;因为昂贵的系统在汽车的日常使用上有点不现实。但是，有限形式的利用一个阀门可以自动调节一个车轮锁定后轮刹车力分配的防抱死刹车系统，被装到1964年的奥斯汀1800。ABS刹车在一款宝马的摩托车Chrysler上得到有限的生产。被称为“当然刹车”，是因为这几年，这个系统有一个令人满意的性能和可靠性记录。福特还推出了被称为“当然牵引控制系统”的应用在林肯大陆马克III和福特汽车有限公司旅行车上的防锁死刹车系统。德国博世公司和奔驰已共同开发防抱死制动技术，自20世纪30年代以来，在1
31、978年推出的第一个完全电子4轮多通道ABS系统应用在卡车和梅赛德斯 - 奔驰S级上。基于这种更现代的奔驰设计，ABS系统后来被引入其他汽车和摩托车。通用汽车在1971年推出的凯迪拉克车型车型，“威多利” ABS系统被作为一个可选选项用在后轮驱动车型上。宝马在1988年成为世界第一的运用电子/液压ABS系统的摩托车制造商，这在宝马在自己的K100上有所介绍。本田在1992年推出第一款的ABS系统，这运用在ST1100泛欧上。铃木在1997年推出装有ABS的GSF1200SA（土匪）车型。行动防抱死制动控制器也被称为CAB（控制器防抱死制动）。一个典型的ABS是由一个中央电子控制单元（ECU），
32、四个车轮转速传感器（每个车轮），两个或两个以上的液压阀组成。 ECU的不断监控每个车轮的转速。当它检测到任意数量的车轮转动相比别的车轮慢（一个条件，很可能把它锁定），驱动阀门，以减少个别轮制动的电路上的压力，有效地降低了该轮（S）的制动力量。，然后转越快，当他们转得太快，它会再次发力。这个过程不断重复，这将导致通过制动踏板有特性脉冲的感觉。一个典型的防抱死系统，可以接受和释放制动压力可达每秒20次。注：ECU的需要来确定一些的车轮转动时比任何人要慢得多，因为当汽车转向中心的曲线固有的两个轮子移动略慢比其他两个 - 这就是为什么只有一个的原因。被用于几乎所有的商用车。传感器可以检测金属粉尘，或其
33、他污染物污染，无法正确检测到车轮打滑，这并不意味着总是挑选ABS控制器通过内部诊断。在这种情况的发生，ABS警告灯通常会被点亮。仪表盘上，ABS将被禁用，直到故障被纠正。其他发展现代电子稳定性控制（ESC或ESP）系统的ABS已经从概念上发生演变。在这里，至少两个额外的传感器加入到帮助系统的工作中：这是一个方向盘角度传感器，和陀螺传感器。操作原理很简单：当陀螺传感器检测到它不配合方向盘传感器报告，ESC软件将刹车必要的个别轮（S）（最多三个用最先进的方向系统），使车辆按照司机的打算行驶。方向盘传感器也有助于在弯道制动控制（CBC）的运作，因为这会告诉我们运用ABS的汽车内侧车轮制动能力比外侧车
34、轮制动强，而现在更强一点。牵引力控制ABS的设备也可以用来实现对车辆的加速牵引力控制系统（TCS，ASR）。如果在加速时，轮胎失去牵引力，ABS控制器可以检测到情况，并采取适当行动，使牵引恢复。制造商通常会提供作为单独定价的选项，即使基础设施在很大程度上与ABS共享。这更复杂的版本也可以同时控制油门开度和刹车。在1985年，梅赛德斯 - 奔驰是第一家提供电子牵引力控制系统的公司。效能2003年的澳大利亚莫纳什大学事故研究中心的研究发现：多个车祸的风险减少了18，减少了35的运行越野崩溃的风险。配备的ABS-汽车上的高牵引力的表面，如沥青或混凝土，许多（尽管不是全部）比那些没有ABS的能够实现更
35、好的制动距离（即短）。在现实世界的条件下，甚至是一个警告，没有ABS熟练的司机会觉得很困难，甚至通过对像手动制动技术的使用，对一个典型的驱动器的性能匹配或改善与现代设备齐全的ABS-车辆。 ABS减少崩溃的机会和/或影响的严重程度。建议非专业司机的车配备ABS，在一个典型的完整的紧急制动，并在适当情况下，带领绕过周围障碍物。在这种情况下，ABS将大大减少打滑和失去控制的机会。在碎石，沙子和厚厚的积雪，ABS往往会增加制动距离。这些表面上， ABS防止发生车轮锁定和更迅速地停止车辆。有些ABS为了校准减缓循环时间减少这个问题，从而让车轮反复简要锁定和解锁。这种表面上的ABS的主要好处是增加驾驶员保持对汽车的控制，而不是减少打滑的能力虽然柔软的表面，如像雪或冰砾石或湿滑路面上仍然可能失去控制。非常湿滑的表面上，如片冰或砂石，它可能是一次锁定多个轮子，这可以依靠ABS（这依赖于比较所有四个车轮，和检测个别车轮打滑）。1999年6月全国公路交通安全管理局（NHTSA）的研究发现，ABS的松散的砾石上增加了22的平均制动距离。
