標(biāo)準(zhǔn)編號(hào):	GB/T 5620-2020
中文名稱:	道路車輛　汽車和掛車制動(dòng)名詞術(shù)語及其定義
英文名稱:	Road vehicles—Vocabulary and definition for braking of automotive vehicles and their trailers
中標(biāo)分類:	T24    制動(dòng)系統(tǒng)
行業(yè)分類:	GB    國(guó)家標(biāo)準(zhǔn)
ICS分類:	43.040.40 43.040.40    制動(dòng)系統(tǒng) 43.040.40
發(fā)布機(jī)構(gòu):	國(guó)家市場(chǎng)監(jiān)督管理總局 國(guó)家標(biāo)準(zhǔn)化管理委員會(huì)
發(fā)布日期:	2020-09-29
實(shí)施日期:	2021-4-1
標(biāo)準(zhǔn)狀態(tài):	valid
替代舊標(biāo)準(zhǔn):	GB/T 5620-2002 道路車輛 汽車和掛車制動(dòng)名詞術(shù)語及其定義
翻譯語言:	英文
文件格式:	PDF
中文字符數(shù):	42000 字
翻譯價(jià)格(元):	1700.0
交付時(shí)間:	付款后 1 個(gè)工作日

This standard is developed in accordance with the rules given in GB/T 1.1-2009. This standard replaces GB/T 5620-2002 Road vehicles - Braking of automotive vehicles and their trailers - Vocabulary. The following main technical changes have been made with respect to GB/T 5620-2002: ——endurance braking system and its control device are added for the braking system (see 3.2.4); ——the terms and definitions of braking systems relating to transmission means are added (see 4.2); ——relevant terms of brake components are moved to Clause 5 (see 5.5.1, and Clause 9 of 2002 edition); ——the terms and definitions of "Categories of retarder” and “auxiliary device consuming energy” are added (see 5.5.3.1 and 5.14); ——the term and definition of “non-continuous braking system” are deleted (see 5.3.5 of 2002 edition); ——the definition of “retarder” is modified (see 5.5.3 and 4.5.3 in 2002 edition); ——the terms and definitions of “engine braking”, “exhaust retarder”, “hydrodynamic retarder”, “hydrostatic retarder”, “permanent-magnetic retarder”, “regenerative braking retarder”, “mechanical regenerative braking retarder” are added (see 5.5.3.2.1, 5.5.3.2.3, 5.5.3.2.5.1, 5.5.3.2.5.2, 5.5.3.2.6.2, 5.5.3.2.6.3, 5.5.3.2.7); ——the term and definition of “friction retarder” are deleted (see. 4.5.3.6 of 2002 edition); ——the terms and definitions of “traction control system”, “stability control system”, “brake hold and release aid”, “autonomous intelligent cruise control system” and “coupling force control system” are added (see 6.2, 6.3, 6.4, 6.5, 6.6); ——relevant terms of the appearance of brake lining are moved to Clause 7 (see 7.1, and 9.5 of 2002 edition); ——the terms and definitions of “brake application”, “brake actuation”, “brake release”, “actuation threshold”, “clamping”, “brake release position”, “braking performance”, “braking slip”, “friction force coefficient”, “adhesion utilization”, “compatibility” are added (see 9.2, 9.3, 9.4, 9.5, 9.6, 9.7, 9.8, 9.18, 9.19, 9.20, 9.21); ——the terms related to pressure are listed separately, and the terms such as "cut-out pressure" and "cut-in pressure” are added (see Clause 10, and 6.4 of 2002 edition); ——the terms and definitions of “graduated braking”, “automatic braking”, “automatically commanded braking”, “selective braking”, “predominance”, “running clearance”, “circuit”, “braking modulation” are added (see Clause 11). This standard is identical to ISO 611: 2003 Road vehicles - Braking of automotive vehicles and their trailers - Vocabulary. The Chinese documents consistent and corresponding with the normative international documents in this standard are as follows: ——GB/T 3730.1- 2001 Motor vehicles and trailers - Types - Terms and definitions (ISO 3833: 1977, MOD) The following editorial changes have been made in this standard: ——the standard name is changed to Road vehicles - Vocabulary and definition for braking of automotive vehicles and their trailers ——the definitions of some terms are rewritten according to Chinese expression habits. This standard was proposed by the Ministry of Industry and Information Technology of the People's Republic of China. This standard is under the jurisdiction of the National Technical Committee of Auto Standardization (SAC/TC 114). The previous editions of this standard are as follows: ——GB/T 5620.1-1985, GB/T 5620.2-1985; ——GB/T 5620-2002. Road vehicles Vocabulary and definition for braking of automotive vehicles and their trailers 1 Scope This standard defines the principal terms used in relation to the braking and braking equipment of motor vehicles and their trailers as defined in ISO 3833. This standard it is applicable the systems or elements involved during the operation of braking, or the values characterizing the whole or a part of the operation. 2 Normative references The following referenced documents are indispensable for the application of this document. For dated references, only the edition cited applies. For undated references, the latest edition of the referenced document (including any amendments) applies. ISO 3833: 1977 Road vehicles - Types - Terms and definitions ISO/TR 13487: 1997 Braking of road vehicles - Consideration on the definition of mean fully developed deceleration 3 Braking systems and equipment - General 3.1 braking equipment all braking systems fitted to a vehicle 3.2 braking system combination of parts which fulfill one or more of the following functions: ——control (usually to reduce) a vehicle’s speed, ——bring the vehicle to a halt or hold it stationary 3.2.1 service braking system braking system allowing the driver to control, directly or indirectly and in a graduated manner, the speed of a vehicle during normal driving or to bring the vehicle to a halt 3.2.2 secondary braking system braking system allowing the driver to control, directly or indirectly and in a graduated manner, the speed of a vehicle or to bring the vehicle to a halt in case of failure of the service braking system 3.2.3 parking braking system braking system allowing a vehicle to be held stationary mechanically, even on an inclined surface, particularly in the absence of the driver 3.2.4 endurance braking system sum of all devices in a vehicle which enable the driver, virtually without friction brake wear and tear, to reduce the speed or to travel a long descent at nearly constant speed; it may contain multiple retarders Note: An endurance braking system may include ——energy supplying device(s); ——control device(s); ——transmission device(s), ——energy dissipation device(s), and ——auxiliary device(s). 3.2.4.1 Types of endurance braking system control devices 3.2.4.1.1 independent control device device controlling the endurance braking system independently from the service braking system 3.2.4.1.2 integrated control device device integral to the service braking system control device such that both endurance and service braking systems are applied simultaneously or suitably phased in operation 3.2.4.1.3 cut-out device device preventing the operation of the endurance braking system from being linked to the operation of the service braking system 3.2.4.2 retarder See 5.5.3. 4 Categories of braking system 4.1 Braking systems relating to their energy supplying device 4.1.1 muscular energy braking system braking system in which the energy necessary to produce the braking force is supplied solely by the physical effort of the driver 4.1.2 power-assisted braking system/energy-assisted braking system braking system in which the energy necessary to produce the braking force is supplied by the physical effort of the driver assisted by one or more energy-supplying device(s), for example, vacuum-assisted braking system (with vacuum booster), power hydraulic-assisted braking system (with hydraulic booster) 4.1.3 non-muscular energy braking system full-power braking system braking system in which the energy necessary to produce the braking force is supplied by one or more energy-supplying device(s) excluding the physical effort of the driver, for example, full-air braking system, full-power hydraulic braking system, air-over-hydraulic braking system Note: A braking system in which the driver can generate braking force in a failed energy condition by muscular effort acting on the system is excluded from the definition. 4.1.4 inertia braking system (trailer) braking system in which the energy necessary to produce the braking force arises from the thrust generated by a trailer approaching its towing vehicle 4.1.5 gravity braking system (trailer) braking system in which the energy necessary to produce the braking force arises from the lowering of an element of a trailer mass under the influence of gravity 4.1.6 spring braking system braking system in which the energy required for braking is supplied by one or more compressed springs acting as an energy storage accumulator 4.2 Braking systems relating to transmission means 4.2.1 mechanical braking system braking system in which the control and energy are transmitted from the point of application to the brake(s) by mechanical means such as levers, rods or cables 4.2.2 hydraulic braking system braking system in which the control and energy are transmitted from the point of application to the brake(s) by hydraulic transmission devices 4.2.3 pneumatic braking system braking system in which the control and energy are transmitted from the point of application to the brake(s) by hydraulic transmission devices Note: Two systems are possible: compressed air braking system and vacuum braking system. 4.2.4 air-over-hydraulic braking system braking system having stored pneumatic energy, hydraulically actuated brakes and transmission means incorporating a pneumatic-to-hydraulic converter 4.2.5 electric braking system braking system in which the actuating forces for the brake(s) are primarily produced by electric motors, responding to electrical transmission signals 4.2.6 electronic braking system; EBS braking system in which the control is generated and processed as an electrical signal in the control transmission, where an electrical output signal controls devices which produce the actuation forces 4.3 Braking systems relating to arrangement of transmission means 4.3.1 single-circuit braking system braking system having a transmission employing a single circuit so that in the event of a failure of this transmission, no energy for the production of the actuation force can be transmitted 4.3.2 dual-circuit braking system braking system having a transmission employing two separate circuits so that in the event of a failure of one transmission circuit, the second circuit remains able to control and transmit the energy necessary to generate the actuation force to those brake(s) connected to the system 4.3.3 multi-circuit braking system braking system having a transmission employing several separate circuits so that in the event of a failure of one transmission circuit, the other circuits remain able to control and transmit the energy necessary to generate the actuation force to those brake(s) connected to the system 4.4 Braking systems relating to vehicle combination 4.4.1 single-line braking system braking system that uses a single connection line both for the energy supply to, and for controlling the braking system of, a towed vehicle 4.4.2 two-line or multi-line braking system braking system that uses two or more connection lines separately, but simultaneously, for the energy supply to, and for controlling the braking system of, a towed vehicle 4.4.3 continuous braking system combination of braking systems for vehicles forming a vehicle combination characterized by the following: ——the driver, from the driving seat, may graduate, by the single operation of a directly operated control device on the towing vehicle, an indirectly operated control device on the towed vehicle; ——the energy necessary to produce the braking force of each of the vehicles forming the combination is supplied by the same energy source (which may be the muscular effort of the driver); ——simultaneous or suitably phased braking is applied to each of the vehicles forming the combination 4.4.4 semi-continuous braking system combination of braking systems for vehicles forming a vehicle combination characterized by the following: ——the driver, from the driving seat, can graduate, by the single operation of a directly operated control device on the towing vehicle, an indirectly operated control device on the towed vehicle; ——the energy necessary to produce the braking force of each of the vehicles forming the combination is supplied by at least two different energy sources (one of which may be the muscular effort of the driver); ——simultaneous or suitably phased braking is applied to each of the vehicles forming the combination 5 Braking system components Note: A braking system consists of connected devices which supply energy, control and transmit that energy to the brakes and, if necessary, via supplementary devices on the towing vehicle, to the brakes of a towed vehicle. 5.1 energy-supplying device part of a braking system which supplies, regulates and, if necessary, conditions the energy required for braking, and which terminates at the point where the transmission device starts, i.e. where the various circuits of the braking systems, including the circuits of accessories if fitted, are protected either from the energy-supplying device or from each other Note: This is also applicable to towed vehicles. 5.2 energy source part of the energy-supplying device which generates the energy Note: It may be located away from the vehicle (e.g. in the case of a compressed air braking system for a trailer) but may, in the simplest systems, be the muscular strength of the driver. 5.3 control device part of a braking system which initiates its operation and controls its output, and which starts at the point of application when directly operated by the driver (or another person) or at the point where a control signal is fed into the braking system when indirectly operated by the driver or when operated without his or her intervention, and which may terminate either at the point where the energy necessary to produce the application force is distributed or where a part of that energy is distributed for the control of that application force Note 1: The control signal may be conveyed within the control device by, for example, mechanical, pneumatic, hydraulic or electrical means, including the use of auxiliary or non-muscular energy. Note 2: The control device may be operated by ——the direct action of an individual, either by hand or foot, ——the indirect action of the driver or, in the case of a towed vehicle only, without any action, ——variation of the pressure in a connecting pipe or of the electrical signal in a cable between the towing and towed vehicles, either at the time of operation of one of the braking systems of the towing vehicle or in the case of a failure, and ——the inertia of the vehicle or by its weight or that of one of its constituent elements (e.g. by approach or separation of the towing and towed vehicles or by the lowering of a constituent element). 5.4 transmission device part of a braking system which transmits the energy distributed by the control device, starting either at the point where the control device terminates or at the point where the energy-supplying device terminates, and terminating at the point where the brake starts Note: The transmission device may, for example, be of mechanical, hydraulic, pneumatic (pressure above or below atmospheric), electric or combined (e.g. hydromechanical, hydropneumatic) type. 5.5 brake parts of a braking system in which the forces opposing the movement or tendency to movement of the vehicle are developed 5.5.1 friction brake brake in which the components attached to a fixed part of the vehicle are applied by the actuation force against one or more components attached or coupled to a wheel or an assembly of wheels Note: The friction brake in which the effect of an actuation force or forces is increased by the friction forces is called a “self-servo” type. 5.5.1.1 drum brake friction brake in which the friction forces are produced between the components attached to a fixed part of the vehicle and the internal or external surface of a drum 5.5.1.2 disc brake friction brake in which the friction forces are produced between the components attached to a fixed part of the vehicle and the faces of one (more) discs 5.5.1.3 Friction brake components 5.5.1.3.1 brake lining assembly component of drum brake or disc brake which is pressed against the drum or disc, respectively, to produce the friction force 5.5.1.3.1.1 shoe assembly brake lining assembly of a drum brake 5.5.1.3.1.1.1 leading shoe assembly shoe assembly on which the effect of the actuation force is increased by the friction forces generated between the rotating drum and the brake lining 5.5.1.3.1.1.2 trailing shoe assembly shoe assembly on which the effect of the actuation force is decreased by the friction forces generated between the rotating drum and the brake lining 5.5.1.3.1.2 pad assembly brake lining assembly of a disc brake 5.5.1.3.2 attachment carrier component of a brake lining assembly to which the brake lining is attached 5.5.1.3.2.1 shoe component of a shoe assembly which carries the brake lining 5.5.1.3.2.2 back plate component of a pad assembly which carries the brake lining 5.5.1.3.3 brake lining friction lining friction material component of a brake lining assembly 5.5.1.3.4 lining profile circumscribed line around the lining rubbing surface area 5.5.1.3.5 Brake adjustment devices 5.5.1.3.5.1 manual brake adjustment device brake adjustment device that allows an operator to manually adjust the running clearance between linings or pads and drums or discs when wear and tear occur on these components during service 5.5.1.3.5.2 automatic brake adjustment device brake adjustment device that maintains a running clearance between linings or pads and drums or discs within established tolerance bands when wear and tear occur on these components during service 5.5.2 positive engagement brake brake in which non-rotating elements of the vehicle prevent, by positive engagement, the movement of components attached in a permanent manner to a wheel or an assembly of wheels Note: Positive engagement brakes are normally only applied when the vehicle is stationary (lock). 5.5.3 retarder energy transformation means used to provide an endurance braking function independent of the friction brakes Note: There are two main categories of retarders: primary retarder and secondary retarder. These categories cover the types of retarder defined in 5.5.3.2, except for the aerodynamic retarder, which is in a category of its own. 5.5.3.1 Categories of retarder 5. 5.5.3.1 primary retarder retarder located on the drive train of a motor vehicle at the engine side of the gearbox (torque converter) 5.5.3.1.2 secondary retarder retarder located on the drive train of a motor vehicle between the gearbox (torque converter) and the drive axle(s) Note: All retarders connected to non-driven axles are secondary retarders. 5.5.3.2 Types of retarder 5.5.3.2.1 engine brake means whereby the engine drag resulting from the reduction of the fuel input and the throttling of the induction air supply whilst the engine is linked to the driving wheels retards the vehicle 5.5.3.2.2 engine retarder mechanism in which an increased retarding effect is obtained by changing the valve timing to increase the internal resistance (drag) of the engine 5.5.3.2.3 exhaust retarder mechanism in which an increased retarding effect is obtained by blocking the flow of the exhaust gas to increase the internal resistance of the engine 5.5.3.2.4 electronic traction motor retarder mechanism in which the electric traction motor, linked to the driving wheels, exercises a retarding effect on the moving vehicle, for example, by functioning as a current generator 5.5.3.2.5 hydraulic retarder mechanism in which a retarding effect is obtained by using components linked, usually to the driving wheels, and which pumps a fluid in a restricted circuit 5.5.3.2.5.1 hydrodynamic retarder hydraulic retarder in which power is absorbed by dissipating the kinetic energy of the pumped fluid 5.5.3.2.5.2 hydrostatic retarder hydraulic retarder in which power is absorbed by causing the pumped fluid to develop a considerable pressure in the circuit 5.5.3.2.6 Electric retarders 5.5.3.2.6.1 electromagnetic retarder mechanism in which a retarding effect is obtained by the action of an electromagnetic field on a rotating component (eddy current, hysteresis) linked to one (more) wheel(s) 5.5.3.2.6.2 permanent-magnetic retarder mechanism in which a retarding effect is obtained by the action of a permanent magnetic field on a rotating component (eddy current, hysteresis) linked to one (more) wheel(s) 5.5.3.2.6.3 regenerative braking retarder retarder which, through the generation of braking torque by electrical means, recovers kinetic energy from the vehicle in order to store it in a battery 5.5.3.2.7 mechanical regenerative braking retarder retarder which, through the generation of braking torque by mechanical means, recovers kinetic energy from the vehicle in order to store it in an energy reservoir 5.5.3.2.8 aerodynamic retarder mechanism in which a retarding effect is obtained by causing an increase in the air resistance, for example, by the deployment of movable surfaces 5.6 Energy or control transmission lines for fluids 5.6.1 pipe / tube line, either flexible or rigid, for transmission of hydraulic or pneumatic energy 5.6.1.1 rigid pipe line of permanently-formed shape linking two parts fixed relative to each other Note: Any deformation suffered by such a connection is permanent. 5.6.1.2 semi-rigid pipe line of non-permanent shape linking two parts fixed relative to each other 5.6.1.3 flexible pipe line of non-permanent shape linking two parts which are moveable with respect to each other Note: A coiled pipe is a special version of a flexible pipe. 5.6.2 Classification according to function 5.6.2.1 internal supply line line linking the energy source or the energy reservoir to the device controlling the energy flow (e.g. brake valve) 5.6.2.2 actuating line line linking the device controlling the energy flow (e.g. brake valve) to the device converting the energy of the agent into mechanical energy (e.g. brake cylinder) 5.6.2.3 pilot line line linking a control device (e.g. brake valve) to another control device (e.g. relay valve), the energy flow serving only as a signal to the second control device 5.6.3 Pneumatic piping connecting braking equipment between towing vehicle and trailer(s) 5.6.3.1 supply line means of supplying energy from a towing vehicle to the energy reservoir of the towed vehicle 5.6.3.2 control line means of connecting the signal which controls braking to devices which adjust the braking level in the trailer accordingly 5.6.3.3 common supply and control line (single line braking system) line serving equally as energy supply and control line 5.7 coupling head; glad hand device to connect or disconnect internal supply line, actuating line and pilot lines 5.8 braking force proportioning device device whose function is to modify, automatically or otherwise, the braking force for the purpose of achieving the required braking distribution 5.8.1 load-sensing device device which automatically adjusts the braking force on one or more wheels of the vehicle in accordance with the static or dynamic load on those wheels 5.8.2 pressure-sensing device device which automatically adjusts the braking force on one or more wheels of the vehicle with a designed relationship to the input pressure 5.8.3 deceleration-sensing device device which automatically adjusts the braking force on one or more wheels of the vehicle in accordance with the deceleration of the vehicle 5.9 warning device optical or audible device warning the driver when certain conditions of operation of the braking system or systems have become critical, have failed or require maintenance 5.10 Electronic devices 5.10.1 sensor component responsible for sensing the conditions of rotation of the wheel(s) or the dynamic condition of the vehicle, and for transmitting this information to the controller 5.10.2 controller component responsible for evaluating the information supplied by a sensor or sensors and for transmitting control signals to the modulator 5.10.3 modulator component responsible for modulating the pressure and therefore the braking force in direct response to control signals received from the controller 5.11 supplementary device (towing/towed vehicles) part of a braking system on a towing vehicle intended for the supply of energy to, and control of, the braking system on the towed vehicle and which comprises the components between the energy-supplying device of the towing vehicle and the supply line coupling head (inclusive), and between the transmission device(s) of the towing vehicle and the control line coupling head (inclusive) 5.12 actuation mechanism all mechanical components of the transmission device linking an operating element (e.g. Cylinder) to the brake 5.13 auxiliary release device (spring brake actuator) device allowing the removal of the brake input force resulting from the spring brake actuator when its feed pressure has fallen below the hold-off pressure, for example, as a result of a failure, and which is operated only to allow the vehicle to be moved after such a failure has occurred 5.14 auxiliary device consuming energy any device in a vehicle not belonging to a braking system but which uses the same energy source(s) and/or energy accumulators as the braking system circuits 6 Driver supporting control braking systems 6.1 anti-lock braking system; ABS system which automatically modulates the pressure producing the braking forces at the wheels to limit the degree of wheel slip 6.1.1 Types of wheel control 6.1.1.1 individual wheel control ABS control where the pressure producing the braking force at each wheel is individually modulated 6.1.1.2 multi-wheel control ABS control where the pressure producing the braking force at a group of wheels is modulated by a common command 6.1.1.2.1 axle control multi-wheel control where the group of wheels controlled by the common command is restricted to those on a single axle 6.1.1.2.2 side control multi-wheel control where the group of wheels controlled by the common command is restricted to those only on one side of the vehicle 6.1.1.2.3 diagonal control multi-wheel control where the wheels diagonally opposite each other on the vehicle are controlled by a common command 6.1.1.2.4 combined multi-axle control multi-wheel control where all the wheels of a multiaxle combination are controlled by a common command 6.1.1.2.5 modified axle / side control multi-wheel control, based on a combination of the modified axle and side controls, in which the common command is derived from sensor signals in which the selection made is changed dynamically 6.1.1.2.6 modified individual wheel control individual control in which the pressures producing braking forces at each wheel on an axle are individually modulated but control decisions governing these pressures additionally take into account data from the opposite wheel Note: The objective is to reduce the lateral pull on the vehicle by permitting only a gradual divergence of the braking forces on split-adhesion surfaces. 6.1.1.3 Selection of sensor signals for system control 6.1.1.3.1 Dynamic selection 6.1.1.3.1.1 select-low multi-wheel control where the wheel with the lowest speed is selected to provide the signal from which the common command for the group is derived 6.1.1.3.1.2 select-high multi-wheel control where the wheel with the highest speed is selected to provide the signal from which the common command for the group is derived 6.1.1.3.2 Predetermined selection 6.1.1.3.2.1 selection by wheel multi-wheel control where the signal of a predetermined wheel controls the system for all the wheels of the group 6.1.1.3.2.2 average selection multi-wheel control where the instantaneous wheel speeds are averaged for the group and this average is used as the signal from which the common command for the group is derived 6.1.1.3.3 directly controlled wheel wheel whose braking force is modulated according to data provided by at least its own sensor 6.1.1.3.4 indirectly controlled wheel wheel whose braking force is modulated according to data provided by the sensor or sensors of another wheel or other wheels 6.1.2 Control operation 6.1.2.1 minimum control speed speed of vehicle below which the antilock braking system is no longer capable of overriding the control forces transmitted to the brakes by the driver 6.1.2.2 sensor signal information supplied by the sensor from which the wheel speed may be calculated 6.1.2.3 resolution of impulse wheel speed sensor resolution of impulse wheel speed sensor number of impulses supplied by the sensor for one revolution of the wheel 6.1.2.4 control cycle complete pressure reduction and reapplication cycle of the antilock braking system which takes place between the detection of one imminent wheel lock and the next 6.1.2.5 control frequency number of control cycles occurring per second, on a homogeneous road surface 6.2 traction control system system which improves traction and driving stability of a vehicle by preventing excessive wheel slip at its drive wheels Example: Engine torque control, brake intervention control, differential gear control, or a combination of these. 6.3 stability control system dynamic drive control system system which automatically assists the handling of a vehicle or vehicle combination in response to the degree and the direction of the steering wheel angle 6.4 brake hold and release aid hill holder system which, on activation automatically continues the application of a braking system or systems and releases the brakes in a defined way when an appropriate signal or signals indicate that the driver is attempting to move the vehicle 6.5 autonomous intelligent cruise control enhancement of standard cruise control systems which allows a vehicle to follow the vehicle in front at an appropriate distance by controlling the engine and/or powertrain and, potentially, the potential brakes 6.6 coupling force control system system whose objective is to balance automatically the braking rate of towing and towed vehicles in combination 7 Braking phenomena 7.1 Lining characteristics with potential influence on braking performance 7.1.1 glazing brake lining surface condition resembling glass Note: Glazing causes a reduction in the coefficient of friction and often results from light-duty use, i.e. repeated lightbraking applications. 7.1.2 detachment separation of lining material from its carrier 7.1.3 crack deep and narrow crack in a lining surface which is not sufficient to cause breakage or fragmentation of lining material into two or more parts 7.1.4 surface cracking shallow crack in the surface, usually present in some numbers on the same lining

Foreword I 1 Scope 2 Normative references 3 Braking systems and equipment - General 4 Categories of braking system 4.1 Braking systems relating to their energy supplying device 4.2 Braking systems relating to transmission means 4.3 Braking systems relating to arrangement of transmission means 4.4 Braking systems relating to vehicle combination 5 Braking system components 6 Driver supporting control braking systems 7 Braking phenomena 7.1 Lining characteristics with potential influence on braking performance 7.2 Vehicle braking behaviour 8 Brake lining tests 9 Braking mechanics 10 Pressure 11 Additional definitions Annex A (Normative) Brake amplification factors Annex B (Normative) Evaluation of mean fully developed deceleration Bibliography Alphabetical Index

道路車輛 汽車和掛車制動(dòng)名詞術(shù)語及其定義 1 范圍 本標(biāo)準(zhǔn)界定了ISO 3833中定義的汽車和掛車所使用的制動(dòng)和制動(dòng)裝置的主要術(shù)語。 本標(biāo)準(zhǔn)適用于車輛制動(dòng)過程中所包含的制動(dòng)系統(tǒng)或零部件，也可用于描述制動(dòng)過程中的全部或部分特性參數(shù)。 2 規(guī)范性引用文件 下列文件對(duì)于本文件的應(yīng)用是必不可少的。凡是注日期的引用文件，僅注日期的版本適用于本文件。凡是不注日期的引用文件，其最新版本(包括所有的修改單)適用于本文件。 ISO 3833：1977 道路車輛 類型 術(shù)語和定義(Road vehicles—Types—Terms and definitions) ISO/TR 13487：1997 道路車輛的制動(dòng) 關(guān)于充分發(fā)出的平均減速度的定義(Braking of road vehicles—Consideration on the definition of mean fully developed deceleration) 3 制動(dòng)系統(tǒng)和裝備 總則 3.1 制動(dòng)裝備 braking equipment 裝備在車輛上的所有制動(dòng)系統(tǒng)。 3.2 制動(dòng)系統(tǒng) braking system 滿足下列一個(gè)或多個(gè)功能的零部件組合： ——控制車輛的速度(通常為減速)； ——使車輛停駛或保持車輛靜止不動(dòng)。 3.2.1 行車制動(dòng)系統(tǒng) service braking system 允許駕駛員直接或間接采用逐級(jí)方式控制正常行駛中的車輛的速度或使車輛停駛的制動(dòng)系統(tǒng)。 3.2.2 應(yīng)急(第二)制動(dòng)系統(tǒng) secondary braking system 允許駕駛員在行車制動(dòng)系統(tǒng)失效的情況下，直接或間接采用逐級(jí)方式控制車輛速度或使車輛停駛的制動(dòng)系統(tǒng)。 3.2.3 駐車制動(dòng)系統(tǒng) parking braking system 通過機(jī)械方式使車輛(甚至是在傾斜路面，特別是無駕駛員的情況下)保持靜止?fàn)顟B(tài)的制動(dòng)系統(tǒng)。 3.2.4 緩速制動(dòng)系統(tǒng) endurance braking system 在幾乎不使用摩擦式制動(dòng)器情況下，駕駛員能夠使車輛減速或使車輛以幾乎恒定的速度長(zhǎng)時(shí)間行駛的所有車輛裝置的總稱，可能包括多個(gè)緩速器。 注：一個(gè)緩速制動(dòng)系統(tǒng)可能包含： ——供能裝置； ——控制裝置； ——傳輸裝置； ——耗能裝置；和 ——輔助裝置。 3.2.4.1 緩速制動(dòng)系統(tǒng)控制裝置類型 3.2.4.1.1 獨(dú)立式控制裝置 independent control device 獨(dú)立于行車制動(dòng)系統(tǒng)，控制緩速制動(dòng)系統(tǒng)的裝置。 3.2.4.1.2 整體式控制裝置 integrated control device 與行車制動(dòng)系統(tǒng)控制裝置集成在一起，可以同時(shí)控制緩速制動(dòng)系統(tǒng)和行車制動(dòng)系統(tǒng)，也可以分時(shí)控制緩速制動(dòng)系統(tǒng)和行車制動(dòng)系統(tǒng)的裝置。 3.2.4.1.3 切斷裝置 cut-out device 防止緩速制動(dòng)系統(tǒng)的操作與行車制動(dòng)系統(tǒng)的操作相連接的裝置。 3.2.4.2 緩速器 retarder 見5.5.3。 4 制動(dòng)系統(tǒng)分類 4.1 按供能方式分類 4.1.1 人力制動(dòng)系統(tǒng) muscular energy braking system 僅由駕駛員的體力提供制動(dòng)力所需能量的制動(dòng)系統(tǒng)。 4.1.2 助力制動(dòng)系統(tǒng) power-assisted braking system/energy-assisted braking system 由駕駛員的體力借助一個(gè)或多個(gè)供能系統(tǒng)提供制動(dòng)力所需能量的制動(dòng)系統(tǒng)，如真空助力制動(dòng)系統(tǒng)(帶真空助力器)、動(dòng)力液壓助力制動(dòng)系統(tǒng)(帶液壓助力器)。 4.1.3 非人力制動(dòng)系統(tǒng) non-muscular energy braking system 全動(dòng)力制動(dòng)系統(tǒng) full-power braking system 由一個(gè)或多個(gè)供能裝置(不包括駕駛員的體力)提供制動(dòng)力所需能量的制動(dòng)系統(tǒng)，如氣壓制動(dòng)系統(tǒng)、動(dòng)力液壓制動(dòng)系統(tǒng)、氣頂液制動(dòng)系統(tǒng)。 注：本定義不包含在供能失效情況下，駕駛員通過人力觸動(dòng)制動(dòng)系統(tǒng)能夠產(chǎn)生制動(dòng)力的制動(dòng)系統(tǒng)。 4.1.4 慣性制動(dòng)系統(tǒng) inertia braking system 由掛車接近其牽引車產(chǎn)生的推力提供制動(dòng)力所需能量的(掛車)制動(dòng)系統(tǒng)。 4.1.5 重力制動(dòng)系統(tǒng) gravity braking system 由一個(gè)掛車部件在重力作用下下降時(shí)提供制動(dòng)力所需能量的(掛車)制動(dòng)系統(tǒng)。 4.1.6 彈簧制動(dòng)系統(tǒng) spring braking system 由起蓄能器作用的一個(gè)或多個(gè)壓縮彈簧提供制動(dòng)所需能量的制動(dòng)系統(tǒng)。 4.2 按傳能方式分類 4.2.1 機(jī)械制動(dòng)系統(tǒng) mechanical braking system 通過杠桿、推桿或拉索等機(jī)械機(jī)構(gòu)從作用點(diǎn)對(duì)制動(dòng)器進(jìn)行控制和傳遞能量的制動(dòng)系統(tǒng)。 4.2.2 液壓制動(dòng)系統(tǒng) hydraulic braking system 通過液壓傳輸裝置從作用點(diǎn)對(duì)制動(dòng)器進(jìn)行控制和傳遞能量的制動(dòng)系統(tǒng)。 4.2.3 氣壓制動(dòng)系統(tǒng) pneumatic braking system 通過氣壓傳輸裝置從作用點(diǎn)對(duì)制動(dòng)器進(jìn)行控制和傳遞能量的制動(dòng)系統(tǒng)。 注：有兩種可能的系統(tǒng)：壓縮空氣制動(dòng)系統(tǒng)和真空制動(dòng)系統(tǒng)。 4.2.4 氣頂液制動(dòng)系統(tǒng)air-over-hydraulic braking system 帶有儲(chǔ)存的空氣能、液壓促動(dòng)制動(dòng)器和一個(gè)氣-液轉(zhuǎn)化器組成的傳輸裝置的制動(dòng)系統(tǒng)。 4.2.5 電動(dòng)制動(dòng)系統(tǒng) electric braking system 對(duì)制動(dòng)器的促動(dòng)力主要由根據(jù)電傳輸信號(hào)動(dòng)作的電機(jī)產(chǎn)生的制動(dòng)系統(tǒng)。 4.2.6 電控制動(dòng)系統(tǒng) electronic braking system; EBS 制動(dòng)系統(tǒng)中的控制由控制傳輸中的電信號(hào)產(chǎn)生和處理的制動(dòng)系統(tǒng)，輸出電信號(hào)控制產(chǎn)生促動(dòng)力的裝置。 4.3 按傳輸裝置分類 4.3.1 單回路制動(dòng)系統(tǒng) single-circuit braking system 使用一條回路進(jìn)行傳輸，如果該傳輸裝置一處發(fā)生失效，便不能傳輸產(chǎn)生促動(dòng)力所需能量的制動(dòng)系統(tǒng)。 4.3.2 雙回路制動(dòng)系統(tǒng) dual-circuit braking system 使用兩條分離的回路進(jìn)行傳輸，如果一條傳輸回路失效，第二條傳輸回路仍能夠控制和傳輸與制動(dòng)系統(tǒng)連接的制動(dòng)器產(chǎn)生促動(dòng)力所需能量的制動(dòng)系統(tǒng)。 4.3.3 多回路制動(dòng)系統(tǒng) multi-circuit braking system 使用多條分離的回路進(jìn)行傳輸，如果一條傳輸回路失效，其他回路仍能控制和傳輸與制動(dòng)系統(tǒng)連接的制動(dòng)器產(chǎn)生促動(dòng)力所需能量的制動(dòng)系統(tǒng)。 4.4 汽車列車制動(dòng)系統(tǒng)分類 4.4.1 單管路制動(dòng)系統(tǒng) single-line braking system 使用一條連接管路對(duì)掛車制動(dòng)系統(tǒng)進(jìn)行供能和控制的制動(dòng)系統(tǒng)。 4.4.2 雙管路或多管路制動(dòng)系統(tǒng) two-line or multi-line braking system 使用兩條或多條分離的連接管路對(duì)掛車制動(dòng)系統(tǒng)進(jìn)行供能和控制的制動(dòng)系統(tǒng)。 4.4.3 連續(xù)制動(dòng)系統(tǒng) continuous braking system 具有以下特征的汽車列車車輛制動(dòng)系統(tǒng)組合： ——駕駛員從其駕駛座椅上可通過牽引車上的一個(gè)直接操作控制裝置的單一操作調(diào)節(jié)掛車上的間接操作控制裝置； ——構(gòu)成汽車列車的各車輛產(chǎn)生制動(dòng)力所需的能量由相同的能源(可以是駕駛員的體力)提供； ——構(gòu)成汽車列車的各車輛同步或以適當(dāng)?shù)南辔?異步)進(jìn)行制動(dòng)。 4.4.4 半連續(xù)制動(dòng)系統(tǒng) semi-continuous braking system 具有以下特征的汽車列車的車輛制動(dòng)系統(tǒng)組合： ——駕駛員可從其駕駛座椅上通過牽引車上的一個(gè)直接操作控制裝置的單一操作調(diào)節(jié)掛車上的間接操作控制裝置； ——構(gòu)成汽車列車的各車輛產(chǎn)生制動(dòng)力所需的能量至少由兩種不同的能源(其中之一可以是駕駛員的體力)提供； ——構(gòu)成汽車列車的各車輛同步或以適當(dāng)?shù)南辔?異步)進(jìn)行制動(dòng)。 5 制動(dòng)系統(tǒng)組成 注：一個(gè)制動(dòng)系統(tǒng)由與其相連接的供能、控制和向制動(dòng)器傳輸能量的裝置組成，必要時(shí)也經(jīng)由牽引車上的輔助裝置向掛車制動(dòng)器供能、控制和傳輸能量。 5.1 供能裝置 energy-supplying device 制動(dòng)系統(tǒng)中供給、調(diào)節(jié)制動(dòng)所需能量(必要時(shí)改善能量狀態(tài))的部件，其終止于傳能裝置的起始點(diǎn)，即制動(dòng)系統(tǒng)各回路的起始點(diǎn)(如果有輔助回路，也包括在內(nèi))，既保護(hù)制動(dòng)系統(tǒng)各回路的能量不流回，也不在各回路間流動(dòng)。 注：本定義也適用于掛車。 5.2 能源 energy source 供能裝置中產(chǎn)生能量的部件。 注：能源可能不位于車輛上(如掛車氣壓制動(dòng)系統(tǒng)的壓縮空氣源)，在最簡(jiǎn)單的系統(tǒng)中，也可能是駕駛員的體力。 5.3 控制裝置 control device 制動(dòng)系統(tǒng)中發(fā)起制動(dòng)操作和控制其輸出的部件，當(dāng)駕駛員(或其他人)直接操作時(shí)，其始于施加點(diǎn)；而當(dāng)由駕駛員間接操作或沒有駕駛員干涉情況下進(jìn)行操作時(shí)，始于向制動(dòng)系統(tǒng)提供控制信號(hào)的輸出點(diǎn)；其既可終止于產(chǎn)生作用力的所需能量的分配點(diǎn)，也可終止于能量被分配給控制作用力的位置。 注1：控制信號(hào)可以在控制裝置內(nèi)通過機(jī)械、氣體、液體或電信號(hào)等方式進(jìn)行傳遞,包括使用輔助或非人力的能源。 注2：控制裝置可以采用如下方式進(jìn)行操作： ——通過一個(gè)人的手或腳直接進(jìn)行操作； ——駕駛員間接操作,或無任何操作(僅對(duì)掛車而言)； ——牽引車其中一套制動(dòng)系統(tǒng)操作時(shí)或失效情況下，連接管路中的壓力變化或牽引車和掛車間電纜中電信號(hào)的變化； ——車輛慣性或車輛重量或車輛組成部件之一的重量(如牽引車和掛車的接近或分離，或組成部件的位置下降)。 5.4 傳輸裝置 transmission device 制動(dòng)系統(tǒng)中傳輸控制裝置分配能量的部件,其既始于控制裝置終止點(diǎn),也始于供能裝置終止點(diǎn),終止于制動(dòng)器的起點(diǎn)。 注：傳輸裝置可以是機(jī)械、液體、氣體(高于或低于大氣壓的壓力)、電力或組合型(如液壓-機(jī)械式、液壓-氣壓式)。 5.5 制動(dòng)器 brake 制動(dòng)系統(tǒng)中產(chǎn)生阻止車輛運(yùn)動(dòng)或運(yùn)動(dòng)趨勢(shì)的力的部件。 5.5.1 摩擦式制動(dòng)器 friction brake 通過對(duì)安裝在車輛固定部位的部件施加作用力阻止安裝或耦合在車輪或車輪總成上的一個(gè)或多個(gè)部件運(yùn)動(dòng)的制動(dòng)器。 注：由于摩擦力而引起作用力增加的摩擦式制動(dòng)器稱為“自增力式”制動(dòng)器。 5.5.1.1 鼓式制動(dòng)器 drum brake 由安裝在車輛固定部位的部件與制動(dòng)鼓內(nèi)表面或外表面間產(chǎn)生摩擦力的摩擦式制動(dòng)器。 5.5.1.2 盤式制動(dòng)器 disc brake 由安裝在車輛固定部位的部件與一個(gè)(多個(gè))制動(dòng)盤表面間產(chǎn)生摩擦力的摩擦式制動(dòng)器。 5.5.1.3 摩擦式制動(dòng)器部件 5.5.1.3.1 制動(dòng)襯片總成 brake lining assembly 分別壓靠在制動(dòng)鼓或制動(dòng)盤上產(chǎn)生摩擦力的鼓式制動(dòng)器或盤式制動(dòng)器的部件。 5.5.1.3.1.1 制動(dòng)蹄片總成 shoe assembly 鼓式制動(dòng)器的制動(dòng)襯片總成。 5.5.1.3.1.1.1 領(lǐng)蹄總成 leading shoe assembly 通過轉(zhuǎn)動(dòng)的制動(dòng)鼓與制動(dòng)襯片間產(chǎn)生的摩擦力使制動(dòng)作用力效果增加的制動(dòng)蹄片總成。 5.5.1.3.1.1.2 從蹄總成 trailing shoe assembly 通過轉(zhuǎn)動(dòng)的制動(dòng)鼓與制動(dòng)襯片間產(chǎn)生的摩擦力使制動(dòng)作用力效果減小的制動(dòng)蹄片總成。 5.5.1.3.1.2 襯塊總成 pad assembly 盤式制動(dòng)器的制動(dòng)襯片總成。 5.5.1.3.2 附件 attachment 承載件 carrier 制動(dòng)襯片總成中安裝制動(dòng)襯片的部件。 5.5.1.3.2.1 蹄鐵 shoe 承載制動(dòng)襯片的制動(dòng)蹄片總成的部件。 5.5.1.3.2.2 背板 back plate 承載制動(dòng)襯片的襯塊總成的部件。 5.5.1.3.3 制動(dòng)襯片 brake lining 摩擦片 friction lining 制動(dòng)襯片總成中的摩擦材料部件。 5.5.1.3.4 襯片輪廓 lining profile 沿襯片摩擦表面周邊的連線。 5.5.1.3.5 制動(dòng)器調(diào)節(jié)裝置 5.5.1.3.5.1 制動(dòng)器手動(dòng)調(diào)節(jié)裝置 manual brake adjustment device 在使用過程中，當(dāng)制動(dòng)襯片或襯塊、制動(dòng)鼓或制動(dòng)盤產(chǎn)生磨損時(shí),允許操作人員通過手動(dòng)方式調(diào)節(jié)制動(dòng)襯片或襯塊與制動(dòng)鼓或制動(dòng)盤間的間隙的制動(dòng)器調(diào)節(jié)裝置。 5.5.1.3.5.2 制動(dòng)器自動(dòng)調(diào)節(jié)裝置 automatic brake adjustment device 在使用過程中，當(dāng)制動(dòng)襯片或襯塊、制動(dòng)鼓或制動(dòng)盤產(chǎn)生磨損時(shí)，使制動(dòng)襯片或襯塊與制動(dòng)鼓或制動(dòng)盤間的間隙保持在規(guī)定的公差帶內(nèi)的制動(dòng)器調(diào)節(jié)裝置。 5.5.2 剛性連接式制動(dòng)器 positive engagement brake 采用剛性連接的方式，通過車輛上的非旋轉(zhuǎn)部件阻止以永久方式安裝在車輪或車輪總成上的部件的運(yùn)轉(zhuǎn)的制動(dòng)器。 注：剛性連接式制動(dòng)器通常僅在車輛處于靜止(鎖止)狀態(tài)時(shí)使用。 5.5.3 緩速器 retarder 在不依賴摩擦式制動(dòng)器的情況下，用于提供持續(xù)制動(dòng)功能的能量轉(zhuǎn)換裝置。 注：緩速器主要有兩類：前置緩速器和后置緩速器。這兩類緩速器涵蓋了除空氣動(dòng)力緩速器(本身是一類)外的5.5.3.2所定義的所有緩速器類型。 5.5.3.1 緩速器分類 5.5.3.1.1 前置緩速器 primary retarder 安裝在變速器(液力變矩器)的發(fā)動(dòng)機(jī)側(cè)的、汽車傳動(dòng)系上的緩速器。 5.5.3.1.2 后置緩速器 secondary retarder 安裝在變速器(液力變矩器)與驅(qū)動(dòng)橋之間的汽車傳動(dòng)系上的緩速器。 注：所有與非驅(qū)動(dòng)橋連接的緩速器均為后置緩速器。 5.5.3.2 緩速器類型 5.5.3.2.1 發(fā)動(dòng)機(jī)制動(dòng) engine brake 通過減少燃油供應(yīng)和節(jié)流導(dǎo)入空氣導(dǎo)致發(fā)動(dòng)機(jī)拖滯，借以通過與驅(qū)動(dòng)輪連接的發(fā)動(dòng)機(jī)拖滯使車輛減速的方法。 5.5.3.2.2 發(fā)動(dòng)機(jī)緩速器 engine retarder 通過改變配氣相位增加發(fā)動(dòng)機(jī)內(nèi)部阻力(拖滯)的方式增加緩速效果的裝置。 5.5.3.2.3 排氣緩速器 exhaust retarder 通過阻止排除氣體流動(dòng)增加發(fā)動(dòng)機(jī)內(nèi)部阻力的方式增加緩速效果的裝置。 5.5.3.2.4 電力牽引電機(jī)緩速器 electronic traction motor retarder 與驅(qū)動(dòng)輪連接的電力牽引電機(jī)對(duì)運(yùn)動(dòng)中的車輛行使緩速效果的裝置，如：作為直流發(fā)電機(jī)功能使用。 5.5.3.2.5 液力緩速器 hydraulic retarder 通過使用與驅(qū)動(dòng)輪連接的部件向節(jié)流回路泵入液體的方式獲得緩速效果的裝置。 5.5.3.2.5.1 水力緩速器 hydrodynamic retarder 通過消耗泵入液體的動(dòng)能的方式吸收動(dòng)力的液力緩速器。 5.5.3.2.5.2 靜力緩速器 hydrostatic retarder 通過使泵入液體在回路中產(chǎn)生一個(gè)較大的壓力的方式吸收動(dòng)力的液力緩速器。 5.5.3.2.6 電力緩速器 5.5.3.2.6.1 電磁緩速器 electromagnetic retarder 通過與一個(gè)(多個(gè))車輪連接的旋轉(zhuǎn)部件上電磁場(chǎng)作用(渦流、磁滯作用)獲得緩速效果的裝置。 5.5.3.2.6.2 永磁緩速器 permanent-magnetic retarder 通過與一個(gè)(多個(gè))車輪連接的旋轉(zhuǎn)部件上永磁場(chǎng)作用(渦流、磁滯作用)獲得緩速效果的裝置。 5.5.3.2.6.3 再生制動(dòng)緩速器 regenerative braking retarder 通過饋電的方式產(chǎn)生制動(dòng)力矩將從車輛回收的動(dòng)能存儲(chǔ)到電池中的緩速器。 5.5.3.2.7 機(jī)械式再生制動(dòng)緩速器 mechanical regenerative braking retarder 通過機(jī)械方式產(chǎn)生制動(dòng)力矩將從車輛回收的動(dòng)能存儲(chǔ)在一個(gè)蓄能器中的緩速器。 5.5.3.2.8 空氣動(dòng)力緩速器 aerodynamic retarder 通過增加空氣阻力的方式獲得緩速效果的裝置,如通過展開可移動(dòng)的表面。 5.6 流體能量和控制傳輸管路 5.6.1 管子 pipe / tube 傳輸液能或氣能的柔性或剛性管路。 5.6.1.1 剛性管子 rigid pipe 連接兩個(gè)彼此間相對(duì)固定的零件的永久不變形的管路。 注：經(jīng)受這樣連接的任何變形都是永久性的。 5.6.1.2 半剛性管子 semi-rigid pipe 連接兩個(gè)彼此間相對(duì)固定的零件的非永久形狀的管路。 5.6.1.3 柔性管子 flexible pipe 連接兩個(gè)相對(duì)關(guān)系為可移動(dòng)的零件的非永久形狀的管路。 注：螺旋管是柔性管子的特殊類型。 5.6.2 按功能分類 5.6.2.1 內(nèi)部供能管路 internal supply line 連接能源或儲(chǔ)能器與控制能源流向裝置(如制動(dòng)閥)的管路。 5.6.2.2 促動(dòng)管路 actuating line 連接控制能源流向裝置(如制動(dòng)閥)與將介質(zhì)的能量轉(zhuǎn)換成機(jī)械能的裝置(如制動(dòng)缸)的管路。 5.6.2.3 控制管路 pilot line 連接一個(gè)控制裝置(如制動(dòng)閥)與另一個(gè)控制裝置(如繼動(dòng)閥)的管路,對(duì)第二個(gè)控制裝置,能量流僅作為一個(gè)控制信號(hào)使用。 5.6.3 牽引車和掛車間連接制動(dòng)裝置的氣壓管路 5.6.3.1 供能管路 supply line 從牽引車向掛車儲(chǔ)氣筒提供能源的管路。 5.6.3.2 掛車控制管路 control line 連接控制制動(dòng)信號(hào)與調(diào)節(jié)掛車制動(dòng)強(qiáng)度裝置的管路。 5.6.3.3 供能控制公用管路 common supply and control line (單管路制動(dòng)系統(tǒng))作為供能和控制共用的管路。 5.7 連接頭 coupling head；glad hand 連接或解除內(nèi)部供能管路、促動(dòng)管路和控制管路等的裝置。 5.8 制動(dòng)力比例調(diào)節(jié)裝置 braking force proportioning device 通過自動(dòng)或其他方式調(diào)節(jié)制動(dòng)力以獲得要求的制動(dòng)分配的裝置。 5.8.1 感載裝置 load-sensing device 根據(jù)車輪上的靜態(tài)或動(dòng)態(tài)載荷自動(dòng)調(diào)節(jié)一個(gè)或多個(gè)車輪上的制動(dòng)力的裝置。 5.8.2 感壓裝置 pressure-sensing device 按與輸入壓力相關(guān)的設(shè)計(jì)規(guī)定自動(dòng)調(diào)節(jié)一個(gè)或多個(gè)車輪上的制動(dòng)力的裝置。 5.8.3 減速度感應(yīng)裝置 deceleration-sensing device 根據(jù)車輛減速度調(diào)節(jié)一個(gè)或多個(gè)車輪上的制動(dòng)力的裝置。 5.9 報(bào)警裝置 warning device 當(dāng)制動(dòng)系統(tǒng)或系統(tǒng)的某些工作條件變?yōu)榕R界狀態(tài)、已失效或需要維修時(shí)，向駕駛員發(fā)出報(bào)警的聲、光裝置。 5.10 電子裝置 5.10.1 傳感器 sensor 負(fù)責(zé)感知車輪旋轉(zhuǎn)狀態(tài)或車輛動(dòng)態(tài)狀態(tài)，并將該信號(hào)傳遞給控制器的元件。 5.10.2 控制器 controller 負(fù)責(zé)對(duì)傳感器提供的信息進(jìn)行評(píng)價(jià)，并將控制信號(hào)傳遞給調(diào)節(jié)器的元件。 5.10.3 調(diào)節(jié)器 modulator 負(fù)責(zé)調(diào)節(jié)壓力的元件，因此，制動(dòng)力對(duì)從控制器收到的控制信號(hào)進(jìn)行直接響應(yīng)。 5.11 附加裝置 supplementary device (牽引車/掛車)牽引車上由牽引車供能裝置與供能管路連接頭(包含)間以及牽引車的傳輸裝置與控制管路連接頭(包含)間的元件組成，用于向掛車制動(dòng)系統(tǒng)供能和控制掛車制動(dòng)系統(tǒng)的部件。 5.12 促動(dòng)機(jī)構(gòu) actuation mechanism 連接操縱元件(如氣缸)與制動(dòng)器的傳輸裝置的所有機(jī)械部件。 5.13 輔助釋放裝置 auxiliary release device 當(dāng)彈簧制動(dòng)氣室的供給壓力下降到釋放壓力以下時(shí)(如發(fā)生失效時(shí))，允許從彈簧制動(dòng)氣室上移去制動(dòng)輸入力的(彈簧制動(dòng)氣室)裝置，其僅在失效發(fā)生時(shí)為移動(dòng)車輛而操作。 5.14 輔助耗能裝置 auxiliary device consuming energy 車輛上不屬于制動(dòng)系統(tǒng)，但又使用與制動(dòng)系統(tǒng)回路相同的能源和/或蓄能器的裝置。 6 駕駛員輔助控制制動(dòng)系統(tǒng) 6.1 防抱制動(dòng)系統(tǒng) anti-lock braking system；ABS 在車輪滑移程度達(dá)到限值時(shí)，對(duì)車輪上產(chǎn)生制動(dòng)力的壓力進(jìn)行自動(dòng)調(diào)節(jié)的系統(tǒng)。 6.1.1 車輪控制型式 6.1.1.1 單輪控制 individual wheel control 對(duì)各車輪上產(chǎn)生制動(dòng)力的壓力進(jìn)行單獨(dú)調(diào)節(jié)的ABS控制。 6.1.1.2 多輪控制 multi-wheel control 對(duì)一組車輪上產(chǎn)生制動(dòng)力的壓力采用同一指令進(jìn)行調(diào)節(jié)的ABS控制。 6.1.1.2.1 軸控制 axle control 通過同一指令控制車輪組限制單一軸上的車輪的多輪控制。 6.1.1.2.2 邊控制 side control 通過同一指令控制車輪組限制同一邊上的車輪的多輪控制。 6.1.1.2.3 對(duì)角控制 diagonal control 通過同一指令控制車輛上彼此間斜對(duì)角車輪的多輪控制。 6.1.1.2.4 組合式多軸控制 combined multi-axle control 通過同一指令控制車輛上一個(gè)多軸組合的所有車輪的多輪控制。 6.1.1.2.5 軸/邊修正控制 modified axle / side control 以基于修正后的軸和邊控制組合，根據(jù)所選傳感器信號(hào)傳遞的公共指令進(jìn)行動(dòng)態(tài)改變的多輪控制。 6.1.1.2.6 單輪修正控制 modified individual wheel control 對(duì)一個(gè)車軸上的各車輪產(chǎn)生制動(dòng)力的壓力單獨(dú)進(jìn)行調(diào)節(jié)，而管理這些壓力的控制策略是根據(jù)相對(duì)應(yīng)車輪的數(shù)據(jù)而定的單輪控制。 注：?jiǎn)屋喰拚刂频哪康氖菫榱嗽趯?duì)開路面上僅允許一個(gè)逐漸趨異的制動(dòng)力減小車輛的側(cè)滑。 6.1.1.3 系統(tǒng)控制用傳感器信號(hào)選擇 6.1.1.3.1 動(dòng)態(tài)選擇 6.1.1.3.1.1 低選 select-low 將最低車速的車輪選擇為提供該組傳輸公共指令信號(hào)的多輪控制。 6.1.1.3.1.2 高選 select-high 將最高車速的車輪選擇為提供該組傳輸公共指令信號(hào)的多輪控制。 6.1.1.3.2 預(yù)選 6.1.1.3.2.1 輪選 selection by wheel 以預(yù)先確定的車輪控制信號(hào)控制該組所有車輪的多輪控制。 6.1.1.3.2.2 均選 average selection 以一組車輪的各車輪瞬時(shí)速度的平均值作為該組公共指令的多輪控制。 6.1.1.3.3 直接控制車輪 directly controlled wheel 根據(jù)自身傳感器提供的數(shù)據(jù)調(diào)節(jié)其制動(dòng)力的車輪。 6.1.1.3.4 間接控制車輪 indirectly controlled wheel 根據(jù)另外一個(gè)或多個(gè)車輪的傳感器提供的數(shù)據(jù)調(diào)節(jié)其制動(dòng)力的車輪。 6.1.2 控制操縱 6.1.2.1 最低控制速度 minimum control speed 防抱制動(dòng)系統(tǒng)能夠控制駕駛員傳遞給制動(dòng)器的控制力的最低車速。 6.1.2.2 傳感器信號(hào) sensor signal 由可以計(jì)算車輪速度的傳感器提供的信息。 6.1.2.3 脈沖式車輪速度傳感器分辨率 resolution of impulse wheel speed sensor 傳感器提供的車輪轉(zhuǎn)動(dòng)一圈的脈沖數(shù)。 6.1.2.4 控制周期 control cycle 從檢測(cè)到一個(gè)臨近車輪抱死到下一個(gè)臨近車輪抱死間防抱制動(dòng)系統(tǒng)所產(chǎn)生的完整的減壓和再加壓循環(huán)。 6.1.2.5 控制頻率 control frequency 在相同路面上每秒鐘發(fā)生的控制周期數(shù)。 6.2 牽引控制系統(tǒng) traction control system 通過避免車輛驅(qū)動(dòng)輪發(fā)生過度滑移改善車輛牽引和驅(qū)動(dòng)穩(wěn)定性的系統(tǒng)。 示例：發(fā)動(dòng)機(jī)扭矩控制、制動(dòng)器干涉控制、差速器控制,或這些控制的組合。 6.3 穩(wěn)定性控制系統(tǒng) stability control system 動(dòng)態(tài)驅(qū)動(dòng)控制系統(tǒng) dynamic drive control system 根據(jù)轉(zhuǎn)向車輪角度對(duì)轉(zhuǎn)角和方向的響應(yīng)程度自動(dòng)輔助車輛或列車操作的系統(tǒng)。 6.4 制動(dòng)保持和釋放輔助裝置 brake hold and release aid 緩坡保持裝置 hill holder 在激活情況下，自動(dòng)持續(xù)對(duì)一套或多套制動(dòng)系統(tǒng)施加制動(dòng)，并在得到駕駛員準(zhǔn)備使車輛行駛的信號(hào)時(shí)，按定義的方式釋放制動(dòng)的系統(tǒng)。 6.5 智能化自巡航控制系統(tǒng) autonomous intelligent cruise control 通過控制發(fā)動(dòng)機(jī)和/或動(dòng)力總成和潛在地制動(dòng)的方法，允許車輛與前面的車輛保持適當(dāng)距離的標(biāo)準(zhǔn)巡航控制系統(tǒng)的增強(qiáng)版。 6.6 耦合力控制系統(tǒng) coupling force control system 以自動(dòng)平衡列車中牽引車和掛車的制動(dòng)強(qiáng)度為目的的系統(tǒng)。 7 制動(dòng)現(xiàn)象 7.1 對(duì)制動(dòng)性能有潛在影響的襯片特性 7.1.1 打光 glazing 制動(dòng)襯片表面類似鏡面的狀態(tài)。 注：打光將使摩擦系數(shù)減小，通常為采用低強(qiáng)度制動(dòng)所致，如反復(fù)進(jìn)行低強(qiáng)度制動(dòng)。 7.1.2 分離 detachment 襯片材料從其安裝部件上分離的現(xiàn)象。 7.1.3 龜裂 crack 襯片表面上深而窄，但不足以使襯片材料破裂或分裂成兩塊或多塊的裂紋。 7.1.4 表面龜裂 surface cracking 襯片表面上的淺裂紋，通常以同一塊襯片上的裂紋數(shù)量表示。 7.1.5 剝落 flaking 襯片材料細(xì)薄碎片的脫落。 7.1.6 刮傷 scoring 制動(dòng)旋轉(zhuǎn)件或襯片表面上被刮出的細(xì)長(zhǎng)溝槽，通常與旋轉(zhuǎn)方向平行。 7.1.7 制動(dòng)衰退 brake fade 在制動(dòng)作用力恒定情況下，制動(dòng)力矩隨溫度和/或速度減小的現(xiàn)象。 示例1：溫度能改變制動(dòng)襯片/襯塊與制動(dòng)鼓/制動(dòng)盤的表面間的相互作用和/或相互作用表面上的作用力的分配，從而導(dǎo)致制動(dòng)力矩減小。 示例2：制動(dòng)鼓熱膨脹能造成制動(dòng)氣室的推桿行程處于一個(gè)更加不利的位置(機(jī)械衰退)。 示例3：制動(dòng)力矩的減小可能是水、鹽溶液或其他污染物等環(huán)境影響的結(jié)果。 7.2 車輛制動(dòng)現(xiàn)象 7.2.1 不穩(wěn)定制動(dòng) uneven braking 駕駛員所觀察到的，能夠影響車輛穩(wěn)定性的隨機(jī)制動(dòng)性能差異的現(xiàn)象。 7.2.2 左或右跑偏 pulling right or left 制動(dòng)過程中，車輛趨向左或右偏離直線行駛路徑的車輛現(xiàn)象。 7.2.3 振動(dòng)和噪聲 7.2.3.1 振抖 judder 制動(dòng)過程中引起的，駕駛員能夠注意到的，但未必伴有噪聲的車輛低頻振動(dòng)。 7.2.3.2 發(fā)啃 grabbing 制動(dòng)期間產(chǎn)生的突發(fā)的，但未必聽得到的制動(dòng)力矩變化。 7.2.3.3 尖叫聲 squeal 接近純正的，且實(shí)際上頻率恒定的高頻聲音。 7.2.3.4 鳥叫聲 chirp 調(diào)幅、中頻到高頻的聲音。 7.2.3.5 刺耳的摩擦聲 grating 非純正的中頻聲音。 7.2.3.6 隆隆聲 growl 吱嘎聲 groan(US) 非純正的相對(duì)低頻聲音。 8 制動(dòng)襯片試驗(yàn) 8.1 襯片磨合 lining bedding；lining burnishing(US) 為在制動(dòng)襯片表面與制動(dòng)鼓或制動(dòng)盤間獲得規(guī)定的幾何形狀和理化特性而進(jìn)行的試驗(yàn)前調(diào)整規(guī)范。 8.2 冷態(tài)襯片試驗(yàn) cold lining test 評(píng)定在低于預(yù)設(shè)值的初始溫度時(shí)制動(dòng)襯片制動(dòng)效能的試驗(yàn)規(guī)范。 8.3 熱態(tài)襯片試驗(yàn) hot lining test 評(píng)定在制動(dòng)過程開始時(shí)刻的制動(dòng)初溫高于預(yù)設(shè)值，但未超過給定的最大值時(shí)的制動(dòng)襯片制動(dòng)效能的試驗(yàn)規(guī)范。 8.4 衰退試驗(yàn) fade test 由一次或多次制動(dòng)或連續(xù)拖磨使制動(dòng)器產(chǎn)生熱而獲得影響制動(dòng)性能差異的試驗(yàn)規(guī)范。 注1：制動(dòng)性能差異能在其自身加熱期間直接進(jìn)行測(cè)量，或通過加熱規(guī)范前冷態(tài)下的特定制動(dòng)與加熱規(guī)范后熱態(tài)下的相同制動(dòng)作用力情況下的制動(dòng)進(jìn)行比較。 注2：襯片衰退不同于由于制動(dòng)鼓膨脹等因素引起的性能損失。 8.5 恢復(fù)試驗(yàn) recovery test 評(píng)定衰退試驗(yàn)后制動(dòng)襯片恢復(fù)能力的一系列制動(dòng)(有時(shí)根據(jù)冷卻曲線)組成的試驗(yàn)規(guī)范。 8.6 衰退-恢復(fù)后的襯片效能試驗(yàn) after fade-recovery lining effectiveness test 評(píng)定加熱、衰退和恢復(fù)試驗(yàn)后制動(dòng)襯片的冷態(tài)制動(dòng)效能的試驗(yàn)規(guī)范。 8.7 襯片磨損試驗(yàn) lining wear test 評(píng)定制動(dòng)襯片耐磨性能的試驗(yàn)規(guī)范。 9 制動(dòng)力學(xué) 9.1 制動(dòng)力學(xué) braking mechanics 在控制裝置的起點(diǎn)和制動(dòng)作用的終點(diǎn)間產(chǎn)生的力學(xué)現(xiàn)象。 9.2 制動(dòng)實(shí)施 brake application 通過駕駛員激活一個(gè)或多個(gè)制動(dòng)系統(tǒng)。 9.3 制動(dòng)作用 brake actuation 由傳輸裝置的輸出引導(dǎo)的制動(dòng)動(dòng)作。 9.4 制動(dòng)釋放 brake release 解除制動(dòng)條件后一個(gè)或多個(gè)制動(dòng)系統(tǒng)的返回。 9.5 (制動(dòng)器)作用開始 actuation threshold(of the brake) 開始產(chǎn)生制動(dòng)力矩的制動(dòng)作用點(diǎn)。 9.6 (制動(dòng)器)夾緊 clamping(of the brake) 在制動(dòng)作用開始后，由于制動(dòng)作用增加而使制動(dòng)器產(chǎn)生制動(dòng)力矩或制動(dòng)力矩增加。 9.7 制動(dòng)釋放位置 brake release position 控制裝置解除制動(dòng)條件后制動(dòng)器所處的最終位置。 9.8 制動(dòng)性能 braking performance 通過測(cè)量與車輛的初始速度相關(guān)的制動(dòng)距離，和/或制動(dòng)作用期間的充分發(fā)出的平均減速度，和/或保持車輛在坡道上靜止的能力表達(dá)的制動(dòng)系統(tǒng)的性能。 注：持久性能通過測(cè)量車輛下長(zhǎng)坡時(shí)保持近似恒速的能力測(cè)試。 9.8.1 規(guī)定的制動(dòng)性能 prescribed braking performance 法規(guī)要求的最低制動(dòng)性能。 9.8.2 剩余制動(dòng)性能 residual braking performance 行車制動(dòng)系統(tǒng)的傳輸管路一處失效后，行車制動(dòng)系統(tǒng)的制動(dòng)性能，對(duì)該值規(guī)定了最低制動(dòng)性能值。 9.8.3 自動(dòng)制動(dòng)系統(tǒng)性能 automatic braking system performance (掛車解除連接保護(hù))向掛車提供空氣的供能管路完全失效時(shí)，掛車制動(dòng)系統(tǒng)產(chǎn)生的最低制動(dòng)性能。 9.9 制動(dòng)系統(tǒng)滯后 braking system hysteresis ΔFC 產(chǎn)生相同制動(dòng)力矩的制動(dòng)施加和制動(dòng)釋放間的控制力差值。 見圖1。 制動(dòng)力矩 控制力FC 圖1 滯后－制動(dòng)系統(tǒng) 9.10 制動(dòng)器滯后 brake hysteresis ΔFS 產(chǎn)生相同制動(dòng)力矩的制動(dòng)施加和制動(dòng)釋放間的作用力差值。 見圖2。 制動(dòng)力矩 控制力FC 圖2 滯遲－制動(dòng)器 9.11 力和力矩 9.11.1 控制力 control force FC 施加在控制裝置上的輸入力。 9.11.2 作用力 actuation force FS 在摩擦式制動(dòng)器中，施加在一個(gè)制動(dòng)蹄片總成上的總力。制動(dòng)蹄片總成通過摩擦作用產(chǎn)生制動(dòng)力。 典型實(shí)例見附錄A。 9.11.3 制動(dòng)力 braking force 通過制動(dòng)系統(tǒng)的作用，在車輪與地面接觸面之間產(chǎn)生的方向與車輛運(yùn)動(dòng)速度或運(yùn)動(dòng)趨勢(shì)相反的力。 9.11.4 制動(dòng)力變化量 braking force variation 在恒制動(dòng)輸入情況下，制動(dòng)輸出隨車輪轉(zhuǎn)動(dòng)一圈而產(chǎn)生的瞬態(tài)峰值變化量，以平均輸出值的百分?jǐn)?shù)表示。 9.11.5 總制動(dòng)力 total braking force 一輛車上所有車輪上的制動(dòng)力的總和。 9.11.6 輪間制動(dòng)力不平衡量 braking force imbalance across an axle 在同一車軸上的制動(dòng)器間的制動(dòng)力的差值，以最大制動(dòng)力的百分?jǐn)?shù)表示。 9.11.7 制動(dòng)力矩 braking torque 制動(dòng)器中由作用力產(chǎn)生的摩擦力與其作用點(diǎn)到旋轉(zhuǎn)軸線之間距離的乘積。 9.11.8 制動(dòng)拖滯 brake drag 控制裝置已經(jīng)返回到釋放位置后，仍繼續(xù)存在的制動(dòng)力矩。 9.11.9 制動(dòng)力分配比 braking force distribution 制動(dòng)比 braking ratio(GB) 制動(dòng)平衡 braking balance(US) 各車軸制動(dòng)力與總制動(dòng)力間的比值(如：前60%、后40%)，以各軸的百分?jǐn)?shù)表示。 9.11.10 制動(dòng)放大因數(shù) 9.11.10.1 (外)制動(dòng)器因數(shù) (external) brake factor C 制動(dòng)器的輸出力矩/力與制動(dòng)輸入力矩/力的比值。 9.11.10.2 (內(nèi))制動(dòng)器因數(shù) (internal) brake factor C 制動(dòng)器有效半徑上總切向力與作用力的比值。 摩擦系數(shù)(μ)與典型(C*)值的函數(shù)關(guān)系實(shí)例見圖3。附錄A給出了C*的計(jì)算實(shí)例。 注：C*只有在等作用力的情況下才是制動(dòng)蹄因數(shù)之和。 制動(dòng)因數(shù)C* 摩擦系數(shù)μ 說明： 1——增力式制動(dòng)器； 2——雙領(lǐng)蹄制動(dòng)器(雙領(lǐng)蹄鼓式制動(dòng)器總成)； 3——單領(lǐng)蹄制動(dòng)器(領(lǐng)/從蹄鼓式制動(dòng)器總成)； 4——盤式制動(dòng)器。 圖3 不同制動(dòng)器類型典型內(nèi)制動(dòng)器因數(shù)C* 9.11.10.3 制動(dòng)蹄因數(shù) shoe factor SF 制動(dòng)蹄表面的切向力與制動(dòng)蹄相同表面的作用力之比。 9.11.10.4 制動(dòng)蹄平均因數(shù) mean shoe factor SFm 一個(gè)制動(dòng)器的制動(dòng)因數(shù)之和與制動(dòng)蹄表面數(shù)量之比。 9.12 時(shí)間 一次停車制動(dòng)期間的理想化的時(shí)間響應(yīng)特性曲線見圖4。 注：UNECE R13法規(guī)中使用的術(shù)語“響應(yīng)時(shí)間”包括初始響應(yīng)時(shí)間和建立時(shí)間的一部分。 距離 時(shí)間 說明： 1——車速； 2——減速度； 3——管路壓力； 4——控制行程； v0——初始車速； s0——制動(dòng)距離(見 9.13.2 )； s1——有效制動(dòng)距離(見 9.13.1 )； t0——駕駛員開始促動(dòng)控制裝置的時(shí)刻，即控制裝置開始移動(dòng)的時(shí)刻； t1——管路壓力開始增加的時(shí)刻； t2——減速度開始增加的時(shí)刻； t3——控制裝置到達(dá)其預(yù)期位置的時(shí)刻； t4——兩車速直線交匯點(diǎn)的時(shí)刻； t5——管路壓力到達(dá)穩(wěn)定值的時(shí)刻； t6——減速度到達(dá)穩(wěn)定值的時(shí)刻； t7——車輛停止的時(shí)刻。 圖4 一次停車制動(dòng)期間的理想化的時(shí)間響應(yīng)特性曲線 9.12.1 控制裝置作用時(shí)間 control device application time 從t0到t3所經(jīng)歷的時(shí)間。 見圖4。 9.12.2 初始響應(yīng)時(shí)間 initial response time 從t0到t1所經(jīng)歷的時(shí)間。 見圖4。 9.12.3 增長(zhǎng)時(shí)間 build－up time 從t1到t5所經(jīng)歷的時(shí)間。 見圖4。 9.12.4 有效制動(dòng)時(shí)間 active braking time 從t2到t7所經(jīng)歷的時(shí)間。 見圖4。 9.12.5 總制動(dòng)時(shí)間 total braking time 從t0到t7所經(jīng)歷的時(shí)間。 見圖4。 9.13 距離 9.13.1 有效制動(dòng)距離 active braking distance s1 在有效制動(dòng)時(shí)間內(nèi)車輛所駛過的距離。 9.13.2 制動(dòng)距離 braking distance s0 在總制動(dòng)時(shí)間內(nèi)車輛所駛過的距離，即：車輛從駕駛員開始促動(dòng)控制裝置的瞬間直至車輛停止的瞬間所駛過的距離。 9.14 制動(dòng)功 braking work W 瞬時(shí)總制動(dòng)力(Ff)與位移單元(ds)之乘積在整個(gè)制動(dòng)期間駛過距離的積分。 9.15 瞬時(shí)制動(dòng)功率 instantaneous braking power P 瞬時(shí)總制動(dòng)力(Ff)與車速(v)之乘積。 P＝Ff×v 9.16 制動(dòng)減速度 braking deceleration 在所考核的時(shí)間內(nèi)，通過制動(dòng)系統(tǒng)所獲得的速度減少量。 9.16.1 瞬時(shí)減速度 instantaneous deceleration a 由下式表示的減速度。 式中： a——瞬時(shí)減速度； dv——速度單元； dt——時(shí)間單元。 9.16.2 對(duì)時(shí)間的平均減速度 mean deceleration over time amt 任意兩時(shí)間點(diǎn)tB和tE間的減速度。 其計(jì)算結(jié)果為： vB和vE分別為車輛在tE和tB瞬間的速度。 9.16.3 對(duì)距離的平均減速度 mean deceleration over distance ams 在任意兩距離點(diǎn)sB和sE間的減速度。 其計(jì)算結(jié)果為： vB和vE分別為車輛在sE和sB距離點(diǎn)的速度。 9.16.4 對(duì)停車距離的平均減速度 mean deceleration over stopping distance ams0 由下式計(jì)算的減速度。 注：這是一種“停車”的特殊情況，其中vB＝v0，v0為t0瞬時(shí)的速度，vE＝0km/h，sB＝0m和sE＝s0。 9.16.5 充分發(fā)出的平均減速度 mean fully developed deceleration dm 在某些限定條件下對(duì)距離的平均減速度。 式中： vB＝0.8×v0，vE＝0.1×v0。 注1：“充分發(fā)出的平均減速度”術(shù)語在UNECE R13法規(guī)中用于制動(dòng)性能的測(cè)量。 注2：為了表示停車距離與充分發(fā)出的平均減速度兩者間的關(guān)聯(lián)，減速度必須作為對(duì)距離的函數(shù)測(cè)量其平均值。對(duì)于評(píng)估目的，見附錄B。 注3：由于法規(guī)將dm定義為正值，相對(duì)9.16.3 而言，對(duì)換了分子中速度vE和vB的順序。 9.17 制動(dòng)強(qiáng)度 braking rate z 車輛的瞬時(shí)減速度(a)與重力加速度(g)之比(不適用半掛車)。 或總制動(dòng)力(Ff)與車輛軸/橋上靜態(tài)總質(zhì)量相關(guān)的作用力(Gs)之比。 9.18 制動(dòng)滑移率 braking slip λ 沿車輪中心面方向的車輛中心的速度(vc)與車輪圓周速度(vw)的差值與(vc)的比值。 式中： vw＝ωw×r。 ωw為車輪角速度，r為輪胎名義滾動(dòng)半徑，是車輛運(yùn)動(dòng)中所裝配輪胎從車軸軸線到地面的理論半徑。 見圖5。 注：在制動(dòng)力學(xué)中，制動(dòng)滑移率描述的是車輪圓周速度與車輪中心的線速度(大多數(shù)情況等于車速)的相關(guān)特性。 附著系數(shù) 制動(dòng)滑移率λ 說明： k——附著系數(shù)； kmax——最大附著系數(shù)； klock——抱死車輪附著系數(shù)。 圖5 k－滑移曲線 9.19 摩擦力系數(shù) friction force coefficient 由作用在兩物體接觸面產(chǎn)生的所有切向力(FT)與對(duì)應(yīng)法向力(FN)之比。 注：對(duì)摩擦式制動(dòng)器，摩擦力通過摩擦系數(shù)(μ)表現(xiàn)，而對(duì)輪胎/道路接觸面，摩擦力通過附著系數(shù)(k)表現(xiàn)。