標準編號:	GB/T 5620-2020
中文名稱:	道路車輛　汽車和掛車制動名詞術語及其定義
英文名稱:	Road vehicles—Vocabulary and definition for braking of automotive vehicles and their trailers
中標分類:	T24    制動系統
行業分類:	GB    國家標準
ICS分類:	43.040.40 43.040.40    制動系統 43.040.40
發布機構:	國家市場監督管理總局 國家標準化管理委員會
發布日期:	2020-09-29
實施日期:	2021-4-1
標準狀態:	valid
替代舊標準:	GB/T 5620-2002 道路車輛 汽車和掛車制動名詞術語及其定義
翻譯語言:	英文
文件格式:	PDF
中文字符數:	42000 字
翻譯價格(元):	1700.0
交付時間:	付款后 1 個工作日

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 汽車和掛車制動名詞術語及其定義 1 范圍 本標準界定了ISO 3833中定義的汽車和掛車所使用的制動和制動裝置的主要術語。 本標準適用于車輛制動過程中所包含的制動系統或零部件，也可用于描述制動過程中的全部或部分特性參數。 2 規范性引用文件 下列文件對于本文件的應用是必不可少的。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 術語和定義(Road vehicles—Types—Terms and definitions) ISO/TR 13487：1997 道路車輛的制動 關于充分發出的平均減速度的定義(Braking of road vehicles—Consideration on the definition of mean fully developed deceleration) 3 制動系統和裝備 總則 3.1 制動裝備 braking equipment 裝備在車輛上的所有制動系統。 3.2 制動系統 braking system 滿足下列一個或多個功能的零部件組合： ——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。 3.2.1 行車制動系統 service braking system 允許駕駛員直接或間接采用逐級方式控制正常行駛中的車輛的速度或使車輛停駛的制動系統。 3.2.2 應急(第二)制動系統 secondary braking system 允許駕駛員在行車制動系統失效的情況下，直接或間接采用逐級方式控制車輛速度或使車輛停駛的制動系統。 3.2.3 駐車制動系統 parking braking system 通過機械方式使車輛(甚至是在傾斜路面，特別是無駕駛員的情況下)保持靜止狀態的制動系統。 3.2.4 緩速制動系統 endurance braking system 在幾乎不使用摩擦式制動器情況下，駕駛員能夠使車輛減速或使車輛以幾乎恒定的速度長時間行駛的所有車輛裝置的總稱，可能包括多個緩速器。 注：一個緩速制動系統可能包含： ——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 緩速制動系統控制裝置類型 3.2.4.1.1 獨立式控制裝置 independent control device 獨立于行車制動系統，控制緩速制動系統的裝置。 3.2.4.1.2 整體式控制裝置 integrated control device 與行車制動系統控制裝置集成在一起，可以同時控制緩速制動系統和行車制動系統，也可以分時控制緩速制動系統和行車制動系統的裝置。 3.2.4.1.3 切斷裝置 cut-out device 防止緩速制動系統的操作與行車制動系統的操作相連接的裝置。 3.2.4.2 緩速器 retarder 見5.5.3。 4 制動系統分類 4.1 按供能方式分類 4.1.1 人力制動系統 muscular energy braking system 僅由駕駛員的體力提供制動力所需能量的制動系統。 4.1.2 助力制動系統 power-assisted braking system/energy-assisted braking system 由駕駛員的體力借助一個或多個供能系統提供制動力所需能量的制動系統，如真空助力制動系統(帶真空助力器)、動力液壓助力制動系統(帶液壓助力器)。 4.1.3 非人力制動系統 non-muscular energy braking system 全動力制動系統 full-power braking system 由一個或多個供能裝置(不包括駕駛員的體力)提供制動力所需能量的制動系統，如氣壓制動系統、動力液壓制動系統、氣頂液制動系統。 注：本定義不包含在供能失效情況下，駕駛員通過人力觸動制動系統能夠產生制動力的制動系統。 4.1.4 慣性制動系統 inertia braking system 由掛車接近其牽引車產生的推力提供制動力所需能量的(掛車)制動系統。 4.1.5 重力制動系統 gravity braking system 由一個掛車部件在重力作用下下降時提供制動力所需能量的(掛車)制動系統。 4.1.6 彈簧制動系統 spring braking system 由起蓄能器作用的一個或多個壓縮彈簧提供制動所需能量的制動系統。 4.2 按傳能方式分類 4.2.1 機械制動系統 mechanical braking system 通過杠桿、推桿或拉索等機械機構從作用點對制動器進行控制和傳遞能量的制動系統。 4.2.2 液壓制動系統 hydraulic braking system 通過液壓傳輸裝置從作用點對制動器進行控制和傳遞能量的制動系統。 4.2.3 氣壓制動系統 pneumatic braking system 通過氣壓傳輸裝置從作用點對制動器進行控制和傳遞能量的制動系統。 注：有兩種可能的系統：壓縮空氣制動系統和真空制動系統。 4.2.4 氣頂液制動系統air-over-hydraulic braking system 帶有儲存的空氣能、液壓促動制動器和一個氣-液轉化器組成的傳輸裝置的制動系統。 4.2.5 電動制動系統 electric braking system 對制動器的促動力主要由根據電傳輸信號動作的電機產生的制動系統。 4.2.6 電控制動系統 electronic braking system; EBS 制動系統中的控制由控制傳輸中的電信號產生和處理的制動系統，輸出電信號控制產生促動力的裝置。 4.3 按傳輸裝置分類 4.3.1 單回路制動系統 single-circuit braking system 使用一條回路進行傳輸，如果該傳輸裝置一處發生失效，便不能傳輸產生促動力所需能量的制動系統。 4.3.2 雙回路制動系統 dual-circuit braking system 使用兩條分離的回路進行傳輸，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系統連接的制動器產生促動力所需能量的制動系統。 4.3.3 多回路制動系統 multi-circuit braking system 使用多條分離的回路進行傳輸，如果一條傳輸回路失效，其他回路仍能控制和傳輸與制動系統連接的制動器產生促動力所需能量的制動系統。 4.4 汽車列車制動系統分類 4.4.1 單管路制動系統 single-line braking system 使用一條連接管路對掛車制動系統進行供能和控制的制動系統。 4.4.2 雙管路或多管路制動系統 two-line or multi-line braking system 使用兩條或多條分離的連接管路對掛車制動系統進行供能和控制的制動系統。 4.4.3 連續制動系統 continuous braking system 具有以下特征的汽車列車車輛制動系統組合： ——駕駛員從其駕駛座椅上可通過牽引車上的一個直接操作控制裝置的單一操作調節掛車上的間接操作控制裝置； ——構成汽車列車的各車輛產生制動力所需的能量由相同的能源(可以是駕駛員的體力)提供； ——構成汽車列車的各車輛同步或以適當的相位(異步)進行制動。 4.4.4 半連續制動系統 semi-continuous braking system 具有以下特征的汽車列車的車輛制動系統組合： ——駕駛員可從其駕駛座椅上通過牽引車上的一個直接操作控制裝置的單一操作調節掛車上的間接操作控制裝置； ——構成汽車列車的各車輛產生制動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； ——構成汽車列車的各車輛同步或以適當的相位(異步)進行制動。 5 制動系統組成 注：一個制動系統由與其相連接的供能、控制和向制動器傳輸能量的裝置組成，必要時也經由牽引車上的輔助裝置向掛車制動器供能、控制和傳輸能量。 5.1 供能裝置 energy-supplying device 制動系統中供給、調節制動所需能量(必要時改善能量狀態)的部件，其終止于傳能裝置的起始點，即制動系統各回路的起始點(如果有輔助回路，也包括在內)，既保護制動系統各回路的能量不流回，也不在各回路間流動。 注：本定義也適用于掛車。 5.2 能源 energy source 供能裝置中產生能量的部件。 注：能源可能不位于車輛上(如掛車氣壓制動系統的壓縮空氣源)，在最簡單的系統中，也可能是駕駛員的體力。 5.3 控制裝置 control device 制動系統中發起制動操作和控制其輸出的部件，當駕駛員(或其他人)直接操作時，其始于施加點；而當由駕駛員間接操作或沒有駕駛員干涉情況下進行操作時，始于向制動系統提供控制信號的輸出點；其既可終止于產生作用力的所需能量的分配點，也可終止于能量被分配給控制作用力的位置。 注1：控制信號可以在控制裝置內通過機械、氣體、液體或電信號等方式進行傳遞,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行操作： ——通過一個人的手或腳直接進行操作； ——駕駛員間接操作,或無任何操作(僅對掛車而言)； ——牽引車其中一套制動系統操作時或失效情況下，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 制動系統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,也始于供能裝置終止點,終止于制動器的起點。 注：傳輸裝置可以是機械、液體、氣體(高于或低于大氣壓的壓力)、電力或組合型(如液壓-機械式、液壓-氣壓式)。 5.5 制動器 brake 制動系統中產生阻止車輛運動或運動趨勢的力的部件。 5.5.1 摩擦式制動器 friction brake 通過對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或多個部件運動的制動器。 注：由于摩擦力而引起作用力增加的摩擦式制動器稱為“自增力式”制動器。 5.5.1.1 鼓式制動器 drum brake 由安裝在車輛固定部位的部件與制動鼓內表面或外表面間產生摩擦力的摩擦式制動器。 5.5.1.2 盤式制動器 disc brake 由安裝在車輛固定部位的部件與一個(多個)制動盤表面間產生摩擦力的摩擦式制動器。 5.5.1.3 摩擦式制動器部件 5.5.1.3.1 制動襯片總成 brake lining assembly 分別壓靠在制動鼓或制動盤上產生摩擦力的鼓式制動器或盤式制動器的部件。 5.5.1.3.1.1 制動蹄片總成 shoe assembly 鼓式制動器的制動襯片總成。 5.5.1.3.1.1.1 領蹄總成 leading shoe assembly 通過轉動的制動鼓與制動襯片間產生的摩擦力使制動作用力效果增加的制動蹄片總成。 5.5.1.3.1.1.2 從蹄總成 trailing shoe assembly 通過轉動的制動鼓與制動襯片間產生的摩擦力使制動作用力效果減小的制動蹄片總成。 5.5.1.3.1.2 襯塊總成 pad assembly 盤式制動器的制動襯片總成。 5.5.1.3.2 附件 attachment 承載件 carrier 制動襯片總成中安裝制動襯片的部件。 5.5.1.3.2.1 蹄鐵 shoe 承載制動襯片的制動蹄片總成的部件。 5.5.1.3.2.2 背板 back plate 承載制動襯片的襯塊總成的部件。 5.5.1.3.3 制動襯片 brake lining 摩擦片 friction lining 制動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 制動器調節裝置 5.5.1.3.5.1 制動器手動調節裝置 manual brake adjustment device 在使用過程中，當制動襯片或襯塊、制動鼓或制動盤產生磨損時,允許操作人員通過手動方式調節制動襯片或襯塊與制動鼓或制動盤間的間隙的制動器調節裝置。 5.5.1.3.5.2 制動器自動調節裝置 automatic brake adjustment device 在使用過程中，當制動襯片或襯塊、制動鼓或制動盤產生磨損時，使制動襯片或襯塊與制動鼓或制動盤間的間隙保持在規定的公差帶內的制動器調節裝置。 5.5.2 剛性連接式制動器 positive engagement brake 采用剛性連接的方式，通過車輛上的非旋轉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轉的制動器。 注：剛性連接式制動器通常僅在車輛處于靜止(鎖止)狀態時使用。 5.5.3 緩速器 retarder 在不依賴摩擦式制動器的情況下，用于提供持續制動功能的能量轉換裝置。 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)的發動機側的、汽車傳動系上的緩速器。 5.5.3.1.2 后置緩速器 secondary retarder 安裝在變速器(液力變矩器)與驅動橋之間的汽車傳動系上的緩速器。 注：所有與非驅動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 發動機制動 engine brake 通過減少燃油供應和節流導入空氣導致發動機拖滯，借以通過與驅動輪連接的發動機拖滯使車輛減速的方法。 5.5.3.2.2 發動機緩速器 engine retarder 通過改變配氣相位增加發動機內部阻力(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增加發動機內部阻力的方式增加緩速效果的裝置。 5.5.3.2.4 電力牽引電機緩速器 electronic traction motor retarder 與驅動輪連接的電力牽引電機對運動中的車輛行使緩速效果的裝置，如：作為直流發電機功能使用。 5.5.3.2.5 液力緩速器 hydraulic retarder 通過使用與驅動輪連接的部件向節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能的方式吸收動力的液力緩速器。 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生一個較大的壓力的方式吸收動力的液力緩速器。 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(多個)車輪連接的旋轉部件上電磁場作用(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(多個)車輪連接的旋轉部件上永磁場作用(渦流、磁滯作用)獲得緩速效果的裝置。 5.5.3.2.6.3 再生制動緩速器 regenerative braking retarder 通過饋電的方式產生制動力矩將從車輛回收的動能存儲到電池中的緩速器。 5.5.3.2.7 機械式再生制動緩速器 mechanical regenerative braking retarder 通過機械方式產生制動力矩將從車輛回收的動能存儲在一個蓄能器中的緩速器。 5.5.3.2.8 空氣動力緩速器 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 連接兩個彼此間相對固定的零件的永久不變形的管路。 注：經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 連接兩個彼此間相對固定的零件的非永久形狀的管路。 5.6.1.3 柔性管子 flexible pipe 連接兩個相對關系為可移動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 內部供能管路 internal supply line 連接能源或儲能器與控制能源流向裝置(如制動閥)的管路。 5.6.2.2 促動管路 actuating line 連接控制能源流向裝置(如制動閥)與將介質的能量轉換成機械能的裝置(如制動缸)的管路。 5.6.2.3 控制管路 pilot line 連接一個控制裝置(如制動閥)與另一個控制裝置(如繼動閥)的管路,對第二個控制裝置,能量流僅作為一個控制信號使用。 5.6.3 牽引車和掛車間連接制動裝置的氣壓管路 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 連接控制制動信號與調節掛車制動強度裝置的管路。 5.6.3.3 供能控制公用管路 common supply and control line (單管路制動系統)作為供能和控制共用的管路。 5.7 連接頭 coupling head；glad hand 連接或解除內部供能管路、促動管路和控制管路等的裝置。 5.8 制動力比例調節裝置 braking force proportioning device 通過自動或其他方式調節制動力以獲得要求的制動分配的裝置。 5.8.1 感載裝置 load-sensing device 根據車輪上的靜態或動態載荷自動調節一個或多個車輪上的制動力的裝置。 5.8.2 感壓裝置 pressure-sensing device 按與輸入壓力相關的設計規定自動調節一個或多個車輪上的制動力的裝置。 5.8.3 減速度感應裝置 deceleration-sensing device 根據車輛減速度調節一個或多個車輪上的制動力的裝置。 5.9 報警裝置 warning device 當制動系統或系統的某些工作條件變為臨界狀態、已失效或需要維修時，向駕駛員發出報警的聲、光裝置。 5.10 電子裝置 5.10.1 傳感器 sensor 負責感知車輪旋轉狀態或車輛動態狀態，并將該信號傳遞給控制器的元件。 5.10.2 控制器 controller 負責對傳感器提供的信息進行評價，并將控制信號傳遞給調節器的元件。 5.10.3 調節器 modulator 負責調節壓力的元件，因此，制動力對從控制器收到的控制信號進行直接響應。 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，用于向掛車制動系統供能和控制掛車制動系統的部件。 5.12 促動機構 actuation mechanism 連接操縱元件(如氣缸)與制動器的傳輸裝置的所有機械部件。 5.13 輔助釋放裝置 auxiliary release device 當彈簧制動氣室的供給壓力下降到釋放壓力以下時(如發生失效時)，允許從彈簧制動氣室上移去制動輸入力的(彈簧制動氣室)裝置，其僅在失效發生時為移動車輛而操作。 5.14 輔助耗能裝置 auxiliary device consuming energy 車輛上不屬于制動系統，但又使用與制動系統回路相同的能源和/或蓄能器的裝置。 6 駕駛員輔助控制制動系統 6.1 防抱制動系統 anti-lock braking system；ABS 在車輪滑移程度達到限值時，對車輪上產生制動力的壓力進行自動調節的系統。 6.1.1 車輪控制型式 6.1.1.1 單輪控制 individual wheel control 對各車輪上產生制動力的壓力進行單獨調節的ABS控制。 6.1.1.2 多輪控制 multi-wheel control 對一組車輪上產生制動力的壓力采用同一指令進行調節的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 對角控制 diagonal control 通過同一指令控制車輛上彼此間斜對角車輪的多輪控制。 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，根據所選傳感器信號傳遞的公共指令進行動態改變的多輪控制。 6.1.1.2.6 單輪修正控制 modified individual wheel control 對一個車軸上的各車輪產生制動力的壓力單獨進行調節，而管理這些壓力的控制策略是根據相對應車輪的數據而定的單輪控制。 注：單輪修正控制的目的是為了在對開路面上僅允許一個逐漸趨異的制動力減小車輛的側滑。 6.1.1.3 系統控制用傳感器信號選擇 6.1.1.3.1 動態選擇 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的多輪控制。 6.1.1.3.2 預選 6.1.1.3.2.1 輪選 selection by wheel 以預先確定的車輪控制信號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 根據自身傳感器提供的數據調節其制動力的車輪。 6.1.1.3.4 間接控制車輪 indirectly controlled wheel 根據另外一個或多個車輪的傳感器提供的數據調節其制動力的車輪。 6.1.2 控制操縱 6.1.2.1 最低控制速度 minimum control speed 防抱制動系統能夠控制駕駛員傳遞給制動器的控制力的最低車速。 6.1.2.2 傳感器信號 sensor signal 由可以計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動一圈的脈沖數。 6.1.2.4 控制周期 control cycle 從檢測到一個臨近車輪抱死到下一個臨近車輪抱死間防抱制動系統所產生的完整的減壓和再加壓循環。 6.1.2.5 控制頻率 control frequency 在相同路面上每秒鐘發生的控制周期數。 6.2 牽引控制系統 traction control system 通過避免車輛驅動輪發生過度滑移改善車輛牽引和驅動穩定性的系統。 示例：發動機扭矩控制、制動器干涉控制、差速器控制,或這些控制的組合。 6.3 穩定性控制系統 stability control system 動態驅動控制系統 dynamic drive control system 根據轉向車輪角度對轉角和方向的響應程度自動輔助車輛或列車操作的系統。 6.4 制動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，自動持續對一套或多套制動系統施加制動，并在得到駕駛員準備使車輛行駛的信號時，按定義的方式釋放制動的系統。 6.5 智能化自巡航控制系統 autonomous intelligent cruise control 通過控制發動機和/或動力總成和潛在地制動的方法，允許車輛與前面的車輛保持適當距離的標準巡航控制系統的增強版。 6.6 耦合力控制系統 coupling force control system 以自動平衡列車中牽引車和掛車的制動強度為目的的系統。 7 制動現象 7.1 對制動性能有潛在影響的襯片特性 7.1.1 打光 glazing 制動襯片表面類似鏡面的狀態。 注：打光將使摩擦系數減小，通常為采用低強度制動所致，如反復進行低強度制動。 7.1.2 分離 detachment 襯片材料從其安裝部件上分離的現象。 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量表示。 7.1.5 剝落 flaking 襯片材料細薄碎片的脫落。 7.1.6 刮傷 scoring 制動旋轉件或襯片表面上被刮出的細長溝槽，通常與旋轉方向平行。 7.1.7 制動衰退 brake fade 在制動作用力恒定情況下，制動力矩隨溫度和/或速度減小的現象。 示例1：溫度能改變制動襯片/襯塊與制動鼓/制動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，從而導致制動力矩減小。 示例2：制動鼓熱膨脹能造成制動氣室的推桿行程處于一個更加不利的位置(機械衰退)。 示例3：制動力矩的減小可能是水、鹽溶液或其他污染物等環境影響的結果。 7.2 車輛制動現象 7.2.1 不穩定制動 uneven braking 駕駛員所觀察到的，能夠影響車輛穩定性的隨機制動性能差異的現象。 7.2.2 左或右跑偏 pulling right or left 制動過程中，車輛趨向左或右偏離直線行駛路徑的車輛現象。 7.2.3 振動和噪聲 7.2.3.1 振抖 judder 制動過程中引起的，駕駛員能夠注意到的，但未必伴有噪聲的車輛低頻振動。 7.2.3.2 發啃 grabbing 制動期間產生的突發的，但未必聽得到的制動力矩變化。 7.2.3.3 尖叫聲 squeal 接近純正的，且實際上頻率恒定的高頻聲音。 7.2.3.4 鳥叫聲 chirp 調幅、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) 非純正的相對低頻聲音。 8 制動襯片試驗 8.1 襯片磨合 lining bedding；lining burnishing(US) 為在制動襯片表面與制動鼓或制動盤間獲得規定的幾何形狀和理化特性而進行的試驗前調整規范。 8.2 冷態襯片試驗 cold lining test 評定在低于預設值的初始溫度時制動襯片制動效能的試驗規范。 8.3 熱態襯片試驗 hot lining test 評定在制動過程開始時刻的制動初溫高于預設值，但未超過給定的最大值時的制動襯片制動效能的試驗規范。 8.4 衰退試驗 fade test 由一次或多次制動或連續拖磨使制動器產生熱而獲得影響制動性能差異的試驗規范。 注1：制動性能差異能在其自身加熱期間直接進行測量，或通過加熱規范前冷態下的特定制動與加熱規范后熱態下的相同制動作用力情況下的制動進行比較。 注2：襯片衰退不同于由于制動鼓膨脹等因素引起的性能損失。 8.5 恢復試驗 recovery test 評定衰退試驗后制動襯片恢復能力的一系列制動(有時根據冷卻曲線)組成的試驗規范。 8.6 衰退-恢復后的襯片效能試驗 after fade-recovery lining effectiveness test 評定加熱、衰退和恢復試驗后制動襯片的冷態制動效能的試驗規范。 8.7 襯片磨損試驗 lining wear test 評定制動襯片耐磨性能的試驗規范。 9 制動力學 9.1 制動力學 braking mechanics 在控制裝置的起點和制動作用的終點間產生的力學現象。 9.2 制動實施 brake application 通過駕駛員激活一個或多個制動系統。 9.3 制動作用 brake actuation 由傳輸裝置的輸出引導的制動動作。 9.4 制動釋放 brake release 解除制動條件后一個或多個制動系統的返回。 9.5 (制動器)作用開始 actuation threshold(of the brake) 開始產生制動力矩的制動作用點。 9.6 (制動器)夾緊 clamping(of the brake) 在制動作用開始后，由于制動作用增加而使制動器產生制動力矩或制動力矩增加。 9.7 制動釋放位置 brake release position 控制裝置解除制動條件后制動器所處的最終位置。 9.8 制動性能 braking performance 通過測量與車輛的初始速度相關的制動距離，和/或制動作用期間的充分發出的平均減速度，和/或保持車輛在坡道上靜止的能力表達的制動系統的性能。 注：持久性能通過測量車輛下長坡時保持近似恒速的能力測試。 9.8.1 規定的制動性能 prescribed braking performance 法規要求的最低制動性能。 9.8.2 剩余制動性能 residual braking performance 行車制動系統的傳輸管路一處失效后，行車制動系統的制動性能，對該值規定了最低制動性能值。 9.8.3 自動制動系統性能 automatic braking system performance (掛車解除連接保護)向掛車提供空氣的供能管路完全失效時，掛車制動系統產生的最低制動性能。 9.9 制動系統滯后 braking system hysteresis ΔFC 產生相同制動力矩的制動施加和制動釋放間的控制力差值。 見圖1。 制動力矩 控制力FC 圖1 滯后－制動系統 9.10 制動器滯后 brake hysteresis ΔFS 產生相同制動力矩的制動施加和制動釋放間的作用力差值。 見圖2。 制動力矩 控制力FC 圖2 滯遲－制動器 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 在摩擦式制動器中，施加在一個制動蹄片總成上的總力。制動蹄片總成通過摩擦作用產生制動力。 典型實例見附錄A。 9.11.3 制動力 braking force 通過制動系統的作用，在車輪與地面接觸面之間產生的方向與車輛運動速度或運動趨勢相反的力。 9.11.4 制動力變化量 braking force variation 在恒制動輸入情況下，制動輸出隨車輪轉動一圈而產生的瞬態峰值變化量，以平均輸出值的百分數表示。 9.11.5 總制動力 total braking force 一輛車上所有車輪上的制動力的總和。 9.11.6 輪間制動力不平衡量 braking force imbalance across an axle 在同一車軸上的制動器間的制動力的差值，以最大制動力的百分數表示。 9.11.7 制動力矩 braking torque 制動器中由作用力產生的摩擦力與其作用點到旋轉軸線之間距離的乘積。 9.11.8 制動拖滯 brake drag 控制裝置已經返回到釋放位置后，仍繼續存在的制動力矩。 9.11.9 制動力分配比 braking force distribution 制動比 braking ratio(GB) 制動平衡 braking balance(US) 各車軸制動力與總制動力間的比值(如：前60%、后40%)，以各軸的百分數表示。 9.11.10 制動放大因數 9.11.10.1 (外)制動器因數 (external) brake factor C 制動器的輸出力矩/力與制動輸入力矩/力的比值。 9.11.10.2 (內)制動器因數 (internal) brake factor C 制動器有效半徑上總切向力與作用力的比值。 摩擦系數(μ)與典型(C*)值的函數關系實例見圖3。附錄A給出了C*的計算實例。 注：C*只有在等作用力的情況下才是制動蹄因數之和。 制動因數C* 摩擦系數μ 說明： 1——增力式制動器； 2——雙領蹄制動器(雙領蹄鼓式制動器總成)； 3——單領蹄制動器(領/從蹄鼓式制動器總成)； 4——盤式制動器。 圖3 不同制動器類型典型內制動器因數C* 9.11.10.3 制動蹄因數 shoe factor SF 制動蹄表面的切向力與制動蹄相同表面的作用力之比。 9.11.10.4 制動蹄平均因數 mean shoe factor SFm 一個制動器的制動因數之和與制動蹄表面數量之比。 9.12 時間 一次停車制動期間的理想化的時間響應特性曲線見圖4。 注：UNECE R13法規中使用的術語“響應時間”包括初始響應時間和建立時間的一部分。 距離 時間 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——制動距離(見 9.13.2 )； s1——有效制動距離(見 9.13.1 )； t0——駕駛員開始促動控制裝置的時刻，即控制裝置開始移動的時刻； t1——管路壓力開始增加的時刻； t2——減速度開始增加的時刻； t3——控制裝置到達其預期位置的時刻； t4——兩車速直線交匯點的時刻； t5——管路壓力到達穩定值的時刻； t6——減速度到達穩定值的時刻； t7——車輛停止的時刻。 圖4 一次停車制動期間的理想化的時間響應特性曲線 9.12.1 控制裝置作用時間 control device application time 從t0到t3所經歷的時間。 見圖4。 9.12.2 初始響應時間 initial response time 從t0到t1所經歷的時間。 見圖4。 9.12.3 增長時間 build－up time 從t1到t5所經歷的時間。 見圖4。 9.12.4 有效制動時間 active braking time 從t2到t7所經歷的時間。 見圖4。 9.12.5 總制動時間 total braking time 從t0到t7所經歷的時間。 見圖4。 9.13 距離 9.13.1 有效制動距離 active braking distance s1 在有效制動時間內車輛所駛過的距離。 9.13.2 制動距離 braking distance s0 在總制動時間內車輛所駛過的距離，即：車輛從駕駛員開始促動控制裝置的瞬間直至車輛停止的瞬間所駛過的距離。 9.14 制動功 braking work W 瞬時總制動力(Ff)與位移單元(ds)之乘積在整個制動期間駛過距離的積分。 9.15 瞬時制動功率 instantaneous braking power P 瞬時總制動力(Ff)與車速(v)之乘積。 P＝Ff×v 9.16 制動減速度 braking deceleration 在所考核的時間內，通過制動系統所獲得的速度減少量。 9.16.1 瞬時減速度 instantaneous deceleration a 由下式表示的減速度。 式中： a——瞬時減速度； dv——速度單元； dt——時間單元。 9.16.2 對時間的平均減速度 mean deceleration over time amt 任意兩時間點tB和tE間的減速度。 其計算結果為： vB和vE分別為車輛在tE和tB瞬間的速度。 9.16.3 對距離的平均減速度 mean deceleration over distance ams 在任意兩距離點sB和sE間的減速度。 其計算結果為： vB和vE分別為車輛在sE和sB距離點的速度。 9.16.4 對停車距離的平均減速度 mean deceleration over stopping distance ams0 由下式計算的減速度。 注：這是一種“停車”的特殊情況，其中vB＝v0，v0為t0瞬時的速度，vE＝0km/h，sB＝0m和sE＝s0。 9.16.5 充分發出的平均減速度 mean fully developed deceleration dm 在某些限定條件下對距離的平均減速度。 式中： vB＝0.8×v0，vE＝0.1×v0。 注1：“充分發出的平均減速度”術語在UNECE R13法規中用于制動性能的測量。 注2：為了表示停車距離與充分發出的平均減速度兩者間的關聯，減速度必須作為對距離的函數測量其平均值。對于評估目的，見附錄B。 注3：由于法規將dm定義為正值，相對9.16.3 而言，對換了分子中速度vE和vB的順序。 9.17 制動強度 braking rate z 車輛的瞬時減速度(a)與重力加速度(g)之比(不適用半掛車)。 或總制動力(Ff)與車輛軸/橋上靜態總質量相關的作用力(Gs)之比。 9.18 制動滑移率 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為輪胎名義滾動半徑，是車輛運動中所裝配輪胎從車軸軸線到地面的理論半徑。 見圖5。 注：在制動力學中，制動滑移率描述的是車輪圓周速度與車輪中心的線速度(大多數情況等于車速)的相關特性。 附著系數 制動滑移率λ 說明： k——附著系數； kmax——最大附著系數； klock——抱死車輪附著系數。 圖5 k－滑移曲線 9.19 摩擦力系數 friction force coefficient 由作用在兩物體接觸面產生的所有切向力(FT)與對應法向力(FN)之比。 注：對摩擦式制動器，摩擦力通過摩擦系數(μ)表現，而對輪胎/道路接觸面，摩擦力通過附著系數(k)表現。