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1、SAE Technical Standards Board Rules provide that: “This report is published by SAE to advance the state of technical and engineering sciences. The use of this report is entirely voluntary, and its applicability and suitability for any particular use, including any patent infringement arising therefr
2、om, is the sole responsibility of the user.” SAE reviews each technical report at least every five years at which time it may be reaffirmed, revised, or cancelled. SAE invites your written comments and suggestions. QUESTIONS REGARDING THIS DOCUMENT: (724) 772-8512 FAX: (724) 776-0243 TO PLACE A DOCU
3、MENT ORDER; (724) 776-4970 FAX: (724) 776-0790 SAE WEB ADDRESS http:/www.sae.org Copyright 1992 Society of Automotive Engineers, Inc. All rights reserved.Printed in U.S.A. SURFACE VEHICLE 400 Commonwealth Drive, Warrendale, PA 15096-0001 INFORMATION REPORT J2246 ISSUED JUN92 Issued1992-06 ANTILOCK B
4、RAKE SYSTEM REVIEW ForewordThis Document has not changed other than to put it into the new SAE Technical Standards Board Format. The application of Antilock Brake Systems (ABS) to passenger cars and light trucks has grown in recent years. This has been fueled by advances in automotive electronics, c
5、ompetitive trends, and consumer safety awareness. Although technical literature exists regarding specific systems, hardware, and applications, little exists that addresses the topic from the viewpoint of the industry as a whole. Recognizing this need, the Antilock Brake Standards Committee was forme
6、d and began its work by compiling this document. TABLE OF CONTENTS 1.Scope . 2 2.References . 2 2.1Applicable Publications. 2 3.Definitions. 3 4.Nomenclature. 5 5.Introduction. 6 6.Historical Review 6 6.1The Evolution of Passenger Car and Light Truck Antilock Braking Systems 6 6.2ABS Installation Ra
7、tes for Passenger Car and Light Truck 8 7.Basic ABS Theory 8 7.1Goals of ABS Application . 8 7.2Inherent Limitations and Compromises 8 7.3Overview of ABS 9 7.4Braking DynamicsSingle Wheel Model. 9 7.4.1Tire-to-Road Interface Description . 10 7.4.2Braking Without ABS 13 7.4.3Road Surface Friction Uti
8、lization 14 7.4.3.1Longitudinal Force Utilization . 14 7.4.3.2Lateral vs. Longitudinal Force Utilization 15 SAE J2246 Issued JUN92 -2- 7.4.3.2.1Nondeformable Surface15 7.4.3.2.2Deformable Surface16 7.4.4ABS Objective.16 7.4.5Simple ABS Modulation Logic 16 7.4.6Control Logic.17 7.4.7Example Run on Si
9、mulation17 7.5Braking DynamicsFour Wheel Model17 7.5.1Straight Line Braking.18 7.5.2Stability and Controllability in Response to Steering Inputs .21 7.5.3Braking in a Turn.23 7.5.4Split Coefficient Braking24 7.5.5Performance Tradeoffs25 7.6Control System Block Diagram.25 8.ABS Current Production Sys
10、tems Profile .26 1.ScopeThis SAE Information Report provides information applicable to production Original Equipment Manufacturer antilock braking systems found on some past and current passenger cars and light trucks. It is intended for readers with a technical background. It does not include infor
11、mation about aftermarket devices or future antilock brake systems. Information in this document reflects that which was available to the committee at the time of publication. 2.References 2.1Applicable PublicationsThe following publications form a part of the specification to the extent specified he
12、rein. Unless otherwise indicated the latest revision of SAE publications shall apply. 1.Zellner, John W., “An Analytical Approach to Antilock Brake System Design,“ SAE Paper 840249, 1984. 2.Leiber, Heinz., Czinczel, Armin., and Anlauf, Juergen., “Antiskid System (ABS) for Passenger Cars,“ Bosch Tech
13、nische Berichte (English Special Edition), Feb. 1982. 3.Ehlbeck, Jim., Moore, Tony., and Young, Warren., “Antilock Brake Systems for the North America Truck Market,“ SAE Paper 901174. 4.Ellis, J. R., “Vehicle Dynamics,“ London Business Books, 1969. 5.Flaim, T. A., “Vehicle Brake Balance Using Object
14、ive Brake Factors,“ SAE Paper 890804, February, 1989. 6.Rowell, J. Martin., Gritt, Paul S., editors, “Antilock Braking Systems for Passenger Cars and Light TrucksA Preview (PT-29);“ SAE, 1987. 7.Ward Automotive Reports; Wards Communications January 25, 1988 January 16, 1989 February 5, 1990 January
15、28, 1991 February 25, 1991 July 8, 1991 August 19, 1991 8.Lowery, Joseph., “JensenFerguson: 2+2 = 4;“ February, 1966; p.u. 9.“Wards Automotive Antilock Braking Systems In The 1990s,“ p. 2; Lamm, Michael., Wards Communications, 1990. 10. ISO 611-1980 “Road vehiclesBraking of automotive vehicles and t
16、heir trailersVocabulary“ 11. ECE R13.05, Annex 13 “Requirements Applicable to Tests for Vehicles Equipped with Anti-Lock Devices“ 12. SAE J670Vehicle Dynamics Terminology SAE J2246 Issued JUN92 -3- 3.Definitions 3.1ABS (Acronym for Antilock Brake Systems)A device which automatically controls the lev
17、el of slip in the direction of rotation of the wheel on one or more wheels during braking (see ISO 611). 3.2AccumulatorLow Pressure (Sump)A low pressure brake fluid storage device not intended as an energy source. 3.3AccumulatorHigh PressureAn energy storage device using pressurized brake fluid as t
18、he storage medium. 3.4Actuation PrinciplePump BackAn ABS system configuration where during modulation control, low pressure brake fluid is restored to high pressure by a pump and made available for a subsequent build cycle. The total amount of fluid available for modulation control for a given stop
19、is limited to the amount of fluid provided by the master cylinder for that particular stop. 3.5Actuation PrincipleReplenishmentAn ABS system configuration employing an external source of high pressure fluid in addition to displaced master cylinder fluid for modulation control. This type of system ha
20、s virtually an unlimited supply of high pressure fluid available during modulation control. 3.6Add-On ABS SystemAn ABS configuration in which both the ABS power supply and modulation control functions are independent from the base brake actuation system. The components of this system may be packaged
21、 together or separately. 3.7Control ChannelA portion of the hydraulic brake circuit which can be operated independently from other portions of the hydraulic brake circuit. In ABS braking, it is a hydraulic brake circuit that controls a wheel or wheels independently of other wheels. 3.8ControllerA co
22、mponent of the antilock braking system which interprets input signals from the sensor(s) and transmits the controlling output signals to the modulator(s) (see SAE J670e). 3.9Diagonal Split Brake SystemA brake system in which separate hydraulic circuits actuate the service brakes for one front wheel
23、and one rear wheel on the opposite side. 3.10 Directly Controlled WheelA wheel whose braking force is modulated according to data provided at least by its own sensor (see ECE Regulation 13). 3.11 G-Switch/Accelerometer G-Sensor/(Lateral and Longitudinal)A device by which acceleration or a change in
24、acceleration of the vehicle is detected or confirmed. 3.12 Indirectly Controlled WheelA wheel whose braking force is modulated according to data provided by the sensor(s) of other wheel(s) (see ECE Regulation 13). 3.13 Integrated ABS SystemAn ABS configuration in which some ABS and base brake actuat
25、ion functions are shared. Most commonly, both systems may share a hydraulic power supply. 3.14 Lateral Force CoefficientThe ratio of the lateral force to the vertical load (see SAE J670e). 3.15 Longitudinal Force CoefficientThe ratio of the longitudinal force to the vertical load (see SAE J670e). 3.
26、16 Modulation ControlThe systematic regulation of braking force resulting from the build, decay, and/or hold of pressure to a given control channel. SAE J2246 Issued JUN92 -4- 3.17 ModulatorThe component responsible for modulating the force developed by the brake actuators as a function of the order
27、 received from the controller (see ISO 611). 3.18 Nonuniform/Nonhomogeneous Coefficient of FrictionA braking tractive surface in which variable surface conditions exist. 3.19 Pedal FeedbackA tactile sensation felt by the drivers foot on the brake pedal during modulation control. 3.20 Pump MotorA mec
28、hanical pump driven by an electric motor used to pressurize or move brake fluid. 3.21 Select HighMulti-wheel control where the signal of that wheel which is the last to tend to lock controls the system for all the wheels of the group (see ISO 611). 3.22 Select LowMulti-wheel control where the signal
29、 of that wheel which is the first to tend to lock controls the system for all the wheels of the group (see ISO 611). 3.23 SlipThe difference between the angular velocity of a freely rolling wheel () and the angular velocity of the braked wheel (B) divided by the angular velocity of the freely rollin
30、g wheel (), expressed as a percentage. (Eq. 1) 3.24 Slip AngleThe angle between the wheel plane and the direction of travel of the center of the tire contact (see SAE J670e). 3.25 SolenoidAn electromagnetic device in which an electrically energized magnet moves an armature to open or close a hydraul
31、ic flow path (see ISO 611). 3.26 Split Coefficient (Split )A braking tractive surface in which two significantly differing coefficients of friction exist at the left and right side of the vehicle. 3.27 Transition Coefficient (Transition )A braking tractive surface in which two significantly differin
32、g coefficients of friction exist in the direction of travel of the vehicle. 3.28 Uniform/Homogeneous Coefficient of FrictionA braking tractive surface in which no significantly differing coefficient of friction exist throughout the surface. 3.29 Vertical Split Brake SystemA brake system in which sep
33、arate hydraulic circuits actuate the service brakes, one for both front wheels and one for both rear wheels. 3.30 Wheel Speed SensorThe component responsible for sensing the condition of rotation of the wheel(s) and for transmitting this information to the controller. 3.31 Yaw Rate (r)The angular ve
34、locity about the (vehicles) vertical axis (see Figure 1). % SLIP B -= SAE J2246 Issued JUN92 -5- FIGURE 1DIRECTIONAL CONTROL AXIS SYSTEM 4.Nomenclature ax Acceleration along the x (longitudinal) axis of the vehicle e Base of Napierian logarithmic system, (2.7182) G Brake specific torque g Accelerati
35、on due to gravity J Wheel inertia M Vehicle mass P Brake pressure P0 Initial brake pressure P1 Rate of change of brake pressure R Radius of tire S Stopping distance s Slip s0 Initial slip T Torque t Continuous time u Vehicle velocity along its x (longitudinal) axis V Peripheral velocity of free stra
36、ight rolling tire X Longitudinal force Z Vertical force Longitudinal force coefficient Slip angle Slope of longitudinal force coefficient curve Lumped time constant SAE J2246 Issued JUN92 -6- Angular velocity 4.1Subscripts B Brake H High limit i Initial L Low limit p Peak R Road s Slide 5.Introducti
37、onABS may represent the single greatest advancement in automotive braking since the development of hydraulic brakes. Given the significance, this document has been written to provide the reader with the following; a.Historical Review of ABS b.Basic ABS Theory c.Profile of Current Antilock Brake Syst
38、ems This information is intended to provide the reader with an understanding of the fundamentals of ABS and its development. With this knowledge, the reader should have a better understanding of the present, and may have the tools to help understand future ABS developments. 6.Historical Review 6.1Th
39、e Evolution Of Passenger Car and Light Truck Antilock Brake SystemsThe current hydraulic antilock brake systems were conceived from systems developed for trains in the early 1900s. The development of passenger car and light truck ABS appears to have started around 1936, when Bosch received its first
40、 patent for an antilock brake system using electromagnetic wheel speed sensors. When the sensors detected a locked wheel, an electric motor controlled orifice at each brake line was activated, thus regulating the brake pressure. Several ABS development projects began in the 1950s. The first project
41、began in 1954 at Ford when a Lincoln sedan was fitted with an antilock brake system from a French aircraft. In 1957 Kelsey-Hayes began an “automatic“ braking system exploratory development program. The program concluded that the system should prevent the loss of vehicle control and reduce the vehicl
42、es stopping distance. 1957 also saw Chrysler begin research on a “skid control“ brake system, however, it was not until 1966 that Chrysler began developing antilock brake systems that were intended for production. The late 1960s saw the first antilock brake system enter production. Kelsey-Hayes comp
43、leted development of a rear wheel ABS in 1968. The single channel vacuum powered system was first offered by Ford on its 1969 Thunderbird and Lincoln Continental Mark III, under the trade name “Sure-Track“. Chrysler introduced four-wheel ABS on the 1971 Imperial. The system, developed with Bendix wa
44、s a 3- channel, 4-wheel vacuum actuated system marketed under the trade name “Sure-Brake“. Jensen Motors became the first automobile manufacturer to offer ABS in conjunction with a viscous coupled 4- wheel drive system. In 1972 the Jensen Interceptor was made available with the Dunlop “Maxaret“ anti
45、lock brake system. The system used a prop-shaft mounted speed sensor to operate a solenoid, which in turn operated air valves to reduce the brake vacuum servo output force. Bosch began supplying a hydraulically actuated antilock brake system to Mercedes-Benz in October of 1978. The 3-channel, 4-whee
46、l, add-on system was the first to employ a digital electronic control system to replace the analog electronics. SAE J2246 Issued JUN92 -7- The use of ABS increased dramatically during the 1980s. In 1984, Teves began volume production of the first “integrated“ ABS, in which the hydraulic brake booste
47、r, master cylinder, and antilock actuator were combined into a single component. The system, designated MK II, was also the first microprocessor based ABS and was first used on the 1985 Lincoln Mark VII. Lucas Girling began supplying Ford of Europe with a mechanical ABS called Stop Control System (S
48、CS) in 1986, a derivative of one developed in the early 1980s for motorcycles. The system used two mechanical wheel speed sensors on the front wheels. The rear wheels were valved to prevent lock up. In 1986 Kelsey-Hayes introduced a single channel rear-wheel ABS on light trucks. The system saw wides
49、pread usage in the late 1980s, beginning with Ford in the 1987 model year. Delco Moraine NDH began production of its ABS VI system in 1990. The system is unique in that the pistons used to control brake pressures are driven by electric motors via gear boxes and ball screws. A summary of the previous information is shown in Figure 2. FIGURE 2ANTILOCK BRAKE SYSTEM SIGNIFICANT EVENTS SAE J2246 Issued JUN92 -8- 6.2ABS Installation Rates For Passenger Car A