标准编号:	GB/T 5620-2020
中文名称:	道路车辆　汽车和挂车制动名词术语及其定义
英文名称:	Road vehicles—Vocabulary and definition for braking of automotive vehicles and their trailers
中标分类:	T24    制动系统
行业分类:	GB    国家标准
ICS分类:	43.040.40 43.040.40    制动系统 43.040.40
发布机构:	国家市场监督管理总局 国家标准化管理委员会
发布日期:	2020-09-29
实施日期:	2021-4-1
标准状态:	valid
替代旧标准:	GB/T 5620-2002 道路车辆 汽车和挂车制动名词术语及其定义
翻译语言:	英文
文件格式:	PDF
中文字符数:	42000 字
翻译价格(元):	1700.0
交付时间:	付款后 1 个工作日

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

道路车辆 汽车和挂车制动名词术语及其定义 1 范围 本标准界定了ISO 3833中定义的汽车和挂车所使用的制动和制动装置的主要术语。 本标准适用于车辆制动过程中所包含的制动系统或零部件，也可用于描述制动过程中的全部或部分特性参数。 2 规范性引用文件 下列文件对于本文件的应用是必不可少的。凡是注日期的引用文件，仅注日期的版本适用于本文件。凡是不注日期的引用文件，其最新版本(包括所有的修改单)适用于本文件。 ISO 3833：1977 道路车辆 类型 术语和定义(Road vehicles—Types—Terms and definitions) ISO/TR 13487：1997 道路车辆的制动 关于充分发出的平均减速度的定义(Braking of road vehicles—Consideration on the definition of mean fully developed deceleration) 3 制动系统和装备 总则 3.1 制动装备 braking equipment 装备在车辆上的所有制动系统。 3.2 制动系统 braking system 满足下列一个或多个功能的零部件组合： ——控制车辆的速度(通常为减速)； ——使车辆停驶或保持车辆静止不动。 3.2.1 行车制动系统 service braking system 允许驾驶员直接或间接采用逐级方式控制正常行驶中的车辆的速度或使车辆停驶的制动系统。 3.2.2 应急(第二)制动系统 secondary braking system 允许驾驶员在行车制动系统失效的情况下，直接或间接采用逐级方式控制车辆速度或使车辆停驶的制动系统。 3.2.3 驻车制动系统 parking braking system 通过机械方式使车辆(甚至是在倾斜路面，特别是无驾驶员的情况下)保持静止状态的制动系统。 3.2.4 缓速制动系统 endurance braking system 在几乎不使用摩擦式制动器情况下，驾驶员能够使车辆减速或使车辆以几乎恒定的速度长时间行驶的所有车辆装置的总称，可能包括多个缓速器。 注：一个缓速制动系统可能包含： ——供能装置； ——控制装置； ——传输装置； ——耗能装置；和 ——辅助装置。 3.2.4.1 缓速制动系统控制装置类型 3.2.4.1.1 独立式控制装置 independent control device 独立于行车制动系统，控制缓速制动系统的装置。 3.2.4.1.2 整体式控制装置 integrated control device 与行车制动系统控制装置集成在一起，可以同时控制缓速制动系统和行车制动系统，也可以分时控制缓速制动系统和行车制动系统的装置。 3.2.4.1.3 切断装置 cut-out device 防止缓速制动系统的操作与行车制动系统的操作相连接的装置。 3.2.4.2 缓速器 retarder 见5.5.3。 4 制动系统分类 4.1 按供能方式分类 4.1.1 人力制动系统 muscular energy braking system 仅由驾驶员的体力提供制动力所需能量的制动系统。 4.1.2 助力制动系统 power-assisted braking system/energy-assisted braking system 由驾驶员的体力借助一个或多个供能系统提供制动力所需能量的制动系统，如真空助力制动系统(带真空助力器)、动力液压助力制动系统(带液压助力器)。 4.1.3 非人力制动系统 non-muscular energy braking system 全动力制动系统 full-power braking system 由一个或多个供能装置(不包括驾驶员的体力)提供制动力所需能量的制动系统，如气压制动系统、动力液压制动系统、气顶液制动系统。 注：本定义不包含在供能失效情况下，驾驶员通过人力触动制动系统能够产生制动力的制动系统。 4.1.4 惯性制动系统 inertia braking system 由挂车接近其牵引车产生的推力提供制动力所需能量的(挂车)制动系统。 4.1.5 重力制动系统 gravity braking system 由一个挂车部件在重力作用下下降时提供制动力所需能量的(挂车)制动系统。 4.1.6 弹簧制动系统 spring braking system 由起蓄能器作用的一个或多个压缩弹簧提供制动所需能量的制动系统。 4.2 按传能方式分类 4.2.1 机械制动系统 mechanical braking system 通过杠杆、推杆或拉索等机械机构从作用点对制动器进行控制和传递能量的制动系统。 4.2.2 液压制动系统 hydraulic braking system 通过液压传输装置从作用点对制动器进行控制和传递能量的制动系统。 4.2.3 气压制动系统 pneumatic braking system 通过气压传输装置从作用点对制动器进行控制和传递能量的制动系统。 注：有两种可能的系统：压缩空气制动系统和真空制动系统。 4.2.4 气顶液制动系统air-over-hydraulic braking system 带有储存的空气能、液压促动制动器和一个气-液转化器组成的传输装置的制动系统。 4.2.5 电动制动系统 electric braking system 对制动器的促动力主要由根据电传输信号动作的电机产生的制动系统。 4.2.6 电控制动系统 electronic braking system; EBS 制动系统中的控制由控制传输中的电信号产生和处理的制动系统，输出电信号控制产生促动力的装置。 4.3 按传输装置分类 4.3.1 单回路制动系统 single-circuit braking system 使用一条回路进行传输，如果该传输装置一处发生失效，便不能传输产生促动力所需能量的制动系统。 4.3.2 双回路制动系统 dual-circuit braking system 使用两条分离的回路进行传输，如果一条传输回路失效，第二条传输回路仍能够控制和传输与制动系统连接的制动器产生促动力所需能量的制动系统。 4.3.3 多回路制动系统 multi-circuit braking system 使用多条分离的回路进行传输，如果一条传输回路失效，其他回路仍能控制和传输与制动系统连接的制动器产生促动力所需能量的制动系统。 4.4 汽车列车制动系统分类 4.4.1 单管路制动系统 single-line braking system 使用一条连接管路对挂车制动系统进行供能和控制的制动系统。 4.4.2 双管路或多管路制动系统 two-line or multi-line braking system 使用两条或多条分离的连接管路对挂车制动系统进行供能和控制的制动系统。 4.4.3 连续制动系统 continuous braking system 具有以下特征的汽车列车车辆制动系统组合： ——驾驶员从其驾驶座椅上可通过牵引车上的一个直接操作控制装置的单一操作调节挂车上的间接操作控制装置； ——构成汽车列车的各车辆产生制动力所需的能量由相同的能源(可以是驾驶员的体力)提供； ——构成汽车列车的各车辆同步或以适当的相位(异步)进行制动。 4.4.4 半连续制动系统 semi-continuous braking system 具有以下特征的汽车列车的车辆制动系统组合： ——驾驶员可从其驾驶座椅上通过牵引车上的一个直接操作控制装置的单一操作调节挂车上的间接操作控制装置； ——构成汽车列车的各车辆产生制动力所需的能量至少由两种不同的能源(其中之一可以是驾驶员的体力)提供； ——构成汽车列车的各车辆同步或以适当的相位(异步)进行制动。 5 制动系统组成 注：一个制动系统由与其相连接的供能、控制和向制动器传输能量的装置组成，必要时也经由牵引车上的辅助装置向挂车制动器供能、控制和传输能量。 5.1 供能装置 energy-supplying device 制动系统中供给、调节制动所需能量(必要时改善能量状态)的部件，其终止于传能装置的起始点，即制动系统各回路的起始点(如果有辅助回路，也包括在内)，既保护制动系统各回路的能量不流回，也不在各回路间流动。 注：本定义也适用于挂车。 5.2 能源 energy source 供能装置中产生能量的部件。 注：能源可能不位于车辆上(如挂车气压制动系统的压缩空气源)，在最简单的系统中，也可能是驾驶员的体力。 5.3 控制装置 control device 制动系统中发起制动操作和控制其输出的部件，当驾驶员(或其他人)直接操作时，其始于施加点；而当由驾驶员间接操作或没有驾驶员干涉情况下进行操作时，始于向制动系统提供控制信号的输出点；其既可终止于产生作用力的所需能量的分配点，也可终止于能量被分配给控制作用力的位置。 注1：控制信号可以在控制装置内通过机械、气体、液体或电信号等方式进行传递,包括使用辅助或非人力的能源。 注2：控制装置可以采用如下方式进行操作： ——通过一个人的手或脚直接进行操作； ——驾驶员间接操作,或无任何操作(仅对挂车而言)； ——牵引车其中一套制动系统操作时或失效情况下，连接管路中的压力变化或牵引车和挂车间电缆中电信号的变化； ——车辆惯性或车辆重量或车辆组成部件之一的重量(如牵引车和挂车的接近或分离，或组成部件的位置下降)。 5.4 传输装置 transmission device 制动系统中传输控制装置分配能量的部件,其既始于控制装置终止点,也始于供能装置终止点,终止于制动器的起点。 注：传输装置可以是机械、液体、气体(高于或低于大气压的压力)、电力或组合型(如液压-机械式、液压-气压式)。 5.5 制动器 brake 制动系统中产生阻止车辆运动或运动趋势的力的部件。 5.5.1 摩擦式制动器 friction brake 通过对安装在车辆固定部位的部件施加作用力阻止安装或耦合在车轮或车轮总成上的一个或多个部件运动的制动器。 注：由于摩擦力而引起作用力增加的摩擦式制动器称为“自增力式”制动器。 5.5.1.1 鼓式制动器 drum brake 由安装在车辆固定部位的部件与制动鼓内表面或外表面间产生摩擦力的摩擦式制动器。 5.5.1.2 盘式制动器 disc brake 由安装在车辆固定部位的部件与一个(多个)制动盘表面间产生摩擦力的摩擦式制动器。 5.5.1.3 摩擦式制动器部件 5.5.1.3.1 制动衬片总成 brake lining assembly 分别压靠在制动鼓或制动盘上产生摩擦力的鼓式制动器或盘式制动器的部件。 5.5.1.3.1.1 制动蹄片总成 shoe assembly 鼓式制动器的制动衬片总成。 5.5.1.3.1.1.1 领蹄总成 leading shoe assembly 通过转动的制动鼓与制动衬片间产生的摩擦力使制动作用力效果增加的制动蹄片总成。 5.5.1.3.1.1.2 从蹄总成 trailing shoe assembly 通过转动的制动鼓与制动衬片间产生的摩擦力使制动作用力效果减小的制动蹄片总成。 5.5.1.3.1.2 衬块总成 pad assembly 盘式制动器的制动衬片总成。 5.5.1.3.2 附件 attachment 承载件 carrier 制动衬片总成中安装制动衬片的部件。 5.5.1.3.2.1 蹄铁 shoe 承载制动衬片的制动蹄片总成的部件。 5.5.1.3.2.2 背板 back plate 承载制动衬片的衬块总成的部件。 5.5.1.3.3 制动衬片 brake lining 摩擦片 friction lining 制动衬片总成中的摩擦材料部件。 5.5.1.3.4 衬片轮廓 lining profile 沿衬片摩擦表面周边的连线。 5.5.1.3.5 制动器调节装置 5.5.1.3.5.1 制动器手动调节装置 manual brake adjustment device 在使用过程中，当制动衬片或衬块、制动鼓或制动盘产生磨损时,允许操作人员通过手动方式调节制动衬片或衬块与制动鼓或制动盘间的间隙的制动器调节装置。 5.5.1.3.5.2 制动器自动调节装置 automatic brake adjustment device 在使用过程中，当制动衬片或衬块、制动鼓或制动盘产生磨损时，使制动衬片或衬块与制动鼓或制动盘间的间隙保持在规定的公差带内的制动器调节装置。 5.5.2 刚性连接式制动器 positive engagement brake 采用刚性连接的方式，通过车辆上的非旋转部件阻止以永久方式安装在车轮或车轮总成上的部件的运转的制动器。 注：刚性连接式制动器通常仅在车辆处于静止(锁止)状态时使用。 5.5.3 缓速器 retarder 在不依赖摩擦式制动器的情况下，用于提供持续制动功能的能量转换装置。 注：缓速器主要有两类：前置缓速器和后置缓速器。这两类缓速器涵盖了除空气动力缓速器(本身是一类)外的5.5.3.2所定义的所有缓速器类型。 5.5.3.1 缓速器分类 5.5.3.1.1 前置缓速器 primary retarder 安装在变速器(液力变矩器)的发动机侧的、汽车传动系上的缓速器。 5.5.3.1.2 后置缓速器 secondary retarder 安装在变速器(液力变矩器)与驱动桥之间的汽车传动系上的缓速器。 注：所有与非驱动桥连接的缓速器均为后置缓速器。 5.5.3.2 缓速器类型 5.5.3.2.1 发动机制动 engine brake 通过减少燃油供应和节流导入空气导致发动机拖滞，借以通过与驱动轮连接的发动机拖滞使车辆减速的方法。 5.5.3.2.2 发动机缓速器 engine retarder 通过改变配气相位增加发动机内部阻力(拖滞)的方式增加缓速效果的装置。 5.5.3.2.3 排气缓速器 exhaust retarder 通过阻止排除气体流动增加发动机内部阻力的方式增加缓速效果的装置。 5.5.3.2.4 电力牵引电机缓速器 electronic traction motor retarder 与驱动轮连接的电力牵引电机对运动中的车辆行使缓速效果的装置，如：作为直流发电机功能使用。 5.5.3.2.5 液力缓速器 hydraulic retarder 通过使用与驱动轮连接的部件向节流回路泵入液体的方式获得缓速效果的装置。 5.5.3.2.5.1 水力缓速器 hydrodynamic retarder 通过消耗泵入液体的动能的方式吸收动力的液力缓速器。 5.5.3.2.5.2 静力缓速器 hydrostatic retarder 通过使泵入液体在回路中产生一个较大的压力的方式吸收动力的液力缓速器。 5.5.3.2.6 电力缓速器 5.5.3.2.6.1 电磁缓速器 electromagnetic retarder 通过与一个(多个)车轮连接的旋转部件上电磁场作用(涡流、磁滞作用)获得缓速效果的装置。 5.5.3.2.6.2 永磁缓速器 permanent-magnetic retarder 通过与一个(多个)车轮连接的旋转部件上永磁场作用(涡流、磁滞作用)获得缓速效果的装置。 5.5.3.2.6.3 再生制动缓速器 regenerative braking retarder 通过馈电的方式产生制动力矩将从车辆回收的动能存储到电池中的缓速器。 5.5.3.2.7 机械式再生制动缓速器 mechanical regenerative braking retarder 通过机械方式产生制动力矩将从车辆回收的动能存储在一个蓄能器中的缓速器。 5.5.3.2.8 空气动力缓速器 aerodynamic retarder 通过增加空气阻力的方式获得缓速效果的装置,如通过展开可移动的表面。 5.6 流体能量和控制传输管路 5.6.1 管子 pipe / tube 传输液能或气能的柔性或刚性管路。 5.6.1.1 刚性管子 rigid pipe 连接两个彼此间相对固定的零件的永久不变形的管路。 注：经受这样连接的任何变形都是永久性的。 5.6.1.2 半刚性管子 semi-rigid pipe 连接两个彼此间相对固定的零件的非永久形状的管路。 5.6.1.3 柔性管子 flexible pipe 连接两个相对关系为可移动的零件的非永久形状的管路。 注：螺旋管是柔性管子的特殊类型。 5.6.2 按功能分类 5.6.2.1 内部供能管路 internal supply line 连接能源或储能器与控制能源流向装置(如制动阀)的管路。 5.6.2.2 促动管路 actuating line 连接控制能源流向装置(如制动阀)与将介质的能量转换成机械能的装置(如制动缸)的管路。 5.6.2.3 控制管路 pilot line 连接一个控制装置(如制动阀)与另一个控制装置(如继动阀)的管路,对第二个控制装置,能量流仅作为一个控制信号使用。 5.6.3 牵引车和挂车间连接制动装置的气压管路 5.6.3.1 供能管路 supply line 从牵引车向挂车储气筒提供能源的管路。 5.6.3.2 挂车控制管路 control line 连接控制制动信号与调节挂车制动强度装置的管路。 5.6.3.3 供能控制公用管路 common supply and control line (单管路制动系统)作为供能和控制共用的管路。 5.7 连接头 coupling head；glad hand 连接或解除内部供能管路、促动管路和控制管路等的装置。 5.8 制动力比例调节装置 braking force proportioning device 通过自动或其他方式调节制动力以获得要求的制动分配的装置。 5.8.1 感载装置 load-sensing device 根据车轮上的静态或动态载荷自动调节一个或多个车轮上的制动力的装置。 5.8.2 感压装置 pressure-sensing device 按与输入压力相关的设计规定自动调节一个或多个车轮上的制动力的装置。 5.8.3 减速度感应装置 deceleration-sensing device 根据车辆减速度调节一个或多个车轮上的制动力的装置。 5.9 报警装置 warning device 当制动系统或系统的某些工作条件变为临界状态、已失效或需要维修时，向驾驶员发出报警的声、光装置。 5.10 电子装置 5.10.1 传感器 sensor 负责感知车轮旋转状态或车辆动态状态，并将该信号传递给控制器的元件。 5.10.2 控制器 controller 负责对传感器提供的信息进行评价，并将控制信号传递给调节器的元件。 5.10.3 调节器 modulator 负责调节压力的元件，因此，制动力对从控制器收到的控制信号进行直接响应。 5.11 附加装置 supplementary device (牵引车/挂车)牵引车上由牵引车供能装置与供能管路连接头(包含)间以及牵引车的传输装置与控制管路连接头(包含)间的元件组成，用于向挂车制动系统供能和控制挂车制动系统的部件。 5.12 促动机构 actuation mechanism 连接操纵元件(如气缸)与制动器的传输装置的所有机械部件。 5.13 辅助释放装置 auxiliary release device 当弹簧制动气室的供给压力下降到释放压力以下时(如发生失效时)，允许从弹簧制动气室上移去制动输入力的(弹簧制动气室)装置，其仅在失效发生时为移动车辆而操作。 5.14 辅助耗能装置 auxiliary device consuming energy 车辆上不属于制动系统，但又使用与制动系统回路相同的能源和/或蓄能器的装置。 6 驾驶员辅助控制制动系统 6.1 防抱制动系统 anti-lock braking system；ABS 在车轮滑移程度达到限值时，对车轮上产生制动力的压力进行自动调节的系统。 6.1.1 车轮控制型式 6.1.1.1 单轮控制 individual wheel control 对各车轮上产生制动力的压力进行单独调节的ABS控制。 6.1.1.2 多轮控制 multi-wheel control 对一组车轮上产生制动力的压力采用同一指令进行调节的ABS控制。 6.1.1.2.1 轴控制 axle control 通过同一指令控制车轮组限制单一轴上的车轮的多轮控制。 6.1.1.2.2 边控制 side control 通过同一指令控制车轮组限制同一边上的车轮的多轮控制。 6.1.1.2.3 对角控制 diagonal control 通过同一指令控制车辆上彼此间斜对角车轮的多轮控制。 6.1.1.2.4 组合式多轴控制 combined multi-axle control 通过同一指令控制车辆上一个多轴组合的所有车轮的多轮控制。 6.1.1.2.5 轴/边修正控制 modified axle / side control 以基于修正后的轴和边控制组合，根据所选传感器信号传递的公共指令进行动态改变的多轮控制。 6.1.1.2.6 单轮修正控制 modified individual wheel control 对一个车轴上的各车轮产生制动力的压力单独进行调节，而管理这些压力的控制策略是根据相对应车轮的数据而定的单轮控制。 注：单轮修正控制的目的是为了在对开路面上仅允许一个逐渐趋异的制动力减小车辆的侧滑。 6.1.1.3 系统控制用传感器信号选择 6.1.1.3.1 动态选择 6.1.1.3.1.1 低选 select-low 将最低车速的车轮选择为提供该组传输公共指令信号的多轮控制。 6.1.1.3.1.2 高选 select-high 将最高车速的车轮选择为提供该组传输公共指令信号的多轮控制。 6.1.1.3.2 预选 6.1.1.3.2.1 轮选 selection by wheel 以预先确定的车轮控制信号控制该组所有车轮的多轮控制。 6.1.1.3.2.2 均选 average selection 以一组车轮的各车轮瞬时速度的平均值作为该组公共指令的多轮控制。 6.1.1.3.3 直接控制车轮 directly controlled wheel 根据自身传感器提供的数据调节其制动力的车轮。 6.1.1.3.4 间接控制车轮 indirectly controlled wheel 根据另外一个或多个车轮的传感器提供的数据调节其制动力的车轮。 6.1.2 控制操纵 6.1.2.1 最低控制速度 minimum control speed 防抱制动系统能够控制驾驶员传递给制动器的控制力的最低车速。 6.1.2.2 传感器信号 sensor signal 由可以计算车轮速度的传感器提供的信息。 6.1.2.3 脉冲式车轮速度传感器分辨率 resolution of impulse wheel speed sensor 传感器提供的车轮转动一圈的脉冲数。 6.1.2.4 控制周期 control cycle 从检测到一个临近车轮抱死到下一个临近车轮抱死间防抱制动系统所产生的完整的减压和再加压循环。 6.1.2.5 控制频率 control frequency 在相同路面上每秒钟发生的控制周期数。 6.2 牵引控制系统 traction control system 通过避免车辆驱动轮发生过度滑移改善车辆牵引和驱动稳定性的系统。 示例：发动机扭矩控制、制动器干涉控制、差速器控制,或这些控制的组合。 6.3 稳定性控制系统 stability control system 动态驱动控制系统 dynamic drive control system 根据转向车轮角度对转角和方向的响应程度自动辅助车辆或列车操作的系统。 6.4 制动保持和释放辅助装置 brake hold and release aid 缓坡保持装置 hill holder 在激活情况下，自动持续对一套或多套制动系统施加制动，并在得到驾驶员准备使车辆行驶的信号时，按定义的方式释放制动的系统。 6.5 智能化自巡航控制系统 autonomous intelligent cruise control 通过控制发动机和/或动力总成和潜在地制动的方法，允许车辆与前面的车辆保持适当距离的标准巡航控制系统的增强版。 6.6 耦合力控制系统 coupling force control system 以自动平衡列车中牵引车和挂车的制动强度为目的的系统。 7 制动现象 7.1 对制动性能有潜在影响的衬片特性 7.1.1 打光 glazing 制动衬片表面类似镜面的状态。 注：打光将使摩擦系数减小，通常为采用低强度制动所致，如反复进行低强度制动。 7.1.2 分离 detachment 衬片材料从其安装部件上分离的现象。 7.1.3 龟裂 crack 衬片表面上深而窄，但不足以使衬片材料破裂或分裂成两块或多块的裂纹。 7.1.4 表面龟裂 surface cracking 衬片表面上的浅裂纹，通常以同一块衬片上的裂纹数量表示。 7.1.5 剥落 flaking 衬片材料细薄碎片的脱落。 7.1.6 刮伤 scoring 制动旋转件或衬片表面上被刮出的细长沟槽，通常与旋转方向平行。 7.1.7 制动衰退 brake fade 在制动作用力恒定情况下，制动力矩随温度和/或速度减小的现象。 示例1：温度能改变制动衬片/衬块与制动鼓/制动盘的表面间的相互作用和/或相互作用表面上的作用力的分配，从而导致制动力矩减小。 示例2：制动鼓热膨胀能造成制动气室的推杆行程处于一个更加不利的位置(机械衰退)。 示例3：制动力矩的减小可能是水、盐溶液或其他污染物等环境影响的结果。 7.2 车辆制动现象 7.2.1 不稳定制动 uneven braking 驾驶员所观察到的，能够影响车辆稳定性的随机制动性能差异的现象。 7.2.2 左或右跑偏 pulling right or left 制动过程中，车辆趋向左或右偏离直线行驶路径的车辆现象。 7.2.3 振动和噪声 7.2.3.1 振抖 judder 制动过程中引起的，驾驶员能够注意到的，但未必伴有噪声的车辆低频振动。 7.2.3.2 发啃 grabbing 制动期间产生的突发的，但未必听得到的制动力矩变化。 7.2.3.3 尖叫声 squeal 接近纯正的，且实际上频率恒定的高频声音。 7.2.3.4 鸟叫声 chirp 调幅、中频到高频的声音。 7.2.3.5 刺耳的摩擦声 grating 非纯正的中频声音。 7.2.3.6 隆隆声 growl 吱嘎声 groan(US) 非纯正的相对低频声音。 8 制动衬片试验 8.1 衬片磨合 lining bedding；lining burnishing(US) 为在制动衬片表面与制动鼓或制动盘间获得规定的几何形状和理化特性而进行的试验前调整规范。 8.2 冷态衬片试验 cold lining test 评定在低于预设值的初始温度时制动衬片制动效能的试验规范。 8.3 热态衬片试验 hot lining test 评定在制动过程开始时刻的制动初温高于预设值，但未超过给定的最大值时的制动衬片制动效能的试验规范。 8.4 衰退试验 fade test 由一次或多次制动或连续拖磨使制动器产生热而获得影响制动性能差异的试验规范。 注1：制动性能差异能在其自身加热期间直接进行测量，或通过加热规范前冷态下的特定制动与加热规范后热态下的相同制动作用力情况下的制动进行比较。 注2：衬片衰退不同于由于制动鼓膨胀等因素引起的性能损失。 8.5 恢复试验 recovery test 评定衰退试验后制动衬片恢复能力的一系列制动(有时根据冷却曲线)组成的试验规范。 8.6 衰退-恢复后的衬片效能试验 after fade-recovery lining effectiveness test 评定加热、衰退和恢复试验后制动衬片的冷态制动效能的试验规范。 8.7 衬片磨损试验 lining wear test 评定制动衬片耐磨性能的试验规范。 9 制动力学 9.1 制动力学 braking mechanics 在控制装置的起点和制动作用的终点间产生的力学现象。 9.2 制动实施 brake application 通过驾驶员激活一个或多个制动系统。 9.3 制动作用 brake actuation 由传输装置的输出引导的制动动作。 9.4 制动释放 brake release 解除制动条件后一个或多个制动系统的返回。 9.5 (制动器)作用开始 actuation threshold(of the brake) 开始产生制动力矩的制动作用点。 9.6 (制动器)夹紧 clamping(of the brake) 在制动作用开始后，由于制动作用增加而使制动器产生制动力矩或制动力矩增加。 9.7 制动释放位置 brake release position 控制装置解除制动条件后制动器所处的最终位置。 9.8 制动性能 braking performance 通过测量与车辆的初始速度相关的制动距离，和/或制动作用期间的充分发出的平均减速度，和/或保持车辆在坡道上静止的能力表达的制动系统的性能。 注：持久性能通过测量车辆下长坡时保持近似恒速的能力测试。 9.8.1 规定的制动性能 prescribed braking performance 法规要求的最低制动性能。 9.8.2 剩余制动性能 residual braking performance 行车制动系统的传输管路一处失效后，行车制动系统的制动性能，对该值规定了最低制动性能值。 9.8.3 自动制动系统性能 automatic braking system performance (挂车解除连接保护)向挂车提供空气的供能管路完全失效时，挂车制动系统产生的最低制动性能。 9.9 制动系统滞后 braking system hysteresis ΔFC 产生相同制动力矩的制动施加和制动释放间的控制力差值。 见图1。 制动力矩 控制力FC 图1 滞后－制动系统 9.10 制动器滞后 brake hysteresis ΔFS 产生相同制动力矩的制动施加和制动释放间的作用力差值。 见图2。 制动力矩 控制力FC 图2 滞迟－制动器 9.11 力和力矩 9.11.1 控制力 control force FC 施加在控制装置上的输入力。 9.11.2 作用力 actuation force FS 在摩擦式制动器中，施加在一个制动蹄片总成上的总力。制动蹄片总成通过摩擦作用产生制动力。 典型实例见附录A。 9.11.3 制动力 braking force 通过制动系统的作用，在车轮与地面接触面之间产生的方向与车辆运动速度或运动趋势相反的力。 9.11.4 制动力变化量 braking force variation 在恒制动输入情况下，制动输出随车轮转动一圈而产生的瞬态峰值变化量，以平均输出值的百分数表示。 9.11.5 总制动力 total braking force 一辆车上所有车轮上的制动力的总和。 9.11.6 轮间制动力不平衡量 braking force imbalance across an axle 在同一车轴上的制动器间的制动力的差值，以最大制动力的百分数表示。 9.11.7 制动力矩 braking torque 制动器中由作用力产生的摩擦力与其作用点到旋转轴线之间距离的乘积。 9.11.8 制动拖滞 brake drag 控制装置已经返回到释放位置后，仍继续存在的制动力矩。 9.11.9 制动力分配比 braking force distribution 制动比 braking ratio(GB) 制动平衡 braking balance(US) 各车轴制动力与总制动力间的比值(如：前60%、后40%)，以各轴的百分数表示。 9.11.10 制动放大因数 9.11.10.1 (外)制动器因数 (external) brake factor C 制动器的输出力矩/力与制动输入力矩/力的比值。 9.11.10.2 (内)制动器因数 (internal) brake factor C 制动器有效半径上总切向力与作用力的比值。 摩擦系数(μ)与典型(C*)值的函数关系实例见图3。附录A给出了C*的计算实例。 注：C*只有在等作用力的情况下才是制动蹄因数之和。 制动因数C* 摩擦系数μ 说明： 1——增力式制动器； 2——双领蹄制动器(双领蹄鼓式制动器总成)； 3——单领蹄制动器(领/从蹄鼓式制动器总成)； 4——盘式制动器。 图3 不同制动器类型典型内制动器因数C* 9.11.10.3 制动蹄因数 shoe factor SF 制动蹄表面的切向力与制动蹄相同表面的作用力之比。 9.11.10.4 制动蹄平均因数 mean shoe factor SFm 一个制动器的制动因数之和与制动蹄表面数量之比。 9.12 时间 一次停车制动期间的理想化的时间响应特性曲线见图4。 注：UNECE R13法规中使用的术语“响应时间”包括初始响应时间和建立时间的一部分。 距离 时间 说明： 1——车速； 2——减速度； 3——管路压力； 4——控制行程； v0——初始车速； s0——制动距离(见 9.13.2 )； s1——有效制动距离(见 9.13.1 )； t0——驾驶员开始促动控制装置的时刻，即控制装置开始移动的时刻； t1——管路压力开始增加的时刻； t2——减速度开始增加的时刻； t3——控制装置到达其预期位置的时刻； t4——两车速直线交汇点的时刻； t5——管路压力到达稳定值的时刻； t6——减速度到达稳定值的时刻； t7——车辆停止的时刻。 图4 一次停车制动期间的理想化的时间响应特性曲线 9.12.1 控制装置作用时间 control device application time 从t0到t3所经历的时间。 见图4。 9.12.2 初始响应时间 initial response time 从t0到t1所经历的时间。 见图4。 9.12.3 增长时间 build－up time 从t1到t5所经历的时间。 见图4。 9.12.4 有效制动时间 active braking time 从t2到t7所经历的时间。 见图4。 9.12.5 总制动时间 total braking time 从t0到t7所经历的时间。 见图4。 9.13 距离 9.13.1 有效制动距离 active braking distance s1 在有效制动时间内车辆所驶过的距离。 9.13.2 制动距离 braking distance s0 在总制动时间内车辆所驶过的距离，即：车辆从驾驶员开始促动控制装置的瞬间直至车辆停止的瞬间所驶过的距离。 9.14 制动功 braking work W 瞬时总制动力(Ff)与位移单元(ds)之乘积在整个制动期间驶过距离的积分。 9.15 瞬时制动功率 instantaneous braking power P 瞬时总制动力(Ff)与车速(v)之乘积。 P＝Ff×v 9.16 制动减速度 braking deceleration 在所考核的时间内，通过制动系统所获得的速度减少量。 9.16.1 瞬时减速度 instantaneous deceleration a 由下式表示的减速度。 式中： a——瞬时减速度； dv——速度单元； dt——时间单元。 9.16.2 对时间的平均减速度 mean deceleration over time amt 任意两时间点tB和tE间的减速度。 其计算结果为： vB和vE分别为车辆在tE和tB瞬间的速度。 9.16.3 对距离的平均减速度 mean deceleration over distance ams 在任意两距离点sB和sE间的减速度。 其计算结果为： vB和vE分别为车辆在sE和sB距离点的速度。 9.16.4 对停车距离的平均减速度 mean deceleration over stopping distance ams0 由下式计算的减速度。 注：这是一种“停车”的特殊情况，其中vB＝v0，v0为t0瞬时的速度，vE＝0km/h，sB＝0m和sE＝s0。 9.16.5 充分发出的平均减速度 mean fully developed deceleration dm 在某些限定条件下对距离的平均减速度。 式中： vB＝0.8×v0，vE＝0.1×v0。 注1：“充分发出的平均减速度”术语在UNECE R13法规中用于制动性能的测量。 注2：为了表示停车距离与充分发出的平均减速度两者间的关联，减速度必须作为对距离的函数测量其平均值。对于评估目的，见附录B。 注3：由于法规将dm定义为正值，相对9.16.3 而言，对换了分子中速度vE和vB的顺序。 9.17 制动强度 braking rate z 车辆的瞬时减速度(a)与重力加速度(g)之比(不适用半挂车)。 或总制动力(Ff)与车辆轴/桥上静态总质量相关的作用力(Gs)之比。 9.18 制动滑移率 braking slip λ 沿车轮中心面方向的车辆中心的速度(vc)与车轮圆周速度(vw)的差值与(vc)的比值。 式中： vw＝ωw×r。 ωw为车轮角速度，r为轮胎名义滚动半径，是车辆运动中所装配轮胎从车轴轴线到地面的理论半径。 见图5。 注：在制动力学中，制动滑移率描述的是车轮圆周速度与车轮中心的线速度(大多数情况等于车速)的相关特性。 附着系数 制动滑移率λ 说明： k——附着系数； kmax——最大附着系数； klock——抱死车轮附着系数。 图5 k－滑移曲线 9.19 摩擦力系数 friction force coefficient 由作用在两物体接触面产生的所有切向力(FT)与对应法向力(FN)之比。 注：对摩擦式制动器，摩擦力通过摩擦系数(μ)表现，而对轮胎/道路接触面，摩擦力通过附着系数(k)表现。