GB 13594-1992 Performance requirements and test methods for automotive anti-lock braking systems
Some standard content:
National Standard of the People's Republic of China
Vehicles anti-lock braking systems performance requirements and test procedures This standard refers to the ECE/R13 Annex 13 "Test requirements for vehicles with anti-lock devices" 》. Subject content and scope of application
GB13594-92
This standard specifies the classification, performance requirements and test methods of automobile anti-lock braking systems (hereinafter referred to as anti-lock systems). This standard applies to urban and highway vehicles equipped with anti-lock systems. This standard does not apply to cars with trailers. 2 Reference Standards
GB5620.1 Automobile and Trailer Braking Terms and Definitions - Braking System Types, Composition, Mechanics and Phenomenon GB5620.2 Automobile and Trailer Braking Terms and Definitions - Components ZBT24007 Automobile Braking Architecture, performance and test methods 3 Definition of terms
The terminology used in this standard shall comply with the provisions of GB5620.1 and GB5620.2. 3.1 Directly controlled wheel The braking force of a directly controlled wheel is adjusted based on information provided by at least its own sensor. 3.2 Indirectly controlled wheel The braking force of the indirectly controlled wheel is adjusted based on the information provided by other wheel sensors. 4 Classification
4.1 Pavement Type
See Table 1.
State Bureau of Technical Supervision approved 328 on 1992-08-19
Implemented on 1993-04-01
Pavement type
High adhesion coefficient pavement
Low adhesion Coefficient pavement
High and low adhesion coefficient split pavement
High and low adhesion coefficient butt pavement
4.2 Anti-lock system classification
See Table 2.
Anti-lock system category
Category 1
Category 2
Category 3
Performance requirements
5
5.1 instructions Lights
GB 13594---92wwW.bzxz.Net
Table 1
Pavement type code
G
D
DK
DJ
Table 2
The anti-lock system tire and road adhesion coefficient K that meets all the requirements of 5.1~5.8
Kc≥0.5
K<0.5
Kc≥0.5,Kp<0.5,Kg/KD≥2
Anti-lock device performance
An anti-lock system that meets all requirements of 5.1~5.8 except 5.5.2 meets 5.1~5.8 except 5.4 .1 and 5.5 for all anti-lock systems required. The anti-lock system shall be equipped with dedicated indicator lights.
Legend
m
When any damage occurs to the power cord connected to the anti-lock system or the wire connected to the electronic controller, a signal should be sent to the driver; when When the anti-lock system is powered on and there is no fault, the indicator light should be on, and once the vehicle speed reaches 10km/h, the indicator light should automatically go out; the indicator light must be eye-catching even in the daytime, and the driver should be able to easily check whether it is working properly. . 5.2 Residual braking performance
If the anti-lock system fails, the remaining braking performance should meet the requirements of Article 5.2.1 of ZBT24007. This requirement should not change the regulations on emergency braking.
5.3 Anti-lock system feature check
On the two roads "G" and "D\, with a lower initial speed (V=40km/h) and with a higher initial speed ( V-0.8Vmx≤120km/h), if the brake is applied suddenly, the wheels directly controlled by the anti-lock system should not lock, and no part of the vehicle is allowed to exceed the test channel. 5.4 Adhesion coefficient utilization (s), ||tt| |5.4.1 For vehicles equipped with Class I and II anti-lock systems, the adhesion coefficient utilization rate e) on G" (Kc0.8) and "D\ (Kp~0.3) roads should not be less than 0.75
5.4.2 Vehicles equipped with Category III anti-lock systems are only required to be equipped with at least one axle that directly controls the wheel and must meet the adhesion coefficient utilization rate (e) of not less than 0.75; for axles with indirect control and non-controlled wheels, the axle must meet the requirements in ZBT24007 5.1.2, it is not necessary to meet the adhesion coefficient utilization rate (s) stipulated in this article. 5.5 Off-road adaptability and braking factor 5.5.1 Vehicles equipped with Category I and II anti-lock systems, in "DK". "On the road, with an initial speed of 50km/h, apply the brakes suddenly and directly control the wheels 329
GB 13594--92
should not lock, and no part of the vehicle is allowed to exceed the test channel. 5.5 .2 For vehicles equipped with a Class I anti-lock system, the braking factor (Z) under full load should meet: Zw ≥ 0.75 (4Kp+ Ko) and Zox ≥ Kp5
5.6 Butt road adaptability||tt| | (| When driving from the "G" road to the "D" road at the same speed, the directly controlled wheels should not lock, and no part of the vehicle is allowed to exceed the test channel. 5.6.2 Apply the brake suddenly on the D\ road surface. When the anti-lock system is in \D. When the road surface is fully functional, when driving from the "D road" to the "G" road at a speed of approximately 50±5km/h, the vehicle's braking deceleration should be significantly increased, and no part of the vehicle is allowed to exceed the test channel 5.7 Energy consumption||tt. ||5.7.1. For a braking system equipped with an anti-lock system, on \D\ (Kp~0.3) road surface, the fully loaded vehicle shall perform full-stroke control braking at an initial speed of no less than 50km/h within the time "" All wheels equipped with anti-lock systems must be in control during this time. The braking time \t\ shall comply with the following formula: 7
t shall comply with: 15s≤t≤23s||tt|. |Vmr——maximum design speed, km/h. 5.7.2 Then stop the engine or interrupt the energy supply to the energy storage device(s). 5.7.3 Continuously operate the brake during the parking state. system four times. (2)
5.7.4 When performing the fifth full-stroke braking, the residual pressure in the energy accumulator shall meet the emergency braking efficiency requirements of the fully loaded vehicle || tt||5.8 Anti-electromagnetic field interference
The interference of electromagnetic field should not affect the normal operation of the anti-locking system. 6 Test method
6.1 Test site conditions
6.1.1 Road surface conditions should comply with the provisions of Article 6.1.1 of ZBT24007. 6.1.2 The type of road surface shall comply with the provisions of Article 4.1. 6.1.3 The channel width of the test road surface is 3.7m. 6.2 Test preparation
should comply with the provisions of 6.2.1~6.2.9 in ZBT24007. 6.3 Test instructions
6.3.1 shall comply with the provisions of 6.3.3, 6.3.5~6.3.8, 6.3.10 and 6.3.11 of ZBT24007. 6.3.2 Before the braking test, the initial temperature of the brake should not exceed 100°C. 6.3.3 The clutch should be disengaged while braking. 6.3.4 Among the requirements specified in Articles 5.3~5.6, the braking test process allows: temporary wheel locking:
a
b.
The vehicle speed is less than 15km/h. When the wheels lock,
c.
indirectly controls the wheels to lock at any speed, but it must not affect directional stability and steering maneuverability. 6.3.5 In the test procedures of 6.5.3, 6.5.4, 6.5.5.1 and 6.5.6, the vehicle is in two states: empty and fully loaded. 6.3.6 The values ??calculated according to the formula are rounded to the percentile. 6.4 Test items
6.4.1 Anti-lock system indicator light inspection.
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6.4.2 Residual braking efficiency test.
6.4.3 Anti-lock system characteristic check test.
6.4.4 Adhesion coefficient utilization (e) test
GB 13594-92
6.4.5 Adaptability and braking factor (Zpk) test on split road surfaces. 6.4.6 Adaptability test on docking road surface. 6.4.7 Energy consumption test.
6.4.8 Anti-electromagnetic field interference test.
6.5 Anti-lock system test procedure
The following tests should be carried out after completing the O-type test of the service brake system in Section 6.6 of ZBT24007. Anti-lock system indicator light inspection
6.5.1
6.5.1.1 Parking inspection
a.
b.
c.
Turn on the power supply of the anti-locking system, and the indicator light should display normally: Disconnect the power supply to the anti-locking system or to the wires connected to the electronic controller, the indicator light should display; the indicator light should be clearly visible in daylight.
6.5.1.2 Driving Inspection
The indicator light should be on when the vehicle speed is less than 10km/h. Once the vehicle speed reaches 10km/h, the indicator light should automatically go out. 6.5.2 Residual braking effectiveness test
Disconnect the electrical connectors of the anti-lock system power supply, controller and sensor respectively, and conduct the test according to the contents specified in 6.7.2.1a and 6.7.2.2a of ZBT24007.
6.5.3 Anti-lock system characteristic check test
a.
b.
c
d.
Vehicle initial speed It is 40km/h and 0.8Vmx≤120km/h, and the road surface is \G" and \D\; for each speed, apply the brake four times on the two roads "G" and "D" until Stop the vehicle and check whether the directly controlled wheels are locked and whether any part of the vehicle exceeds the test channel. Adhesion coefficient utilization (e) test
6.5.4
respectively in \D\ (Kp==0.3. ) and \G\ (Kc=0.8), conduct the following tests: 6.5.4.1 Determine the maximum braking factor (Z) test a.
b..
force, ||tt| |c.
Remove the anti-lock system:
Remove the rear axle brake so that it does not work. Only brake one front axle of the vehicle. The brakes of the left and right wheels of the axle should be evenly distributed. The initial speed of the braking vehicle is 50km/h, and the vehicle is braked on the corresponding road surface. During the braking process, constant control force should be maintained; d.
When the vehicle decelerates from 40km/h to 20km/h, it is measured The elapsed time t\(s), determine the braking factor (Z) z 0. 56
+ (3)
p
gradually increase the actuator pipeline Apply pressure to brake multiple times to find the maximum braking factor (Z). 6.5.4.2 Determine the peak adhesion coefficient (K). Taking into account the rolling resistance and center of mass transfer of the unbraked shaft, calculate the K value as follows: K = Zm. ·Fm - 0. 015 Fm2
H
Fm+
Izm·F.
Where: Fm—-the sum of static normal forces, N;||tt ||Lower accurate operation
(4)
331
Fm - static normal force of front axle, N;
Fm
a rear axle Static normal force, N
H - vehicle center of mass height, m;
L
- wheelbase, m
6.5.4.3 Determine the adhesion coefficient utilization rate. (e) Test a.
b.
c.
d.
e.
f.
g.|| tt | system, so that the brakes of each axle work normally; the actuating pipeline pressure is the factory-set upper limit;
The initial speed of the vehicle is 50km/h, brake on the corresponding road surface, and the measured speed decelerates from 40km/h to 20km /h time experienced \t (s); the braking factor (ZFB) of the vehicle equipped with the anti-lock system is determined according to formula (3). Repeat the above test three times to obtain the arithmetic mean value of ZrB and determine the adhesion coefficient according to the formula. Utilization rate (e)
n
ZB
6.5.4.4 Adhesion coefficient utilization (e) test for vehicles equipped with Category III anti-lock system a.
b .
c.
The method for measuring the peak adhesion coefficient (K) is the same as 6.5.4.2. Only make the brake of an axis equipped with at least one directly controlled wheel work, and let the brakes on other axles not work. function; for the method of measuring braking factor ZB and 2m, refer to 6.5.4.3; determine the adhesion coefficient utilization rate (e) according to the following formula
d.
For the front axle:
ZpB · Fm - 0. 015 Fm2
x(Fm +zmp - F)
For rear axle:
ZB - Fm -- 0. 01 Fm
KlFm2||tt ||e.
H
(5)
(6)
(7)
For each axle equipped with at least one directly controlled wheel , the average braking factor (ZrB) and adhesion coefficient utilization (e) of each axis should be determined separately.
6.5.4.5 For the inter-axle braking force distribution test of vehicles equipped with Category III anti-lock system, the inter-axle braking force distribution for axles with indirect control and uncontrolled wheels shall meet the requirements of Article 5.2.1 of ZBT24007. When the adhesion coefficient utilization curve does not meet the requirements, the following test should be carried out: all brakes and anti-lock systems should be in working condition; a.
Carry out multiple braking operations at an initial speed of 50km/h on the corresponding road surface Test, gradually increase the actuator tube pressure until the wheels appear to lock b.
,
c.
requires that at least one rear axle wheel does not lock before the front axle wheel. die. Split (\DK\) road surface adaptability and braking factor (ZDk) test 6.5.5
a.
b.
Pavement - one side is G" and the other side The "DK" pavement for \D\ should comply with the provisions of Article 4.1; the steering wheel angle is allowed to be within 120° within the first 2 seconds of operation and the direction correction is within 240° during the entire test period. 6.5.5.1 Adaptability test of vehicles equipped with Category I and II anti-lock systems a.
b.
332
Driving at \DK" at a speed of 50km/hz
Apply the brakes suddenly in the middle of the road surface; indicate accurate search
Accurate search color fish fee
You can go back and forth multiple times to test if necessary;
C.
d ．Inspection shall be carried out according to item d in 6.5.3
GB 13594---92
6.5.5.2 Determination of braking factor (Zpk) for vehicles equipped with Class I anti-lock system when the vehicle is fully loaded. Carry out the test of 6.5.5.1 and determine the braking factor (Zbk) at the same time. a.
Measure \t\(s) according to the method of 6.5.4.1, and calculate ZDK||tt| according to the formula (3). |b.
c.
d.
According to the methods of 6.5.4.1 and 6.5.4.2, the Kc and KD braking factors (Zpk) should satisfy the formula (1) Requirements, find the maximum value, 6.5.6 Docking (\DJ”) pavement adaptability test. The \DJ\ pavement where one section is G” and the other is “D\” shall comply with the provisions of Article 4.1; a.
b.
6.5.6.1
a.
b
Apply the brake suddenly.
The initial speed of the test vehicle when driving from the "G" section to the \D" section is 40km/h and 0.8Vmz≤120km/h. When the anti-locking system is fully functional on the "G" section, the speed is high and low. Driving from section G" to section \D" at two speeds, check whether the vehicle meets the requirements of Article 5.6.1. Test 6.5.6.21 from "section D\" to section \G"
a.||tt. ||b.
When the anti-lock system is fully functional on section \D\, drive to section \G\ at a speed of about 50±5km/h and check whether the vehicle meets the requirements of Article 5.6.2. 6.5.7 Energy consumption test
This test is only conducted on vehicles equipped with anti-lock systems equipped with energy storage devices. 6.5.7. 1 Determine the \
time\\ according to formula (2). .
6.5.7.2 Determine the initial braking speed
If the working time of the anti-lock braking system is less than "t", braking can be performed n times continuously, up to four times, so that the cumulative time reaches until "t".
The initial braking speed can be determined by the following formula:
VV.+Kn·g·t/n
The initial braking speed shall not be less than 50km/h; where.Vn -
V——-minimum control speed, not less than 15km/h. 6.5.7.3 Test preparation
The vehicle is fully loaded. In order to ensure that the anti-lock system can fully work when the pressure is reduced, the load capacity of the vehicle can be appropriately reduced; the test is conducted on \D\ road surface;
b.
c.
Isolate the auxiliary energy storage device from the service braking system; (8)
The initial energy base in the energy storage device is the specified factory value, d.
If continuous When conducting the first test, the foot pedal should be equipped with a switch to control the solenoid valve, and the energy supply pipeline is controlled by the solenoid valve. Only when the service brake pedal is depressed, energy can be supplied to the energy storage device. At the end of the test time or at each step of the continuous test, Between braking times, energy must not be supplied to the energy storage device.
6.5.7.4 Test method
Brake the entire stroke at the determined initial braking speed. Within the time "", all anti-lock systems should be in working condition and the engine should be detached.|| tt||Open and run at a rapid speed:
When the accumulated braking time "t" has reached the specified value, the vehicle should be stopped without using the energy stored in the service braking system b.|| tt||Down, if the road surface is long enough, the vehicle can coast to a stop; in the parking state, energy is not allowed to be supplied to the energy storage device, and full-stroke braking is performed four times in a row; c.
333
GB13594-92
When braking for the fifth time, check whether the braking effect reaches the emergency braking effect specified for a fully loaded vehicle. You can do it according to one of the following two methods d.
:| |tt|| Apply service braking on \G” road surface;
Check the actuating pipeline pressure while parking. 6.5.8 Anti-electromagnetic field interference test
In the above tests, If the interference of the electromagnetic field does not affect the normal operation of the anti-lock system, it is considered that the operation of the anti-lock system is not affected by the electromagnetic field.
Additional note:
This standard is proposed by the Ministry of Aerospace Industry of the People's Republic of China. This standard is under the jurisdiction of the Automotive Technology Research Center. The main drafters of this standard are Wu Wenyi, Cao Junming, Xu Jianping, Huang Jiandong, Hu Xingkang, and Wei Lang 334|| tt||Lower quasi-industry information
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