GB/T 5620-2002 Road vehicles - Terms and definitions for braking of motor vehicles and trailers
Some standard content:
GB/T 5620—2002
This standard is a revision of GB/T5620.1-1985 and GB/T5620.2—1985. This standard is equivalent to ISO611:1994 "Vocabulary of Braking of Road Vehicles, Motor Vehicles and Trailers" (English version) 1994 third edition and 1997 first revision. The 1997 first revision mainly revised and supplemented the following clauses: revised 3.6, 7.9.2, 7.9.3 and 7.9.4 and Figure 6; supplemented 7.9.5 "Fully developed average deceleration" and "Appendix B Estimation of fully developed average deceleration". This standard has changed a lot compared with GB/T5620.1-1985 and GB/T5620.2-1985. The main differences are as follows: the definition and illustration of specific parts included in GB/T5620.2-1985 have been cancelled; the terms have been reclassified according to the new classification method. For example, "alarm pressure", "protection pressure", "brake shoe start relaxation pressure" and "energy supply pipeline" in the original standard are all classified in "components", while in the new standard, these terms are classified in "additional definitions"; the definitions of drum brakes and disc brakes in the original standard have been removed; examples of brake amplification factors have been added in the form of an appendix; the estimation method of the fully issued average deceleration is given in the appendix; and the types of average deceleration have been increased.
In order to meet the requirements of relevant Chinese standards, in addition to retaining the English index of ISO611:1994, a Chinese index has also been added. Since GB/T3730.1 is not completely equivalent to ISO3833, this standard still refers to ISO3833. Appendix A of this standard is the appendix of the standard. Appendix B, Appendix C and Appendix D of this standard are all indicative appendices. This standard replaces GB/T5620.1-1985 and GB/T5620.2--1985 from the date of implementation. This standard is proposed by the Automobile Industry Department of the Ministry of Machinery Industry. This standard is under the jurisdiction of the National Automobile Standardization Technical Committee. This standard is drafted by the Changchun Automobile Research Institute. The main drafters of this standard are: Shen Yanxing, Wu Zhongyi, Liu Zhaoying, Lin Dahai. The previous versions of the standards replaced by this standard are: GB/T5620.1--1985
GB/T5620.2—1985. Www.bzxZ.net
This standard is interpreted by the National Automobile Standardization Technical Committee. 15
GB/T5620--2002
ISOForeword
ISO (International Organization for Standardization) is a worldwide association composed of national standards institutes (ISO member groups) of various countries. The development of international standards is usually carried out by ISO technical committees. Each member group has the right to send representatives to participate in the committee when it is interested in a topic for which a technical committee has been established. Various official and unofficial international organizations associated with ISO also participate in this work. ISO cooperates closely with the International Electrotechnical Commission (IEC) in the field of electrotechnical standardization. Draft international standards adopted by the technical committees are circulated to the member groups for voting. International standards can only be approved for publication if at least 75% of the member groups vote in favor. ISO611:1994 international standard was prepared by ISO/TC22 (Road vehicles) Technical Committee SC2 (Braking systems and braking devices) Subcommittee.
This version is a technical revision of the second edition (ISO611:1980) and replaces the second edition. 16
1 Scope
National Standard of the People's Republic of China
Road vehicles--Braking of automotive vehiclesand their trailers--VocabularyGB/T5620—2002
idt ISO611:1994
Replaces GB/T5620.1~5620.2--1985
This standard specifies the main terms and definitions of braking and braking equipment for automotive vehicles and trailers. The specified terms and definitions can be used to indicate the characteristic parameters of the braking system or components and the whole or part of the braking process. The specified terms and definitions can be used for automotive vehicles, trailers and automotive trains.
2 Referenced standards
The provisions contained in the following standards constitute the provisions of this standard through reference in this standard. The versions shown are valid when this standard is published. All standards are subject to revision. Parties using this standard should investigate the possibility of using the latest version of the following standards. ISO 3833: 1977 Terms and definitions of road vehicle types 3 Braking equipment and systems 3.1 Braking equipment Braking equipment The general term for all braking systems installed on a vehicle. Its function is to slow down or stop a moving vehicle, or to keep a stopped vehicle immobile.
3.2 Service braking system Service braking system The general term for all parts that allow the driver to directly or indirectly slow down or stop a moving vehicle and have an adjustable function.
3.3 Secondary braking system The general term for parts that allow the driver to directly or indirectly slow down or stop a moving vehicle and have an adjustable function in the event of failure of the service braking system.
3.4 Parking braking system Parking braking system The general term for parts that mechanically keep a stopped vehicle (including parking on a slope and when there is no one in the cab) immobile. 3.5 Additional retarding braking system General term for components that allow the driver to directly or indirectly decelerate or maintain a constant speed of a moving vehicle (especially a vehicle going down a long slope). 3.6 Automatic braking system General term for components that automatically brake a moving vehicle. For example, when the trailer and the tractor are separated by human intervention or accidental events, the automatic braking system will apply the brakes. 4 Constituent elements The braking system consists of energy supply devices, control devices, energy transmission devices and brakes, and if necessary, also includes additional devices on the tractor for braking the trailer.
Approved by the General Administration of Quality Supervision, Inspection and Quarantine of the People's Republic of China on August 29, 2002, implemented on January 1, 2003
4.1 Energy-supplying device
GB/T5620--2002
Components in the braking system that supply and adjust the energy required for braking (and improve the state of the energy transmission medium if necessary). It ends at the starting point of the energy transmission device, that is, the part that protects the energy in each circuit of the braking system (see 5.2, including auxiliary circuits if there are any) from flowing to the energy supply device or flowing between the circuits. Note: This definition also applies to vehicles and trains. 4.2 Braking energy source The part of the energy supply device that generates energy.
Note: The braking energy source can be placed outside the vehicle (such as the compressed air source of the trailer air brake) or it can be human physical strength. 4.3 Control device control device The part of the braking system that starts to implement the braking operation and controls the braking effect. In the case of direct operation by the driver (or other personnel), the control device starts from the force application point. In the case of indirect operation by the driver or the action without any action, the control device starts from the part where the control signal is input into the braking system.
The control device ends at the part where the energy required for the force is generated. Note
1 The control signal can be transmitted in the control device by mechanical, pneumatic, hydraulic or electrical means, including the use of auxiliary energy. 2 The control device can be operated in the following ways: directly by hand or foot; indirectly by the driver, or without any action (only for trailer); when the control device of the tractor's brake system is activated or fails, it is operated by the pressure change in the connecting pipe between the tractor and the trailer or the current change in the connecting cable; operated by the inertia force of the vehicle or the gravity of the vehicle and a component (such as the approach or separation of the tractor and the trailer, or the lowering of a component). 4.4 Energy transmission device transmission device The component of the braking system that transmits the energy distributed by the control device. The energy transmission device starts from the end point of the control device or energy supply device and ends at the starting point of the brake. Note: The type of energy transmission device can be mechanical, hydraulic, pneumatic, vacuum, electric or a combination (such as hydraulic-mechanical, hydraulic-pneumatic). 4.5 Brake brake
The component of the braking system that produces a force to prevent the movement or movement tendency of the vehicle. 4.5.1 Friction brake frictionbrake The brake that produces a braking effect by applying a force to a component installed in a fixed part of the vehicle so that it presses against one or more components connected to the wheel.
Note: A friction brake that increases the force due to friction is called a self-servo type brake. 4.5.1.1 Drum brake drumbrake
A friction brake where the friction force is generated between a component connected to a fixed part of the vehicle and the inner or outer surface of the brake drum. 4.5.1.2 Disc brakes Disc brakes Friction brakes in which the friction force is generated between a component connected to a fixed part of the vehicle and the surface of one or more brake discs. 4.5.2 Positive engagement brake (lock) Brakes that use a rigid engagement method to prevent the movement of a rotating component connected to a wheel or wheel assembly through a non-rotating component on the vehicle.
Note: A rigid engagement brake can only be used when the vehicle is stationary. 4.5.3 Retarders Retarders are devices used to slow down or maintain a constant speed of a moving vehicle (especially when going down a long slope) without stopping the vehicle. 18
GB/T5620--2002
4.5.3.1 Retarder by combustion engine Retarders by using an engine connected to the drive wheels to slow down a moving vehicle. This effect is produced by reducing the fuel supply to the engine, throttling the intake air, throttling the exhaust air or changing the opening time of the valve. 4.5.3.2 Retarder by electric traction motor A retarder that uses an electric motor connected to the drive wheel to produce a retarding effect on a moving vehicle. This effect is achieved by turning the electric motor into a generator.
4.5.3.3 Hydrodynamic retarder A device that obtains a retarding effect by using the action of a component connected to one or more wheels or a transmission system component connected to the wheels.
4.5.3.4 Aerodynamic retarder A device that obtains a retarding effect by increasing air resistance (for example, a expandable mechanical device that increases the windward area). 4.5.3.5 Electromagnetic retarder A device that obtains a retarding effect by using the eddy current and hysteresis generated by a rotating metal disk connected to the wheel or the transmission system under the action of a magnetic field.
4.5.3.6 Friction retarder A device that uses the friction between a component mounted on a fixed part of the vehicle and a component connected to the wheel or the drive train to achieve a retarding effect.
4.6 Supplementary device on towing vehicle for towed vehicle A braking system component that is specifically used to supply energy and control the braking system of the trailer but is installed on the towing vehicle. It consists of the components between the energy supply device and the energy supply pipeline connector of the towing vehicle, and the energy transmission device and the control pipeline connector of the towing vehicle (including the energy supply pipeline connector and the control pipeline connector).
5 Definitions of braking systems relating to nature of constituent devices 5.1 Classification by energy supply method (determined according to the meaning of 4.1) Definitions of braking systems relating to energy-supplying device
5.1.1 Muscular energy braking system A braking system in which the energy required to generate braking force is provided only by the driver's physical strength. 5.1.2 Energy/power-assisted braking system A braking system in which the energy required to generate the braking force is provided by the driver's physical strength and one or more energy supply devices. For example: vacuum-assisted braking system (with vacuum booster); compressed air-assisted braking system (with air booster); power hydraulic-assisted braking system (with hydraulic booster). 5.1.3 Non-muscular energy/full-power braking system A braking system in which the energy required to generate the braking force is provided by one or more energy supply devices (excluding the driver's physical strength). For example: full-air braking system; full-power hydraulic braking system; air over hydraulic braking system. NOTE: This definition does not include braking systems where the driver can increase the braking force by means of the control force acting on the system in the event of a failure of the energy supply. 5.1.4 Inertia braking system19
GB/T 5620--2002
Braking system where the energy required to produce the braking force is generated by the inertia of the trailer approaching its towing vehicle. 5.1.5 Gravity braking system where the energy required to produce the braking force is supplied by the gravity of a component of the trailer as it is lowered. 5.1.6 Spring braking system where the energy required to produce the braking force is supplied by one or more springs acting as energy accumulators. 5.2 Definitions of braking systems relating to arrangement of transmis-sion device
5.2.1 Single-circuit braking system Braking system where the energy transmission device consists of only one circuit. NOTE: If one part of the energy transmission device fails, the energy to produce the braking force cannot be transmitted. 5.2.2 Dual-circuit braking system A braking system in which the energy transmission device consists of two circuits. Note: If one of the energy transmission devices fails, the energy to generate braking force can still be partially or completely transmitted. 5.2.3 Multi-circuit braking system A braking system in which the energy transmission device consists of more than two circuits. Note: If one of the energy transmission devices fails, the energy to generate braking force can still be partially or completely transmitted. 5.3 Definitions of braking systems relating to vehicle combinations 5.3.1 Single-line braking system A braking system in which the braking system of the tractor supplies energy and controls the braking system of the trailer through one circuit. 5.3.2 Two-line of multi-line braking system A braking system in which the braking system of the tractor supplies energy and controls the braking system of the trailer independently and synchronously through two or more circuits. 5.3.3 Continuous braking system A vehicle train braking system with all the following features: a) The driver, in his driving seat, can adjust and operate a direct operating device on the tractor and an indirect operating device on the trailer by a single action; b) The energy used for braking of various parts of the vehicle train is supplied by the same energy source (which can be the driver's physical strength); c) The various parts of the vehicle train should be braked synchronously or in proper phases. 5.3.4 Semi-continuous braking system A vehicle train braking system with all the following features: a) The driver, in his driving seat, can adjust and operate a direct operating device on the tractor and an indirect operating device on the trailer by a single action; b) The energy used for braking of various parts of the vehicle train is supplied by at least two different energy sources (one of which can be the driver's physical strength); c) The various parts of the vehicle train should be braked synchronously or in proper phases. 5.3.5 Non-continuous braking system A vehicle train braking system that is neither continuous nor semi-continuous. 6 Additional definitions6.1 Cable; wire
Conductor for transmitting electric energy.
6.2 Energy transmission lines6.2.1 Pipe
Flexible or rigid pipe for transmitting liquid or gas energy. 20
6.2.1.1 Rigid pipe
GB/T5620—2002
A pipe that connects two relatively fixed parts and whose shape remains unchanged. Note: Any deformation caused by this connection is permanent. 6.2.1.2 Semi-rigid pipesemi-rigid pipeA pipe that connects two relatively fixed parts and whose shape is changeable. 6.2.1.3 Flexible pipe
A pipe that connects two parts that move relative to each other and whose shape is changeable. Note: Coiled pipe is a special type of flexible pipe. 6.2.2 Lines of braking equipment defined according to function 6.2.2.1 Feed line
A line connecting the braking energy source or energy storage device to the control device (such as a brake valve). Note: This definition does not apply to the connecting line between two compartments in a train. 6.2.2.2 Actuating line A line connecting a control device (such as a brake valve) to a device that converts medium energy into mechanical energy (such as a brake chamber). Pilot line
A line connecting one control device (such as a brake valve) to another control device (such as a relay valve). The energy transferred only serves to control another control device.
Note: This definition does not apply to the connecting line between two compartments in a train. 6.2.3 Line connecting braking equipment of vehicle is invehicle combination
6.2.3.1 Supply line supply line
Specialized line for transferring braking energy from the tractor to the trailer energy storage device. 6.2.3.2 Control line control line
Specialized operating line for transferring the energy required for control from the tractor to the trailer brake control device. Common supply and control line common supply and control line 6.2.3.3
Line used for both energy supply and control. Note: This definition applies only to single-line braking systems. 6.2.3.4 Secondary line Specialized control line for transferring the energy required for emergency braking of the trailer from the tractor to the trailer. 6.3 Modulatable braking Within the normal operating range of the brake control device, the driver can use the control device to increase or decrease the braking force to an appropriate size at any time.
When the control device moves in one direction, the braking force increases, while when it moves in the opposite direction, the braking force decreases. 6.4 Pressures
6.4.1 Threshold pressure for application of brake linings The pressure of the working medium required for the brake to start generating braking torque (see Figure 1). 6.4.2 Warning pressure warning pressure The pressure at which the alarm device starts to work.
6.4.3 Protection pressure protection pressure When a part of the brake equipment or its accessories is damaged, the other part maintains a stable pressure. 6.4.4 Release pressure of brake linings The pressure of the working medium at which the braking torque of the brake starts to decrease (see Figure 1). 6.4.5 asymptotic ,pressure of braking21
GB/T5620—2002
The steady braking pressure after the brake control device is fully applied; once the asymptotic braking pressure is reached, it shall remain unchanged for 5 s.
6.4.6 hold-off pressure (spring brake actuator)The pressure of the working medium required for the brake to begin to produce the braking torque (see Figure 2). Commencement of release pressure (spring brake actuator)6.4.7
The pressure of the working medium required for the brake to begin to reduce the braking torque (see Figure 2). Full brake release pressure (spring brake actuator)6.4.8
The pressure of the working medium in the spring compression chamber of the spring brake cylinder when the braking torque reaches zero (see Figure 2). full spring compression pressure (spring brake actuator) 6.4.9
The pressure of the working medium in the spring compression chamber of the spring brake cylinder required to compress the spring to the limit position (see Figure 2). Braking torque
Pressure when the dynamic lining is released
Pressure when the brake lining begins to act
6.5 Warning device
Short braking force
Beginning release pressure
Full brake release pressure
Spring full compression
Release pressure
An audible and visual device used to warn the driver when a certain working condition of the brake system becomes critical or needs to be maintained. 6.6 Application mechanism All mechanical components of the transmission device that connects the working element (such as the cylinder) to the brake. 6.7 Wear compensation device, brake adjuster brake adjuster A device that automatically or otherwise compensates for the wear of the brake lining in a friction brake (drum or disc). 6.8 Auxiliary release device (spring brake actuator) A device that can eliminate the braking force when the pressure supplied to the spring brake cylinder drops below the full brake release pressure (for example, when the brake fails).
Braking force proportioning device6.9
A device that can automatically or otherwise change the braking force. 6.9.1 Load-sensing device A device that can automatically adjust the braking force of one or more wheels on the vehicle according to the static or dynamic load on the vehicle wheels. 6.9.2 Pressure-sensing device A device that can automatically adjust the braking force of one or more wheels on a vehicle according to the pressure input to the device. 6.9.3 Deceleration-sensing device A device that can automatically adjust the braking force of one or more wheels on a vehicle according to the deceleration of the vehicle. 22
Braking mechanics
Braking mechanics
7.1 Braking mechanicsGB/T 5620--2002
The mechanical phenomenon that occurs between the start of the control device and the end of the braking action. Braking system hysteresis, AFc7.2
Difference between two control forces corresponding to a certain braking torque during the application and release of the brake (see Figure 3). 7.3
Brake hysteresis, AFsbrakehysteresis, FsDifference between two forces corresponding to a certain braking torque during the application and release of the brake (see Figure 4). "Braking torque
7.4 Forces, torques forces, torque
Control force
7.4.1 Control force, Fccontrol force, FcForce applied to the control device.
Application force, Fsapplication force, FsBraking torque
Angular force"
In a friction brake, the total force applied to a brake lining (block) assembly. It generates braking force through friction. See typical examples in Appendix A (normative annex). 7.4.3 Total braking force, F, total braking force, FtThe sum of braking forces generated between all wheels and the ground contact surface and in the opposite direction of the vehicle's movement or movement trend through the action of the braking system.
7.4.4 Braking torquebraking torque
In a brake, the product of the friction force generated by the application force and the distance between its point of application and the axis of rotation. 7.4.5 Brake drag brakedrag
The phenomenon that the braking torque continues to exist after the control device returns to the release position. Braking (brake fore) distribution; braking ratio 7.4.6
The ratio of the braking force on each axle to the total braking force expressed as a percentage (e.g. 60% for the front axle and 40% for the rear axle). Brake amplification factors brakeamplificationfactors 7.4.7
7.4.7.1 Brake external factor, Cbrakefactor (external), CThe ratio of the output torque/force of the brake to the input torque/force. 7.4.7.2 Brake internal factor, C*brake factor (internal), C*The ratio of the total tangential force on the effective radius of the brake to the applied force Fs. Notes
1 C* is the sum of the brake age factors only in the case of equal applied forces. 2 The functional relationship between the typical brake C value and the friction coefficient μ is shown in Figure 5. For the calculation example of C\, see Appendix A. 7.4.7.3 Brake shoe factor, SFshoe factor, SFThe ratio of the surface tangential force of the shoe assembly to its applied force. 23
GB/T 5620--2002
7.4.7.4 Brake shoe mean factor, MSFmean shoe factor, MSFThe ratio of the sum of the brake shoe factors of the brake to the number of its brake shoe assembly. 10
0.30.40.50.6
1--Servobrake; 2-Duplexbrake; 3-Simplexbrake; 4-Disc brake Figure 5
7.5 Time time
The different concepts of time are defined with reference to the idealized curve in Figure 6. 7.5.1 Control device application time control device application time The time elapsed from t. to t3.
7.5.2 Initial response time The time from t to t, elapsed.
Note: In the Draft No. 06 of ECER13 Regulation (Uniform Provisions on Type Approval of Motor Vehicle Brakes), the above term is called "regulatory response time". 7.5.3 Buildup time
The time from t, to ts.
7.5.4 Active braking time The time from t to t.
7.5.5 Total braking time The time from t. to t.
7.6 Distance
7.6.1 Effective braking distance, S, braking distance, S, the distance traveled by the vehicle during the effective braking time. 7.6.2 Braking distance, S. stopping distance, S. The distance traveled by the vehicle during the total braking time, that is, the distance traveled by the vehicle between the moment the driver starts to actuate the control device and the moment the vehicle stops.
GB/T5620--2002
1—vehicle speed; 2—deceleration; 3—line pressure; 4—control travelt—the moment the driver starts to actuate the brake device, that is, the moment the control device starts to move+t1—the moment the line pressure starts to rise; t2—the moment the deceleration starts to occur; l3—the moment the control device reaches the specified position; t—the moment the two speed lines of the car intersect (as shown in the figure); ts—the moment the line pressure reaches a stable value; to—the moment the deceleration reaches a stable value; t,—the moment the car stops Figure 6
Braking work, Wbraking work,W
The product of the instantaneous total braking force F, and the displacement unit dS integrated over the distance S covered during braking: W
7.8 Pinstantaneous braking power,PThe product of the instantaneous total braking force F, and the corresponding instantaneous vehicle speed: ds
p=F,·u
7.9 Braking decelerationThe amount of speed reduction caused by the braking system during the time under consideration. 7.9.1 Instantaneous deceleration,u instantaneous deceleration,aa
Note: Minor irregularities on the deceleration curve α() are ignored. 7.9.2 Mean deceleration over time,αmd
mean deceleration over time,amtThe deceleration between the two time points ts and te. amt
Calculation result:
tB tE
GB/T5620—2002
U and VE are the speeds of the vehicle at te and t respectively. Note: The above formula can be used to evaluate the braking performance of the retarder. VE
te — te
mean deceleration over distance,ams7.9.3 Average deceleration over distance,ams deceleration between points SB and Se.
SE—SB
Calculation result:
la(s)·ds
2(Se- SB)
UB and E are the speeds of the vehicle at points SB and SE respectively. 7.9.4 Mean deceleration over stopping distance, amso mean deceleration over stopping distance, amso For the special case of "stopping" (i.e. VB = Vo, V is the speed at t.; VE = 0 km/h, SB0 and Se = S.), the mean deceleration is calculated by the following formula:
7.9.5 Mean fully developed deceleration, am mean fully developed deceleration.am"The fully developed average deceleration is derived from the calculation method of the ECE-R13 braking performance. The deceleration am is the average deceleration calculated according to 7.9.3 under a certain condition. Since the regulations only allow αm to be positive, the order of the speeds VE and VB in the denominator is swapped.
Limiting conditions:
Vg=0.8 Vo
Ve=0. 1 Vo
2(Se = S.)
Note: In order to establish the relationship between the braking distance and the fully developed average deceleration, the measured average deceleration must be measured as a function of the relative distance.
The method for estimating the fully developed average deceleration is shown in Appendix B (Suggestive Appendix). 7.10 Braking intensity, Z rate of braking; braking rate, Za) The ratio of the total braking force F on the vehicle axle to the force G on its axle related to the static total mass. F
b) The ratio of the vehicle's deceleration α to the acceleration due to gravity g, except for semi-trailers. z=a
8 Antilock device (Antilock Braking System, ABS) Antilock device antilock device
During braking, a device that can automatically control the degree of slippage of one or more wheels of a vehicle in its direction of rotation. 8.2 components of antilock system26
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