中文意思為自動(dòng)緊急制動(dòng)系統(tǒng)。
aeb是英文單詞AutonomousEmergencyBraking的首字母縮寫，翻譯成中文是自動(dòng)緊急制動(dòng)系統(tǒng)。搭載該系統(tǒng)的車輛，在非自適應(yīng)巡航的情況下，正常行駛，一旦遇到突***況，或者是與前方車輛和行人距離過近，就會(huì)主動(dòng)剎車，避免不必要的交通事故發(fā)生。但是這種功能不一定能完全將車輛剎住，駕駛員還需要對(duì)車輛進(jìn)行制動(dòng)。
aeb是由兩個(gè)系統(tǒng)構(gòu)成的，分別是cib車輛碰撞迫近制動(dòng)系統(tǒng)，還有dbs動(dòng)態(tài)制動(dòng)支持系統(tǒng)，cib系統(tǒng)檢測到車輛即將追尾，而駕駛員沒有制動(dòng)車輛的情況下，會(huì)緊急制動(dòng)車輛，而dbs系統(tǒng)在駕駛員制動(dòng)車輛的力度不足是，會(huì)幫助駕駛員制動(dòng)車輛，避免產(chǎn)生碰撞。
汽車英語縮寫大全
ABS目錄
ABS 防抱死制動(dòng)系統(tǒng)
ABS的應(yīng)用
ABS的功用
走出ABS誤區(qū)
ABS使用常識(shí)
ABS函數(shù)
ABS塑料
資產(chǎn)支持證券
[編輯本段]ABS 防抱死制動(dòng)系統(tǒng)
“ABS”中文譯為“防鎖死剎車系統(tǒng)”.它是一種具有防滑、防鎖死等優(yōu)點(diǎn)的汽車安全控制系統(tǒng)。ABS是常規(guī)剎車裝置基礎(chǔ)上的改進(jìn)型技術(shù)，可分機(jī)械式和電子式兩種?，F(xiàn)代汽車上大量安裝防抱死制動(dòng)系統(tǒng)，ABS既有普通制動(dòng)系統(tǒng)的制動(dòng)功能，又能防止車輪鎖死，使汽車在制動(dòng)狀態(tài)下仍能轉(zhuǎn)向，保證汽車的制動(dòng)方向穩(wěn)定性，防止產(chǎn)生側(cè)滑和跑偏，是目前汽車上最先進(jìn)、制動(dòng)效果最佳的制動(dòng)裝置。
以前消費(fèi)者買車，都把有沒有ABS作為一個(gè)重要指標(biāo)。隨著技術(shù)的發(fā)展，目前，我國絕大部分轎車已經(jīng)將ABS作為標(biāo)準(zhǔn)配置。但對(duì)于ABS的認(rèn)識(shí)以及如何正確使用，很多駕駛員還不是很清楚，甚至還出現(xiàn)了一些對(duì)ABS的誤解。一些駕駛員認(rèn)為ABS就是縮短制動(dòng)距離的裝置，裝備ABS的車輛在任何路面的制動(dòng)距離肯定比未裝備ABS的制動(dòng)距離要短，甚至有人錯(cuò)誤地認(rèn)為在冰雪路面上的制動(dòng)距離能與在瀝青路面上的制動(dòng)距離相當(dāng)；還有一些駕駛員認(rèn)為只要配備了ABS，即使在雨天或冰雪路面上高速行駛，也不會(huì)出現(xiàn)車輛失控現(xiàn)象。 ABS并不是如有些人所想的那樣，大大提高汽車物理性能的極限。嚴(yán)格來說，ABS的功能主要在物理極限的性能內(nèi)，保證制動(dòng)時(shí)車輛本身的操縱性及穩(wěn)定性。同時(shí)，在加速的時(shí)候，也能防止輪胎的純滑移，提高了加速性能和操作穩(wěn)定性。
[編輯本段]ABS的應(yīng)用
ABS的全名是Anti-lock brake System（防鎖死制動(dòng)系統(tǒng)）或Anti-skid Braking System（防滑移制動(dòng)系統(tǒng)），它能有效控制車輪保持在轉(zhuǎn)動(dòng)狀態(tài)，提高制動(dòng)時(shí)汽車的穩(wěn)定性及較差路面條件下的汽車制動(dòng)性能。ABS通過安裝在各車輪或傳動(dòng)軸上的轉(zhuǎn)速傳感器不斷檢測各車輪的轉(zhuǎn)速，由計(jì)算機(jī)算出當(dāng)時(shí)的車輪滑移率，并與理想的滑移率相比較，做出增大或減小制動(dòng)器制動(dòng)壓力的決定，命令執(zhí)行機(jī)構(gòu)及時(shí)調(diào)整制動(dòng)壓力，以保持車輪處于理想制動(dòng)狀態(tài)。
1906年ABS首次被授予專利，1936年博世注冊(cè)了一項(xiàng)防止機(jī)動(dòng)車輛車輪抱死的“機(jī)械”專利。所有的早期設(shè)計(jì)都有著同樣的問題：因過于復(fù)雜而容易導(dǎo)致失敗，并且它們運(yùn)作太慢。1947年世界上第一套ABS系統(tǒng)首次應(yīng)用于B-47轟炸機(jī)上。Teldix公司在1964年開始研究這個(gè)項(xiàng)目，其ABS研究很快被博世全部接管。兩年內(nèi)，首批ABS測試車輛已具有縮短制動(dòng)距離的功能。轉(zhuǎn)彎時(shí)車輛轉(zhuǎn)向性和穩(wěn)定性也被保證，但當(dāng)時(shí)應(yīng)用的大約1000個(gè)模擬部件和安全開關(guān)，這意味著被稱為ABS 1系統(tǒng)的電子控制單元的可靠性和耐久性還不能夠滿足大規(guī)模生產(chǎn)的要求，需要改進(jìn)。博世在電子發(fā)動(dòng)機(jī)管理的發(fā)展過程中獲得的技術(shù)，數(shù)字技術(shù)和集成電路(ICs)的到來使電子部件的數(shù)量降低到140個(gè)。
1968年ABS開始研究應(yīng)用于汽車上。1***5年由于美國聯(lián)邦機(jī)動(dòng)車安全標(biāo)準(zhǔn)121款的通過，許多重型卡車和公共汽車裝備了ABS，但由于制動(dòng)系統(tǒng)的許多技術(shù)問題和卡車行業(yè)的反對(duì)，在1***8年撤消了這一標(biāo)準(zhǔn)。同年博世作為世界上首家推出電子控制功能的ABS系統(tǒng)的公司，將這套ABS 2的系統(tǒng)開始安裝作為選配配置，并裝配在梅賽德斯-奔馳S級(jí)車上，然后很快又配備在了寶馬7系列豪華轎車上。在這一時(shí)期之后美國對(duì)ABS的進(jìn)一步研究和設(shè)計(jì)工作減少了，可是歐洲和日本的制造廠家繼續(xù)精心研制ABS。
進(jìn)入20世紀(jì)80年代以后，由于進(jìn)口美國的汽車裝備有ABS，美國汽車制造廠對(duì)美國汽車市場上的ABS顯示出新的興趣。隨著微電子技術(shù)的飛速發(fā)展和人們對(duì)汽車行車安全的強(qiáng)烈要求，ABS裝置在世界汽車行業(yè)進(jìn)一步得到廣泛應(yīng)用。1987年美國大約3%的汽車裝備有非?？煽康腁BS。在隨后的時(shí)間里，研發(fā)者集中于簡化系統(tǒng)。在1989年，博世的工程師成功地將一個(gè)混合的控制單元直接附在了液壓模塊上。這樣他們就無需連接控制單元和液壓模塊的線束，也無需接插件，所以顯著地減輕了ABS 2E的整體重量。
博世的工程師在1993年，使用新的電磁閥創(chuàng)造了ABS 5.0，并且在后來的幾年研發(fā)了5.3 和5.7 版。新一代的ABS 8的主要特性是再次極大地減輕了重量、減少了體積、增大了內(nèi)存，同時(shí)增加了更多功能，如電子分配制動(dòng)壓力，從而取代了減輕后軸制動(dòng)壓力的機(jī)械機(jī)構(gòu)。當(dāng)年有些汽車工業(yè)分析專家預(yù)言得到了證實(shí)：到20世紀(jì)90年代中期以后，世界市場上的大多數(shù)汽車和卡車將裝備ABS。
[編輯本段]ABS的功用
ABS的主要作用是改善整車的制動(dòng)性能，提高行車安全性，防止在制動(dòng)過程中車輪抱死（即停止滾動(dòng)），從而保證駕駛員在制動(dòng)時(shí)還能控制方向，并防止后軸側(cè)滑。其工作原理為：緊急制動(dòng)時(shí)，依靠裝在各車輪上高靈敏度的車輪轉(zhuǎn)速傳感器，一旦發(fā)現(xiàn)某個(gè)車輪抱死，計(jì)算機(jī)立即控制壓力調(diào)節(jié)器使該輪的制動(dòng)分泵泄壓，使車輪恢復(fù)轉(zhuǎn)動(dòng)，達(dá)到防止車輪抱死的目的。ABS的工作過程實(shí)際上是“抱死—松開—抱死—松開”的循環(huán)工作過程，使車輛始終處于臨界抱死的間隙滾動(dòng)狀態(tài)，有效克服緊急制動(dòng)時(shí)由車輪抱死產(chǎn)生的車輛跑偏現(xiàn)象，防止車身失控等情況的發(fā)生。
ABS的種類可分機(jī)械式和電子式兩種。機(jī)械式ABS結(jié)構(gòu)簡單，主要利用其自身內(nèi)部結(jié)構(gòu)達(dá)到簡單調(diào)節(jié)制動(dòng)力的效果。該裝置工作原理簡單，沒有傳感器來反饋路面摩擦力和輪速等信號(hào)，完全依靠預(yù)先設(shè)定的數(shù)據(jù)來工作，不管是積水路面、結(jié)冰路面或是泥濘路面和良好的水泥瀝青路面，它的工作方式都是一樣的。嚴(yán)格地說，這種ABS只能叫做 “高級(jí)制動(dòng)系統(tǒng)（Advanced Brake System）”。目前，國內(nèi)只有一些低端的皮卡等車型仍在使用機(jī)械式ABS。
機(jī)械式ABS只是用部件的物理特性去機(jī)械的動(dòng)作，而電子式ABS是運(yùn)用電腦對(duì)各種數(shù)據(jù)進(jìn)行分析運(yùn)算從而得出結(jié)果的。電子式ABS由輪速傳感器、線束、電腦、ABS液壓泵、指示燈等部件構(gòu)成。能根據(jù)每個(gè)車輪的輪速傳感器的信號(hào)，電腦對(duì)每個(gè)車輪分別施加不同的制動(dòng)力，從而達(dá)到科學(xué)合理分配制動(dòng)力的效果。
最早的ABS系統(tǒng)為二輪系統(tǒng)。所謂二輪系統(tǒng)就是將ABS裝在汽車的兩個(gè)后輪上。由于兩后輪公用一條制動(dòng)液壓管路和一個(gè)控制閥，所以又稱做“單通道控制系統(tǒng)”。這種系統(tǒng)是根據(jù)兩個(gè)后車輪中附著力較小的車輪狀態(tài)來選定制動(dòng)壓力，這被稱為“低選原則”。也就是說，***用低選原則的ABS車輛的一個(gè)后輪有抱死趨勢時(shí)，系統(tǒng)只能給兩個(gè)后輪同時(shí)泄壓。又由于前輪沒有防抱死功能，因而，二輪系統(tǒng)難以達(dá)到最佳制動(dòng)效果。
隨著相關(guān)技術(shù)的發(fā)展，后來出現(xiàn)了“三通道控制系統(tǒng)”，該系統(tǒng)是在二輪系統(tǒng)基礎(chǔ)上，將兩前輪由兩條單獨(dú)的管路獨(dú)立控制。雖然后輪還是***用“低選原則”，但由于實(shí)現(xiàn)了緊急制動(dòng)時(shí)的轉(zhuǎn)向功能及防止后軸側(cè)滑的功能，所以這種系統(tǒng)具備了現(xiàn)代ABS的主要特點(diǎn)。至今，市面上還有車輛***用這種三通道控制的ABS系統(tǒng)。
目前，裝備在車輛上最常見的是四傳感器四通道ABS系統(tǒng)，每個(gè)車輪都由獨(dú)立的液壓管路和電磁閥控制，可以對(duì)單個(gè)車輪實(shí)現(xiàn)獨(dú)立控制。這種結(jié)構(gòu)能實(shí)現(xiàn)良好的防抱死功能。
[編輯本段]走出ABS誤區(qū)
開篇中那些對(duì)ABS的誤解，需要解釋一下。如果汽車車輪在制動(dòng)時(shí)抱死，汽車能得到的側(cè)向附著力是最小的。這時(shí)，由于路面附著系數(shù)的不平衡、汽車本身制動(dòng)力的不平衡、懸架的不平衡、汽車輪胎氣壓、路面彎度、顛簸或坡度等因素都可能會(huì)使汽車發(fā)生側(cè)滑、甩尾或失控。另外，由于車輛前輪抱死，汽車會(huì)失去轉(zhuǎn)向能力。一個(gè)性能優(yōu)良的汽車防抱死制動(dòng)系統(tǒng)，在制動(dòng)時(shí)能夠?qū)⑵囓囕喌幕坡士刂圃?0%～30%之間，車輪在這種狀態(tài)下，能兼顧相對(duì)最大的縱向制動(dòng)力和橫向抓地力，有效地保證車輛不會(huì)發(fā)生失控狀況。另外，在前輪不抱死的情況下，由于有一定的抓地力，汽車還可以按照駕駛員的意愿進(jìn)行轉(zhuǎn)向，從而控制車輛。為了將車輪滑移率控制在理想狀態(tài)下，追求車輛的穩(wěn)定性，可能會(huì)犧牲一些縱向的制動(dòng)力。所以，ABS起作用時(shí)，不是在所有路面上制動(dòng)距離都會(huì)縮短。
在冰雪路面上，由于地面提供的附著力比一般路面要小很多。ABS只能在這種附著力的基礎(chǔ)上調(diào)節(jié)汽車的制動(dòng)力，不會(huì)產(chǎn)生外加的制動(dòng)因素。所以，在冰雪路面上的制動(dòng)距離只能說比車輪抱死時(shí)短一些，比在一般路面上的制動(dòng)距離還是長很多。
實(shí)際道路其實(shí)是很復(fù)雜的，諸如：路面附著系數(shù)不平衡、道路彎度或路面橫向坡度、甚至汽車輪胎氣壓等汽車自身的原因，有很多因素能使汽車在制動(dòng)時(shí)產(chǎn)生側(cè)滑的運(yùn)動(dòng)趨勢，這些因素都不是ABS本身能夠克服的。所以，如果在冰雪路面上車速過快時(shí)緊急制動(dòng)，遇到上述因素之一，當(dāng)車輛離心力大于地面能夠提供的最大側(cè)向力時(shí)，就會(huì)使車輛形成失控趨勢，這是非常危險(xiǎn)的。
總之，任何裝備都不是萬能的，駕駛員必須通過自己的主觀能動(dòng)性實(shí)現(xiàn)安全駕駛。即使是性能優(yōu)良的ABS在工作狀態(tài)下穩(wěn)定車輛的效果也是有限的，尤其是行駛在砂石路或冰雪路面上，更應(yīng)保持充分的車距，減速慢行，不要完全依賴ABS系統(tǒng)。
[編輯本段]ABS使用常識(shí)
現(xiàn)在基本上所有的乘用車都加裝了ABS系統(tǒng)，對(duì)提升車輛的主動(dòng)安全性能起到了很大的作用，但若使用不當(dāng)，效果也會(huì)大打折扣。在這里，我們對(duì)ABS的使用原則歸納為“四要、七不要”。
四要
1.要始終踩住制動(dòng)踏板不放松，這樣才能保證足夠和持續(xù)的制動(dòng)力，使ABS有效地發(fā)揮作用。
2.要保持足夠的安全車距。一般情況下，最小車距不應(yīng)低于50m，當(dāng)車速超過50km/h時(shí)，最小車距與車速數(shù)值相同，如100km/h時(shí)最小車距為100m，120km/h時(shí)，最小車距為120m。
3.要事先熟悉ABS，使自己對(duì)ABS工作時(shí)的制動(dòng)踏板抖動(dòng)有準(zhǔn)備和適應(yīng)能力。
4.要事先閱讀汽車駕駛員手冊(cè)，從而進(jìn)一步地理解安裝ABS的汽車生產(chǎn)廠提供的各種操作說明。
七不要
1.不要認(rèn)為有了ABS就可以隨心所欲地駕駛。ABS也不是絕對(duì)保險(xiǎn)的，在車速過高和轉(zhuǎn)彎過急的情況下，若車輛制動(dòng)得過急過猛，則汽車仍然會(huì)產(chǎn)生側(cè)滑。因此，即使你的汽車裝有ABS，你也仍然需要謹(jǐn)慎駕駛。
2.不要***用“點(diǎn)剎”制動(dòng)。未裝有ABS的車輛在濕滑路面及車速較高情況下實(shí)施制動(dòng)時(shí)，需要***用“點(diǎn)剎”的辦法達(dá)到安全制動(dòng)的目的。而裝上ABS后，由于ABS能自動(dòng)調(diào)整制動(dòng)力，因此在實(shí)施緊急制動(dòng)時(shí)，可一腳將踏板踩到底而不松開，不要擔(dān)心車輪抱死打滑，否則將大大延長制動(dòng)距離。
3.不要被ABS的抖動(dòng)嚇住。ABS在起作用時(shí)，會(huì)聽到它發(fā)出的噪音，該噪音是由液壓控制系統(tǒng)中的電磁閥和液壓泵工作時(shí)產(chǎn)生的，不要以為制動(dòng)系統(tǒng)出了毛病而驚慌失措，更不可將腳從制動(dòng)踏板上移開，這時(shí)仍然要將制動(dòng)踏板踩死而不去管它。
4.不可忽視ABS指示燈的檢查。正常情況下，按通點(diǎn)火開關(guān)后，此燈應(yīng)亮；大約3秒后自動(dòng)熄滅。這一過程，實(shí)質(zhì)上是電子控制裝置在按自檢程序?qū)囕唫鞲衅?、液壓調(diào)節(jié)器的控制閥進(jìn)行通電檢查，若此燈一直不亮，說明ABS有故障。
5.ABS指示燈不熄滅時(shí)不必恐慌。當(dāng)行車中ABS出現(xiàn)故障時(shí)，防抱死制動(dòng)系統(tǒng)自動(dòng)將原制動(dòng)系統(tǒng)的油路接通，汽車上的原制動(dòng)系統(tǒng)仍然工作，只是沒有了ABS，注意檢修就可以了。
6．不可私自拆換ABS的電腦單元。如果電腦發(fā)現(xiàn)故障，應(yīng)更換整個(gè)ABS單元。
7．對(duì)于裝配了ABS,但是希望改裝的車輛，請(qǐng)勿拆裝制動(dòng)管路與ABS單元連接的螺母。
ABS又分電子式ABS和機(jī)械式ABS
1、電子式ABS是根據(jù)不同的車型所設(shè)計(jì)的，它的安裝需要專業(yè)的技術(shù)力量，如果換裝至另一輛車就必須改變它的線路設(shè)計(jì)和電瓶容量，沒有通用性；機(jī)械式ABS的通用性強(qiáng)，只要是液壓剎車裝置的車輛都可使用，可以從一輛車換裝到另一輛車上，而且安裝只要30分鐘。
2、電子式ABS的體積大，而成品車不一定有足夠的空間安裝電子ABS，相比之下，機(jī)械式的ABS的體積較小，占用空間少。
3、電子式ABS是在車輪鎖死的剎那開始作用，每秒鐘作用6~12次；機(jī)械式ABS在踩剎車時(shí)就開始工作，根據(jù)不同的車速，每秒鐘可作用60~120次。
機(jī)械式ABS的適用特性需要事先設(shè)定，在積水路面、冰雪路面、沙石路面、瀝青路面上，輪胎的摩擦系數(shù)不同，車速不同，需要的制動(dòng)力也不相同。沒有即時(shí)的測量回饋系統(tǒng)，只依靠預(yù)先設(shè)定的闋值，適用范圍較窄，制動(dòng)效果會(huì)有所降低。
在選購機(jī)械式ABS防抱死系統(tǒng)時(shí)應(yīng)非常小心。仿造的ABS產(chǎn)品在外觀上與真品大同小異，結(jié)構(gòu)也一樣，但劣質(zhì)產(chǎn)品卻難以長期承受剎車油的腐蝕與高壓，時(shí)間一長橡膠還會(huì)老化變形，喪失應(yīng)有的性能。
真品的橡膠閥囊浸泡在剎車油中可承受每平方英寸11000磅的高壓且長期不會(huì)發(fā)生變形。進(jìn)口機(jī)械式ABS的價(jià)格在2000元左右，國產(chǎn)的只要200多元。
[編輯本段]ABS函數(shù)
C
函數(shù)名: abs
功 能: 求整數(shù)的絕對(duì)值
用 法: int abs(int i);
程序例:
#include <stdio.h>
#include <math.h>
int main(void)
{
int number = -1234;
printf("number: %d absolute value: %d\n", number, abs(number));
return 0;
}
Pascal
Function Abs( X : Real ) : Longint;
功 能: 求數(shù)的絕對(duì)值
例:
Begin
{ 語句; { ( X數(shù)據(jù)類型 ) 輸出結(jié)果 } }
Writeln( Abs(84.23) ); {(Real) 8.42300000000000E+0001 }
Writeln( Abs(-111222333) ); {(Longint) 111222333 }
Writeln( Abs(-1112223334324445556) ); {(Int64) 1112223334324445556 }
End.
[編輯本段]ABS塑料
ABS塑料
化學(xué)名稱：丙烯腈-丁二烯-苯乙烯共聚物
英文名稱:Acrylonitrile Butadiene Styrene（ABS）
用途：汽車配件（儀表板、工具艙門、車輪蓋、反光鏡盒等），收音機(jī)殼，電話手柄、大強(qiáng)度工具（吸塵器，頭發(fā)烘干機(jī)，攪拌器，割草機(jī)等），打字機(jī)鍵盤，***用車輛如高爾夫球手推車以及噴氣式雪橇車等
比重:1.05克/立方厘米
燃燒鑒別方法：連續(xù)燃燒、藍(lán)底黃火焰、黑煙、淺金盞草味
溶劑實(shí)驗(yàn)：環(huán)已酮可軟化，芳香溶劑無作用
干燥條件：80-90℃ 2小時(shí)
成型收縮率:0.4-0.7%
模具溫度：25-70℃（模具溫度將影響塑件光潔度，溫度較低則導(dǎo)致光潔度較低）
融化溫度：210-280℃（建議溫度：245℃）
成型溫度：200-240℃
注射速度：中高速度
注射壓力：500-1000bar
特點(diǎn)：
1、綜合性能較好,沖擊強(qiáng)度較高,化學(xué)穩(wěn)定性,電性能良好.
2、與372有機(jī)玻璃的熔接性良好,制成雙色塑件,且可表面鍍鉻,噴漆處理.
3、有高抗沖、高耐熱、阻燃、增強(qiáng)、透明等級(jí)別。
4、流動(dòng)性比HIPS差一點(diǎn)，比PMMA、PC等好，柔韌性好。
5、用途：適于制作一般機(jī)械零件,減磨耐磨零件,傳動(dòng)零件和電訊零件.
6、同PVC（聚氯乙烯）一樣在屈折處會(huì)出現(xiàn)白化現(xiàn)象。
成型特性：
1.無定形料,流動(dòng)性中等,吸濕大,必須充分干燥,表面要求光澤的塑件須長時(shí)間預(yù)熱干燥80-90度,3小時(shí).
2.宜取高料溫,高模溫,但料溫過高易分解(分解溫度為>270度).對(duì)精度較高的塑件,模溫宜取50-60度,對(duì)高光澤.耐熱塑件,模溫宜取60-80度.
3、如需解決夾水紋，需提高材料的流動(dòng)性，***取高料溫、高模溫，或者改變?nèi)?a href="http://brevcom.com/tags-s-w.html" target="_blank" class="e03349bcba89d6a0 relatedlink">水位等方法。
4、如成形耐熱級(jí)或阻燃級(jí)材料，生產(chǎn)3-7天后模具表面會(huì)殘存塑料分解物，導(dǎo)致模具表面發(fā)亮，需對(duì)模具及時(shí)進(jìn)行清理，同時(shí)模具表面需增加排氣位置。
ABS樹脂是目前產(chǎn)量最大，應(yīng)用最廣泛的聚合物，它將PS，SAN，BS的各種性能有機(jī)地統(tǒng)一起來，兼具韌，硬，剛相均衡的優(yōu)良力學(xué)性能。ABS是丙烯腈、丁二烯和苯乙烯的三元共聚物，A代表丙烯腈，B代表丁二烯，S代表苯乙烯。
ABS工程塑料一般是不透明的，外觀呈淺象牙色、無毒、無味，兼有韌、硬、剛的特性，燃燒緩慢，火焰呈**，有黑煙，燃燒后塑料軟化、燒焦，發(fā)出特殊的肉桂氣味，但無熔融滴落現(xiàn)象。
ABS工程塑料具有優(yōu)良的綜合性能，有極好的沖擊強(qiáng)度、尺寸穩(wěn)定性好、電性能、耐磨性、抗化學(xué)藥品性、染色性，成型加工和機(jī)械加工較好。ABS樹脂耐水、無機(jī)鹽、堿和酸類，不溶于大部分醇類和烴類溶劑，而容易溶于醛、酮、酯和某些氯代烴中。
ABS工程塑料的缺點(diǎn)：熱變形溫度較低，可燃，耐候性較差。
ABS船級(jí)社認(rèn)證圖標(biāo)
ABS：美國船級(jí)社縮寫。
[編輯本段]資產(chǎn)支持證券
ABS ：資產(chǎn)支持證券（也叫資產(chǎn)擔(dān)保證券或資產(chǎn)支撐證券，英文：Asset-backed security）由銀行、***公司或者其他信用提供者的貸款協(xié)議或者應(yīng)收帳款作為擔(dān)保基礎(chǔ)發(fā)行的債券或票據(jù)；它與抵押有所不同。
ABS是以非住房抵押貸款資產(chǎn)為支撐的證券化融資方式，它實(shí)際上是MBS技術(shù)在其他資產(chǎn)上的推廣和應(yīng)運(yùn)。由于證券化融資的基本條件之一是基礎(chǔ)資產(chǎn)能夠產(chǎn)生可預(yù)期的、穩(wěn)定的現(xiàn)金流，除了住房抵押貸款外，還有很多資產(chǎn)也具有這種特征，因此它們也可以證券化。隨著證券化技術(shù)的不斷發(fā)展和證券化市場的不斷擴(kuò)大，ABS的種類也日趨繁多，具體可以細(xì)分為以下品種：（1）汽車消費(fèi)貸款、學(xué)生貸款證券化；（2）商用、農(nóng)用、醫(yī)用房產(chǎn)抵押貸款證券化；（3）***應(yīng)收款證券化；（4）貿(mào)易應(yīng)收款證券化；（4）設(shè)備租賃費(fèi)證券化；（5）基礎(chǔ)設(shè)施收費(fèi)證券化；（6）門票收入證券化；（7）俱樂部會(huì)費(fèi)收入證券化；（8）保費(fèi)收入證券化；（9）中小企業(yè)貸款支撐證券化；（10）知識(shí)產(chǎn)權(quán)證券化等等。而且隨著資產(chǎn)證券化技術(shù)的不斷發(fā)展，證券化資產(chǎn)的范圍在不斷擴(kuò)展。
求制動(dòng)系統(tǒng)的英文翻譯
現(xiàn)在很多車輛在購買和維修時(shí)會(huì)碰到很多的專業(yè)英文縮寫，很多人碰到這種情況都是一頭霧水，所以特地為大家羅列以下汽車上部分常見的元件英文縮寫翻譯供大家參考（由于個(gè)人的水平和時(shí)間原因難免會(huì)有所差錯(cuò)和遺漏，忘大家加以指正和補(bǔ)充）
Quattro——全時(shí)四輪驅(qū)動(dòng)系統(tǒng)
Tiptronic——輕觸子-自動(dòng)變速器
Multitronic——多極子-無級(jí)自動(dòng)變速器
ABC——車身主動(dòng)控制系統(tǒng)
DSC——車身穩(wěn)定控制系統(tǒng)
VSC——車身穩(wěn)定控制系統(tǒng)
TRC——牽引力控制系統(tǒng)
TCS——牽引力控制系統(tǒng)
ABS——防抱死制動(dòng)系統(tǒng)
ASR——加速防滑系統(tǒng)
BAS——制動(dòng)***系統(tǒng)
DCS——車身動(dòng)態(tài)控制系統(tǒng)
EBA——緊急制動(dòng)***系統(tǒng)
ETS——電子牽引系統(tǒng)
ASR——驅(qū)動(dòng)防滑調(diào)整裝置
ESP——電子穩(wěn)定程序
EBD——電子制動(dòng)力分配系統(tǒng)
EDS——電子差速鎖
ESP——電子穩(wěn)定程序系統(tǒng)
HBA——液壓剎車***系統(tǒng)
HDC——坡道控制系統(tǒng)
HAC——坡道起車控制系統(tǒng)
DAC——下坡行車***控制系統(tǒng)
A-TRC——車身主動(dòng)循跡控制系統(tǒng)
SRS——雙安全氣囊
SAHR——主動(dòng)性頭枕
GPS——車載衛(wèi)星定位導(dǎo)航系統(tǒng)
i-Drive——智能集成化操作系統(tǒng)
Dynamic.Drive——主動(dòng)式穩(wěn)定桿
R——直列多缸排列發(fā)動(dòng)機(jī)
V——V型汽缸排列發(fā)動(dòng)機(jī)
B——水平對(duì)置式排列多缸發(fā)動(dòng)機(jī)
WA——汪克爾轉(zhuǎn)子發(fā)動(dòng)機(jī)
W——W型汽缸排列發(fā)動(dòng)機(jī)
Fi——前置發(fā)動(dòng)機(jī)（縱向）
Fq——前置發(fā)動(dòng)機(jī)（橫向）
Mi——中置發(fā)動(dòng)機(jī)（縱向）
Mq——中置發(fā)動(dòng)機(jī)（橫向）
Hi——后置發(fā)動(dòng)機(jī)（縱向）
Hq——后置發(fā)動(dòng)機(jī)（橫向）
OHV——頂置氣門，側(cè)置凸輪軸
OHC——頂置氣門，上置凸輪軸
DOHC——頂置氣門，雙上置凸輪軸
CVTC——連續(xù)可變氣門正時(shí)機(jī)構(gòu)
VVT-i——?dú)忾T正時(shí)機(jī)構(gòu)
VVTL-i——?dú)忾T正時(shí)機(jī)構(gòu)
V——化油器
ES——單點(diǎn)噴射汽油發(fā)動(dòng)機(jī)
EM——多點(diǎn)噴射汽油發(fā)動(dòng)機(jī)
SDi——自然吸氣式超柴油發(fā)動(dòng)機(jī)
TDi-Turbo——直噴式柴油發(fā)動(dòng)機(jī)
ED——缸內(nèi)直噴式汽油發(fā)動(dòng)機(jī)
PD——泵噴嘴
D——柴油發(fā)動(dòng)機(jī)（共軌）
DD——缸內(nèi)直噴式柴油發(fā)動(dòng)機(jī)
TA-Turbo——渦輪增壓
NOS——氧化氮?dú)庠鰤合到y(tǒng)
MA——機(jī)械增壓
Ap——恒時(shí)全輪驅(qū)動(dòng)
Az——接通式全輪驅(qū)動(dòng)
FF——前置引擎前輪驅(qū)動(dòng)
FR——前置引擎后輪驅(qū)動(dòng)
RR——后置引擎后輪驅(qū)動(dòng)
A***—— 動(dòng)態(tài)穩(wěn)定系統(tǒng)
AYC——主動(dòng)偏行系統(tǒng)
ST——無級(jí)自動(dòng)變速器
AS——轉(zhuǎn)向臂
QL——橫向擺臂
DQL——雙橫向擺臂
LL——縱向擺臂
SL——斜置擺臂
ML——多導(dǎo)向軸
SA——整體式車橋
DD——德迪戎式獨(dú)立懸架后橋
VL——復(fù)合穩(wěn)定桿式懸架后橋
FB——彈性支柱
DB——減震器支柱
BF——鋼板彈簧懸掛
***——螺旋彈簧懸掛
DS——扭力桿
GF——橡膠彈簧懸掛
LF——空氣彈簧懸掛
HP——液氣懸架阻尼
HF——液壓懸架
QS——橫向穩(wěn)定桿
S——盤式制動(dòng)
Si——內(nèi)通風(fēng)盤式制動(dòng)
T——鼓式制動(dòng)
***I——連續(xù)多點(diǎn)燃油噴射發(fā)動(dòng)機(jī)
FSI——直噴式汽油發(fā)動(dòng)機(jī)
PCM ——?jiǎng)恿刂颇K
EGR——廢氣循環(huán)再利用
BCM ——車身控制模塊
ICM——點(diǎn)火控制模塊
MAP——空氣流量計(jì)
汽車的ABS是什么意思
制動(dòng)系統(tǒng) Braking Systems
由于字?jǐn)?shù)太多所以就不全部粘貼了。
brake is a device for slowing or stopping the motion of a machine or vehicle, or alternatively a device to restrain it from starting to move again. The kinetic energy lost by the moving part is usually translated to heat by friction. Alternatively, in regenerative braking, much of the energy is recovered and stored in a flywheel, capacitor or turned into alternating current by an alternator, then rectified and stored in a battery for later use.
Note that kinetic energy increases with the square of the velocity (E = 1/2·m·v2 relationship). This means that if the speed of a vehicle doubles, it has four times as much energy. The brakes must therefore dissipate four times as much energy to stop it and consequently the braking distance is four times as long.
Brakes of some description are fitted to most wheeled vehicles, including automobiles of all kinds, trucks, trains, motorcycles, and bicycles. Baggage carts and shopping carts may h***e them for use on a moving ramp.
Some aeroplanes are fitted with wheel brakes on the undercarriage. Some aircraft also feature air brakes designed to slow them down in flight. Notable examples include gliders and some WWII-era fighter aircraft. These allow the aircraft to maintain a safe speed in a steep descent. The Saab B 17 dive bomber used the deployed undercarriage as an air brake.
Deceleration and ***oiding acceleration when going downhill can also be achieved by using a low gear; see engine braking.
Friction brakes on cars store the heat in the rotating part (drum brake or disc brake) during the brake ***lication and release it to the air gradually.
Effects on noise pollution
The action of braking for motor vehicles produces recognizable sound level emissions, varying with the specific tire types and with the roadway surface type produces considerable effect upon sound levels or noise pollution emanating from moving vehicles.[1] There is a considerable range in acoustical intensities produced depending upon the specific tire tread design and the rapidity of deceleration required to slow the vehicle.
[edit] See also
Archaic past tense of break (see brake)
Air brake (aircraft)
Air brake (rail)
Air brake (road vehicle)
Bicycle brake systems
Brake-by-wire (or electromechanical braking)
Brake lining
Brake pad
Brake shoe
Bundy tube
Disc brake
Drum brake
Electromagnetic brake
Electronic Parking Brake
Engine braking
Hand brake
Hydraulic brake
Jake brake also known as J braking
Overrun brake
Parking brake
Railway brake
Regenerative braking
Threshold braking
Trail braking
Vehicle brake
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How brakes work
Of all the systems that make up your car, the brake system might just be the most important. In the olden days it was also one of the simplest. Over the years as improvements h***e been made, the system that has evolved isn't so simple anymore... (It's also about a zillion times more reliable and safer.)
Your brakes work as hard or harder than any other part of the car, however much energy it takes to get your car up a hill, it takes at least as much energy to stop it at the bottom. Think about that for a second. Here, I'll say it again, it takes at least as much energy to get your car safely down a hill and stop it at the bottom, as it took to get your car up the hill in the first place. Your brakes do this by converting the kinetic energy to heat energy. All of this heat is generated between the friction surfaces of your brake pads and your rotors. (I am going to disregard the rear brakes for now, since the front brakes do the lion's share of the work.)
Rather than try to give you a step-by-step procedure for repairing your brakes, I'm going to try to show you how to diagnose a few of the many simple brake problems. Unfortunately, before I can do that, I h***e to talk about how the brake system works. If you already know how it works, then you probably already know what your problem is, but you might find something useful here anyway or at least I hope so.
Brakes operate on a simple hydraulic principle. (See diagram below) If a force is exerted on the piston putting pressure on the fluid confined in the left hand container, the fluid is forced out through the narrow tube at the bottom and into the right hand container, exerting a force on the second piston, forcing it to move upward.
Now this is how the force from your foot gets to the four corners of the car. If we add a lever to magnify the force ***lied to the first (master) cylinder, and maybe even a power booster unit to increase that force even more, all we h***e to do next is figure a way to use that force to slow down the wheels. Since the wheels are attached to the car, slowing them down will slow the car.
If we change the shape of the right hand container, (see below) to make something for the piston to push against, we can make it pinch something. Let's bolt a disc(Brake rotor) to the wheel, so that it rotates whenever the wheel does. We'll mount it in such a way that the edge of it is between the caliper piston and the caliper that we h***e bolted to the axle of the car.so that when the piston moves out, the disc is pinched between it and the other side of the caliper. Actually we're not quite done. As we h***e the system now, the disc and the caliper would wear out rather quickly (not to mention making horrible grinding/scraping noises). We need to put something between them to protect the surfaces. Let's call this part "Brake Pads" But wait, as we h***e drawn it, the piston only pushes on one side of the disc. We h***e to allow the caliper to slide back and forth if we want it to actually pinch the disc efficiently. Let's make an anchor post and allow the caliper to slide along it. Let's make a nice, strong mount to hold the brake pads, and secure it to the axle. Now all we h***e to do is mount the caliper assembly to some sturdy part of the car and we're in business.
Brake pads h***e two main parts, the steel backing, and the actual friction material. The backing is only there to support the friction material, which does the actual work of stopping the car. The friction material does it's job by converting the energy of motion to heat energy. This is done by the magic of friction. The friction between the pad and the disc slows down the disc, and creates heat. This heat is tran***erred to the pad and the disc and then (at some fixed rate) dissipated to the surrounding air. How fast that heat is radiated is determined by a simple formula, depends on mainly two factors, the temperature of the air around the parts, and the flow of air past them. 99% of the time, this cooling is more than enough to keep the brakes cool enough to work just fine.
OK, now we h***e our simple brake system. Let's see what can go wrong...
Air in the system This is usually caused by air getting into the brake fluid area, usually from the master cylinder. As the brake pads wear, the caliper pistons ride farther out of the caliper, allowing more fluid to remain in the calipers. Over time this can add up to almost as much fluid as there is in the master cylinder reservoir. If neglected, this will allow the master cylinder to pump some air into the brake lines. Air is very compressable, whereas brake fluid is not, as long as there is a solid stream of brake fluid between the master cylinder piston and the caliper piston, the brake pedal will be nice and firm. If there is air in the system, the pedal will feel spongy and will go down almost all the way to the floor, maybe all the way, depending on how much air is in the system. The standard way of dealing with air in the brake system is to perform an operation called "bleeding the brakes".
Hard brake pedal: Can be caused by bad power booster, (or loss of vacuum to the booster) seized caliper pistons, seized caliper slides, pinched brake lines, and (rarely) problems with the pedal linkage under the dash. The probable best fix is rebuilt calipers,and new pads.
Brake fade: I h***e seen too much of this, h***ing spent 5 years at the bottom of a 13 km hill with 15% grade and continuous switchbacks. Two phenomena contribute to brake fade, one is the fact that the coefficient of friction of most substances gets lower at high temperatures, and that most liquids will boil at some temperature, and that gases compress, while liquids do not. When you use the brakes to decelerate 3,000 or 4,000 or 7-8-15,000 lbs of vehicle, they get hot. Very hot. Under normal circumstances this would be no big deal, the heat that builts up in the pads, rotors, and calipers will slowly radiate back to the air flowing over them as the car continues down the road. But you aren't going down the road, you are back on the brakes, doing more decelerating for the next switchback. Instead of cooling off, your brakes are getting hotter. And hotter, and hotter. . .As the pads and rotors get hotter the friction material of the pads starts to separate. The binding agent starts to boil off from the surface of the pad, plating out on the rotor as a dark, paintlike film...coefficient of friction ***roaches zero, pedal gets hard, but no braking action. Your pupils dilate to 10 mm and your body goes into fight-or-flight mode, adrenalin courses through your system. But the car just goes faster.... You shift down, now you are standing on the brake pedal with both feet, around this time, the temperature of the brake fluid in the calipers usually reaches it's boiling point and the pedal just sinks to the floor. Your pupils reach 12 mm, your sphyncters contract to pinpoints, somehow you manage to stop the car. There is ***oke coming from behind your front wheels, maybe fire. You put out the fire and h***e lunch. After things cool off you sit in the car and try the brake pedal, it feels almost normal. Congratulations, you've just experienced, (and survived) brake fade. (You've also just flash-fried your front brakes, figure on new everything to fix it properly.)
Brake squeal: This is a high pitched squealing noise, often heard when you are going slow and are not ***lying the brakes. If it goes away as you ***ly the brakes, it could be coming from the brake wear sensors. (Also called 'squealers' by mechanics.) They are ***all bits of spring steel that are attached to the brake pads in such a way that when the pads are about 75% worn out, the sensors start to rub on the rotors, making the noise. GM invented them, and they are one of the best ideas anyone has ever had in the automotive industry. The sound is so scary that you usually go to a mechanic before any major damage is done to your rotors, and before your braking power is compromised, s***ing you money and maybe your life.
Grinding noise: Although this is one of the nastiest sounds you will ever hear, it often is the easiest to repair. The first thing you must do is learn what is making the noise. Figure out which wheel it is, then, after safely raising and supporting the car, take off the wheel & tire. Hopefully you will see a simple disc brake system, with a rotor, a caliper, and brake pads. Identify the various components. Gently rotate the brake rotor back and forth until you can identify the source of the noise. Sometimes it is just a ***all stone, tr***ed between the brake rotor and the air deflector. The faces of the rotor should be ***ooth and clean. If you see large scaly rusted places on the friction surfaces of the rotor you should replace them. Most of the time new ones cost less than you would guess. If your pads are worn out(less than 3/16 of an inch of friction material left) and you catch it in time, all you h***e to do is install new brake pads. If the surface of the rotor is damaged, you will h***e to resurface or replace it.
Brake pedal pulsation: There are a lot of things that can cause this, from out-of-adjustment wheel bearings to rotors that are bent, brake drums that are out-of-round, rusty spots on the rotors that h***e a different surface ***oothness. To determine whether the pulsation is coming from the front or the rear wheels, check to see if you can feel the pulsation in the steering wheel when the pedal is pulsating. If you can, the problem is coming from the front wheels.
Brake pull: Mostly this one comes from either a caliper piston seized or caliper slides seized. This one is dangerous! If your car tries to turn when you ***ly the brakes you could veer into oncoming traffic. What often h***ens with this one is this: the caliper piston on one side starts to seize, the other one now ***lies first, car veers away from bad part. Driver learns to compensate by steering opposite to the pull every time he brakes. A panic situation comes along, driver nails the brakes, steers away from the expected pull, but because the piston was only partially seized, it works just fine when the brakes are ***lied with vigor. There is no pull this time. It is easy to lose control of your car in situations like this, if your car pulls to one side or the other when you brake, fix it(or get it fixed) before you hurt somebody. Replace calipers and pads and service the caliper slides.
Brake gra***g: When you just barely touch the brake pedal and one or more wheels locks up and skids. This one most commonly comes from contaminated friction material on one or more brakes.
Pedal goes to the floor: Gotta be the scariest of them all. If you're lucky, a quick pump on the pedal will get you some braking action. On most newer cars, there will be some braking just before the pedal reaches the floor. Stop driving and check your fluid level. It might just need to be topped up to temporarily get you some braking action to get you home. Regardless, you must find out what caused it and fix it before you drive any further.
Components
Disc brakes h***e:
brake calipers
brake pads
rotors
caliper mounting hardware
Drum brakes h***e:
brake backing plates
brake drums
brake shoe self-adjusters
brake shoes
brake springs
wheel cylinders
Both types use:
Brake fluid
Steel brake lines and reinforced rubber brake hoses
Master cylinder
Power brake booster (usually)
proportioning valve
delay valve
metering valve
brake warning light
park brake cables, levers,
汽車剎車反防抱死制動(dòng)系統(tǒng)，《ABS》全寫Anti-skid Braking System。
裝置了ABS剎車系統(tǒng)的汽車,剎車時(shí)車胎不會(huì)一下子被鎖死,相反,剎車碟會(huì)一下接著一下的,有節(jié)奏地鉗著車胎。
：汽車防抱死制動(dòng)系統(tǒng)(簡稱ABS:Anti-Lock Brake System)是現(xiàn)代汽車制動(dòng)系的關(guān)鍵部件之一。
在汽車制動(dòng)過程中，該部件能防止車輪完全抱死，提高汽車在制動(dòng)過程中的方向穩(wěn)定性和轉(zhuǎn)向操縱能力，縮短制動(dòng)距離。
充分發(fā)揮輪胎與路面間的潛在附著力、最大限度地改善汽車的制動(dòng)性能，以滿足行車安全的需要，一直是人們追求的目標(biāo)。
雖然ABS的理論基礎(chǔ)確立較早，但鑒于相關(guān)工業(yè)，如電子技術(shù)水平的限制，使可靠性、價(jià)格效益比成為ABS發(fā)展道路上的兩大障礙。
進(jìn)入20世紀(jì)70年代以來，由于電子技術(shù)的發(fā)展，使得ABS的可靠性顯著改善，功能也得以完善。
加之汽車行駛速度的提高致使制動(dòng)時(shí)車輪抱死拖滑成為行車安全的重大隱患之一，促使ABS使用日益廣泛。
標(biāo)簽： #制動(dòng)
