„Im Rahmen der hochschulweiten Open-Access-Strategie für die Zweitveröffentlichung identifiziert durch die Universitätsbibliothek Ilmenau.“ “Within the academic Open Access Strategy identified for deposition by Ilmenau University Library.” „Dieser Beitrag ist mit Zustimmung des Rechteinhabers aufgrund einer (DFG-geförderten) Allianz- bzw. Nationallizenz frei zugänglich.“ „This publication is with permission of the rights owner freely accessible due to an Alliance licence and a national licence (funded by the DFG, German Research Foundation) respectively.” Tretsiak, Dzmitry V.; Kliauzovich, S. V.; Augsburg, Klaus; Sendler, Jan; Ivanov, Valentin G.: Research in hydraulic brake components and operational factors influencing the hysteresis losses URN: urn:nbn:de:gbv:ilm1-2014210297 Published OpenAccess: November 2014 Original published in: Proceedings of the Institution of Mechanical Engineers / D. - London : Sage Publ (ISSN 2041-2991). - 222 (2008) 9, S. 1633-1645. DOI: 10.1243/09544070JAUTO673 URL: http://dx.doi.org/10.1243/09544070JAUTO673 [Visited: 2014-10-14]
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„Im Rahmen der hochschulweiten Open-Access-Strategie für die Zweitveröffentlichung identifiziert durch die Universitätsbibliothek Ilmenau.“
“Within the academic Open Access Strategy identified for deposition by Ilmenau University Library.”
„Dieser Beitrag ist mit Zustimmung des Rechteinhabers aufgrund einer (DFG-geförderten) Allianz- bzw. Nationallizenz frei zugänglich.“
„This publication is with permission of the rights owner freely accessible due to an Alliance licence and a national licence (funded by the DFG, German Research Foundation) respectively.”
Research in hydraulic brake components and operational factors influencing the hysteresis losses
URN: urn:nbn:de:gbv:ilm1-2014210297
Published OpenAccess: November 2014
Original published in: Proceedings of the Institution of Mechanical Engineers / D. - London : Sage Publ (ISSN 2041-2991). - 222 (2008) 9, S. 1633-1645. DOI: 10.1243/09544070JAUTO673 URL: http://dx.doi.org/10.1243/09544070JAUTO673 [Visited: 2014-10-14]
http://pid.sagepub.com/Engineering
Engineers, Part D: Journal of Automobile Proceedings of the Institution of Mechanical
http://pid.sagepub.com/content/222/9/1633The online version of this article can be found at:
DOI: 10.1243/09544070JAUTO673
2008 222: 1633Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile EngineeringD V Tretsiak, S V Kliauzovich, K Augsburg, J Sendler and V G Ivanov
Research in hydraulic brake components and operational factors influencing the hysteresis losses
Published by:
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Institution of Mechanical Engineers
can be found at:Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile EngineeringAdditional services and information for
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Research in hydraulic brake components andoperational factors influencing the hysteresis lossesD V Tretsiak1*, S V Kliauzovich1, K Augsburg2, J Sendler2, and V G Ivanov2
1Automotive Engineering Department, Belarusian National Technical University, Belarus, Minsk, Belarus2Technical University of Ilmenau, Ilmenau, Germany
The manuscript was received on 9 July 2007 and was accepted after revision for publication on 19 May 2008.
DOI: 10.1243/09544070JAUTO673
Abstract: Up-to-date automotive brake systems place stringent requirements upon the per-formance, reliability, and active safety. Such advanced systems as antilock braking systems(ABS), the electronic stability programme system, and the anti-slip control system assist adriver in ensuring driving safety under many conditions. The influence of the brake compon-ents on active safety systems is mainly determined through the hysteresis loop width. Amongother negative outcomes, this parameter limits the possible frequency of cyclic braking duringABS operation.
This paper presents an experimental analysis of the factors influencing the hysteresispressure losses in a hydraulic brake system. The factors under investigations are the brakepedal stroke velocity, the gaps between the brake pads and the brake disc, and the con-figuration of the brake system. Experiments were carried out on the brake test equipment at theAutomotive Engineering Department, Faculty for Mechanical Engineering, TechnischeUniversitat Ilmenau, Germany.
The general idea of the presented research lies in
the definition of the share of hysteresis losses by the
main components of a typical automotive brake
system such as the master cylinder, brake gear, or
booster. This approach allows weak points in a brake
hydraulic chain to be found and recommendations
are given for the development of an advanced brake
system, in which the principal hysteresis-generating
elements may be replaced by similar mechatronic
devices.
2 TEST PROCEDURE
The experimental investigations of hydraulic brake
components were performed on the special test
bench configuration with a ‘brake robot’, allowing
the dynamic and precise reconstruction of the brake
pedal action. Table 1 shows the main data of the test
stand.
The following brake system components and equi-
pment were used for experiments: brake robot ac-
tuator, brake master cylinder, vacuum booster,
wheel brake, signal converter, real-time computer,
laptop with controlling software, force and pressure
sensors, hydraulic and vacuum pump, hydraulic and
vacuum tank, charging unit, storage batteries, over-
flow tank, and hydraulic and air pipes (Figs 1 and 2).
The research work consists of several stages.
1. The influence of the brake pedal stroke velocity
on hysteresis value is estimated; next the operat-
ing modes were chosen:
(a) steady state braking;
(b) service braking;
(c) emergency braking.
None of these braking modes has exact limits on
the brake pedal stroke velocity. From statistical and
practical data, the following intervals of brake pedal
stroke velocity were taken: steady state braking, 5–
15mm/s; service braking, 50–200mm/s; emergency
braking, 1000–1300mm/s [14]. Each of the velocity
intervals was divided into several parts during
experiments to obtain hysteresis characteristics for
all subintervals.
Table 1 Test bench data
Test concept ServohydraulicPedal force domain F5 0–5000NPedal velocity domain v5 0–1000mm/sMaximal frequency of sensor scanning 6 kHzTest modes Force control; stroke control; ramp-shaped control effort; oscillating control effortSafety measures Emergency switch; adjustable mechanical force limiter
Fig. 1 Structure of the component test bench forbraking systems: 1, hydraulic unit; 2, brakerobot actuator; 3, vacuum booster; 4, force anddisplacement sensors; 5, overflow tank; 6, brakemaster cylinder; 7, wheel brake with disc; 8,signal converter; 9, real-time computer; 10,laptop with suitable software; 11, vacuum unit
The hysteresis, as applied to the performed brake-
testing procedures, is derived from the dependence
between the pressure actuating on the brake gear
and the brake pedal (actuator rod) displacement.
Because of the strong non-linearity of this phenom-
enon, the method of areas limited by the hysteresis
characteristic curves during the braking and brake
release and abscissa axis is used for calculation of
the hysteresis losses.
The hysteresis values were calculated from the
area inside the build-up and release curves. First, the
polynomials of quintic orders describing the experi-
mental curves have been formed using special
statistical software. Then the above-mentioned poly-
nomials have been integrated.
The pressure in the brake gear can be successfully
converted to the braking force via a reduced co-
efficient of conversion. The force integral over the
displacement gives the work done by the brake gear
to create the braking pressure; the hysteresis losses
are equivalent to the parasitic work of the brake gear.
In addition, the pressure integral over the displace-
ment gives the hysteresis work reduced to the
pressure (specific pressure hysteresis).
3.1 Influence of the braking pressure velocity onthe hysteresis value
It may be deduced from analysis of the obtained
experimental data that the character of the influ-
ence of the actuator rod velocity on the value of
the hysteresis losses in the hydraulic brake system
is the same during all experimental stages. The
diagram (Figs 8 to 13) and numerical values below
Fig. 6 The brake system configuration at stage 3
Fig. 7 The brake system configuration at stage 4
Fig. 8 Influence of the braking velocity on the hysteresis characteristic without gaps between thebrake pads and disc during emergency braking at stage 1
1636 D V Tretsiak, S V Kliauzovich, K Augsburg, J Sendler, and V G Ivanov
Proc. IMechE Vol. 222 Part D: J. Automobile Engineering JAUTO673 F IMechE 2008
influence of the brake pedal stroke velocity (actuator
rod velocity) on the hysteresis value. Regarding the
analysis of the experimental data obtained, it was
found that, when the actuator rod velocity increases
during both the service and emergency braking, the
hysteresis value increases nearly in proportion to
this velocity growth (Tables 3 to 5).
The second area of the investigation (stage 2)
covered the influence of the gaps between the brake
pads and wheel disc on the hysteresis value. It was
determined that the hysteresis losses in the hydrau-
lic brake system with gaps between the brake pads
and wheel disc increased on average by 7.16 per cent
during emergency braking and by 5.65 per cent
during service braking. During steady state braking,
the influence of the gaps was minimal.
The research stage 3, which consisted of the
experimental work (without the disc brake) together
with the AMESim simulation for emergency braking,
revealed a pressure fluctuation in the brake pipeline.
Here the correlation between the pipeline length and
the amplitude and frequency for fluctuations was
found.
The last part of the presented work (stage 4) deals
with an analysis of the influences of different braking
system components on the hysteresis value. The cor-
responding effects were evaluated for each of the
brake components.
The results obtained allow the formulation of
recommendations for the design of long-term brake
systems with reduced hysteresis losses and small
response time.
The research performedmade it possible to indicate
‘trouble spots’ in the vehicle hydraulic brake system
from the viewpoint of hysteresis losses, i.e. the brake
devices, which should be eliminated first through
their replacement by ‘brake-by-wire’ components.
ACKNOWLEDGEMENT
The authors would like to thank anonymous re-viewers for their criticism which allowed the contentof the paper to be improved.
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1642 D V Tretsiak, S V Kliauzovich, K Augsburg, J Sendler, and V G Ivanov
Proc. IMechE Vol. 222 Part D: J. Automobile Engineering JAUTO673 F IMechE 2008