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Hidrolik fren düzenlerinde boyutlandırmanın otomatizasyonu

Computer aided computing of hydraulic brake systems dimensions

  1. Tez No: 39517
  2. Yazar: AYBAR AYVALI
  3. Danışmanlar: DOÇ.DR. ALİ G. GÖKTAN
  4. Tez Türü: Yüksek Lisans
  5. Konular: Makine Mühendisliği, Mechanical Engineering
  6. Anahtar Kelimeler: Belirtilmemiş.
  7. Yıl: 1994
  8. Dil: Türkçe
  9. Üniversite: İstanbul Teknik Üniversitesi
  10. Enstitü: Fen Bilimleri Enstitüsü
  11. Ana Bilim Dalı: Belirtilmemiş.
  12. Bilim Dalı: Belirtilmemiş.
  13. Sayfa Sayısı: 95

Özet

ÖZET Bu çalışmada ilk bölümlerde cadde taşıtlarında kullanılan fren düzenlerinin T.C. Karayolları Trafik Tüzüğünde ve Avrupa Topluluğu (AT) yönetmeliklerinde yer alan tanımlamaları ve sınıflandırılmaları ele alınıp daha sonra fren kuvveti dağılımı, tekerlek ile zemin arasındaki kuvvet bağlantısı ve stabilite kavramları hakkında genel bilgiler verilmeye çalışılmıştır. Ayrıca taşıtlarda kullanılan fren donanımları yapısal olarak sınıflandırılıp, çeşitli tiplerine örnekler verilmiş ve hidrolik fren donanımları ayrıntılarıyla incelenmiştir. Son olarak taşıtlar için hidrolik fren düzeninde bulunan fren ana silindiri, tekerlek fren silindirleri ve fren balataları gibi başlıca elemanlarını AT yönetmeliklerine uygun olarak boyutlandıran bir bilgisayar programı ve akış şeması hazırlanarak gerekli bilgisayar çıkışları bu çalışmayla birlikte sunulmuştur. Vİ

Özet (Çeviri)

COMPUTER AIDED COMPUTING OF HYDRAULIC BRAKE SYSTEMS DIMENSIONS SUMMARY Hydraulic brake systems are widely used in motor vehicles, especially in motorcars. In this study, firstly, motor vehicle brakes are defined and classified in accordance with E.C. Motor vehicle Regulations and T.R. Current Road Vehicle Regulations. Later on, different types of brake systems are studied and different constructive examples are given. Some of the definitions and classifications in accordance with E.C. M.V.R. shall be introduced to the readers in order to give an idea about the subject.“Braking Eguipment”The term“braking eguipment”shall mean all the components desig ned for the purpose of progressively slowing the speed of a moving vehicle and bringing it to rest, or keeping it stationary when it is already at rest. The term“graduated braking”shall mean braking during which, wit hin the normal range of operation of the equipment, either during the appli cation of or the releasing of the brakes, - The driver can, at any time, increase or reduce the braking force through action on the control, - The braking force acts in the same direction as the action on the control (continuous operation), - It is easily possible to make an adjustment close to the end of the braking force.“Control”The term“control”shall mean the component directly operated by the Vlldriver (or, where appropriate, in the case of a trailer, the driver's mate) to supply to the transmission the necessary braking energy, or to control that energy. This energy can either be the muscular force of the driver or anot her source of energy controlled by the driver.“Transmission”The term,“transmission”shall mean all the components situated bet ween the control and the brake and connecting the two operationally. The transmission may be mechanical, hydraulic, pneumatic, or mixed. When braking is effected by a source of energy independent from the driver, but controlled by him, the energy source in the equipment shall also be regar ded as part of the transmission.“Brake”The term“brake”shall mean the component where the opposing the movement of the vehicle are developed. The brake may be of the friction type (When the forces originate from the friction between two parts of the same vehicle in relative movement), electrical (when the forces originate through electromagnetic action between two components of the same ve hicle in relative movement, but without being in contact), hydraulic (when the forces are created by the action of a fluid which is between two compo nents of the same vehicle in relative movement), engine (when the forces originate from an artificial increase in the engine braking action transmitted to the wheels). The braking equipment must be designed, constructed and fitted in such a way that, in normal conditions of use and in spite of the vibrations to which it may be subject, the vehicle complies with undermentioned pro visions. In particular, the braking equipment must be designed, constructed and fitted in such a way as to resist any corrosion and fatigue to which it may be exposed. The braking equipment defined above must fulfil the following condi tions: Main brake (Service brake) The main brake must enable the driver to control the movement of the vehicle and to stop it safely, quickly and efficiently, whatever the speed Vllland load and whatever the up or downhill slope on which the vehicle is running. It must be possible to apply it with graduated force. The driver must be able to obtain this braking action from his driving seat without ta king his hands off the steering gear. Secondary brake (emergency brake) The secondary brake must permit the vehicle to be stopped over a rea sonable distance in the case of the failure of the main brake. It must be pos sible to apply it from his driving seat while retaining control of the steering gear with at least one hand. For the purpose of these provisions, it is assu med that not more than one main brake failure occurs at any one time. Parking brake The parking brake must enable the vehicle to be kept stationary on an up or downhill slope, even in the absence of the driver, the active compo nents being then maintained in the“on”position by means of a purely mec hanical device. The driver must be able to obtain this braking action from his driving seat, except, in the case of a trailer. All the braking equipment with which a vehicle is equipped must comply with the conditions required for the main, secondary and parking brakes. The main, secondary and parking brake systems may have common components, provided that they fulfil the following conditions: They must have at least two independent controls which are easily ac cessible to the driver from the driving seat; it must be possible to meet this requirement even if the driver is wearing a safety belt. The main brake control must be separate from that of the parking bra ke; if the main and secondary brakes share the same control, the links bet ween that control and the various parts of the transmission system must not be liable to become less effective after a period of use; if the main and se condary brakes share the same control, the parking brake must be so desig ned that, when the vehiche is movinng, it can be activated. In particular, when the control and the transmission of the secondary brake are the same as those of the main brake: If the main brake is operated by the muscular force of the driver aided by one or more energy sources, the secondary braking must, if that aid sho- IXuld fail, be ensured by the muscular force of the driver, aided where app ropriate by the energy sources not affected by the failure, the force on the control not exceeding the prescribed maxima. When there are separate controls for the main and secondary brakes, the simultaneous use of both controls must not have the effect of rendering both the main and secondary brakes inoperative, both when to two brakes are operating efficiently and when there is a fault in one of them. [1] The main brake must act on all the wheels on the vehicle. The action of the main brake must be properly distributed between the axles. The bra king action of the main brake must be distributed between the wheels of the same axle symmetrically in relation to the longitudinal median of the vehicle The main brake and the parking brake must act on braked surfaces which are permanently fitted to the wheels by means of sufficiently robust parts. It must not be possible to separate a braked surface from the wheels; for the main and secondary brakes, however, such separation is acceptable for certain of the braked surfaces provided that it is momentary, for examp le during a change of gear, and that both the main brake and the secondary brake continue to operate with the prescribed efficiency. In addition, any such separation is acceptable for the parking brake, provided that the sepa ration is controlled only by the driver from his seat by means of a system which cannot be activated by a leak. Wear of the brakes must be easily compensated by manual or automa tic adjustment. Moreover, the control, the components of the transmission and of the brakes themselves must possess a certain reserve of movement so that, when the brakes are hot or after the linings have had a certain amo unt of wear, the efficiency of the brakes is maintained without the need for an immediate adjustment. When use is made of energy other than the muscular power of the dri ver, the source of energy (hydraulic pump, air compressor etc) may be a single one, but the method by which the device constituting that source is driven, must give every guarantee of safety. In the case of failure of a part of the transmission of the entire braking system, the feed to the part not af fected by the failure must continue to be ensured if that is necessary to stop the vehicle with the efficiency prescribed for the secondary brake; this must be achieved by means of equipment which is easily activated when the vehicle is stationary, or which operates automatically.As a result, a QBASIC computer program, which computes the di mensions of a hydraulic brake system in accordance with E.C. Motor Ve hicle Regulations, has been developed and given at the end of the study.

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