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無 級 變 速 提 升 絞 車
學生姓名：程曉軍 班級：0881054
指導教師：朱保利
摘要
該系統(tǒng)主要是以行星齒輪傳動和變頻交流調速電動機調速為核心，由主電動機、變頻交流調速電動機和行星齒輪傳動三大部分組成。絞車的工作情況由以下三種情況：一是啟動，即啟動加速階段；二是正常運轉，即絞車勻速提升或下降階段；三是停車，即絞車減速停止階段。絞車起動和停止是無級變速的，由交流變頻器和三相力矩異步電動機組成無級變速裝置，通過差動輪系實現(xiàn)輸出軸的無級變速；絞車的提升階段，調速電動機處于堵轉階段，只有主電動機和2K-H行星輪處于工作狀態(tài)。
本次設計主要任務是進行傳動方案的選擇與確定，傳動裝置的運動、動力的計算和傳動零件的設計計算。提升絞車傳動系統(tǒng)中的主要機械部分是差動式行星齒輪減速器，為了提高傳動效率，減小機構的尺寸和重量，采用的是2K-H單排行星齒輪機構和調速齒輪組成的差動輪系。在該輪系中2K-H行星齒輪傳動是絞車勻速運行的核心，因此也就成為本次設計的主題了，在設計中主要是進行以下幾方面的工作：1、傳動比計算；2、齒數(shù)選擇；3、傳動的幾何計算；4、傳動的受力分析；5、強度計算；還有行星架結構的選擇、均載機構的設計、減速箱體結構尺寸的設計等等。 絞車的無級調速是由變頻交流調速電動機來完成的，其主要完成絞車的啟動、停止。電氣部件主要是變頻器，調速系統(tǒng)采用正弦脈沖寬度調置（SPWM）型變頻器和YLJ系列三相異步力矩電動機組成。對電氣部分的設計主要是進行變頻器的類型、參數(shù)選擇，還有電動機的類型和容量選擇
該系統(tǒng)采用電氣和機械組合，集結了機電兩大方面的優(yōu)點于一身，使得該系統(tǒng)的總體性能得到很大的提高，從而使得該產品有著更廣闊的前景。
關鍵詞：差速器、無級調速、絞車
指導教師簽名：
stepless gearshift take-up winch
Student name: xiaojun cheng class: 0881054
Supervisor: baoli zhu
Abstract：Spherical gearing and changing speed by the motor of variant frequency and periodic juice is the core of this system, which is made up of central motor, the motor of variant frequency and periodic juice and spherical gearing. There are three procedures. Now it is described as follows. The first one is to switch on the machine, which means to start the case of acceleration. The second one is well-regulated operation. In this case, the machine can uprear and drop in an equable speed. The third one is the case of deceleration until to stop the winch, which is called straightforwardly to shut down it. Starting and stopping use stepless gearshift. The stepless gearshift device is made up of the transducer of variant frequency and periodic juice and the motor of trinomial asynchronism moment, moreover, the stepless gearshift of is accomplished by series of different spherical gear. phase，timing plug up revolution.
The most important task in this design is to choose and confirm the gearing schema, the operation of the driving device, the calculation of power and driving part. The mainly mechanical segment of this driving system is the different spherical gear creeper gear. In order to improve the efficiency, lessen the weight and shorten the measure of the mechanic, series of different spherical gear, which is composed of 2K-H single-row spherical gear machine and the regulative gears, is used. In the gear course, 2K-H spherical gear driving is the core of operation of the machine in an equable speed. So, that becomes the motive of this design. There are some aspects to be done in this design as follows. The first one is the calculation of driving ratio. The second one is the choice of quantity of gear. The third one is the geometrical calculation of the gearing. The forth one is the analysis about the driving vigor. The fifth one is the calculation of degree. Besides the former aspects to have been described, the choice of the structure of the spherical rack, design of proportional loading and the structural measure of the creeper gear etc. must be contained in the design. The winch’s stepless gearshift is accomplished by the motor of variant frequency and periodic juice. It mainly accomplishes the starting and drop of the machine. Electrical accessory primarily consists of the instrument variant frequency, adjustment-system uses sine wave pulse width modulate（SPWM）transducer and YLJ courses trinomial asynchronism moment. The design about electrical segment mainly chooses not only the variant frequency-motor’s parameter and type but also the motor’s type and capability.
The system adopts the assemblage between electricity and mechanic. It combines the virtues of them, which improves the overall capacity of the instrument and makes this product have a more prospective perspective.
Keywords: Differential stepless gearshift Winch
Signature of supervisor：
畢業(yè)設計（論文）任務書
I、畢業(yè)設計(論文)題目： 無級調速提升絞車設計
II、畢 業(yè)設計(論文)使用的原始資料(數(shù)據(jù))及設計技術要求：
1. 絞車提升速度：0.5～4.5m/s；
2. 絞車滾筒直徑：1200mm；
3. 最大提升重量：1000Kg；
4. 提升速度可無級變速；
5. 有制動裝置。
III、畢 業(yè)設計(論文)工作內容及完成時間：
1. 收集資料、開題報告 2周
2. 無級調速原理方案設計 3周
3. 傳動系統(tǒng)的運動和動力計算 6周
4. 裝配圖及零部件圖設計 3周
5. 外文翻譯 1周
6. 畢業(yè)設計論文 2周
Ⅳ 、主 要參考資料：
1 璞良貴，紀名剛主編.機械設計.第七版.北京：高等教育出版社，2001
2 孫桓，陳作模主編.機械原理.第七版.北京：高等教育出版社，2006
3 江耕華，胡來瑢，陳啟松等編.機械傳動設計手冊. 北京：煤炭工業(yè)出版社,1992
4 王昆等主編. 機械設計課程設計手冊.北京：高等教育出版社，2004
5 Ye Zhonghe, Lan Zhaohui. Mechanisms and Machine Theory. Higher Education Press, 2001.7
航空與機械工程 系 機械設計制造及自動化 專業(yè)類
0881054 班
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汽車制動系統(tǒng)
制動系統(tǒng)是汽車中最重要的系統(tǒng)。 如果制動失靈，結果可能是損失慘重的。制 動器實際就是能量轉換裝置，它將汽車的動能（動量）轉化成熱能（熱量）。當 駕駛員踩下制動踏板，所產生的制動力是汽車運動時動力的 10 倍。制動系統(tǒng)能 對四個剎車系統(tǒng)中的每個施加數(shù)千磅的力。 每輛汽車上使用兩個完全獨立的制動系統(tǒng)，即行車制動器和駐車制動器。 行車制動器起到減速、停車、或保持車輛正常行駛。制動器是由司機用腳踩、松 制動器踏板來控制的。駐車制動器的主要作用就是當車內無人的時候，汽車能夠 保持靜止。當獨立的駐車制動器—踏板或手桿，被安裝時，駐車制動器就會被機 械地操作。 制動系統(tǒng)是由下列基本的成分組成:位于發(fā)動機罩下方，而且直接地被連接到制 動踏板的“制動主缸”把駕駛員腳的機械力轉變?yōu)橐簤毫?。鋼制的“制動管路”和?柔性的“制動軟管”把制動主缸連接到每個輪子的“制動輪缸”上。 制動液, 特別地 設計為的是工作在極端的情況，填充在系統(tǒng)中?！爸苿颖P”和“襯塊”是被制動輪缸 推動接觸“圓盤”和“回轉體”如此引起緩慢的拖拉運動, (希望)使汽車減慢速度。 典型的制動系統(tǒng)布置有前后盤式，前盤后鼓式，各個車輪上的制動器通過一套 管路系統(tǒng)連接到制動主缸上。 基本上講，所有的汽車制動器都是摩擦制動器。當司機剎車時，控制裝置會迫使 制動蹄，或制動襯片與車輪處的旋轉的制動鼓或制動盤接觸。接觸后產生的摩擦 使車輪轉動減慢或停止，這就是汽車的制動。 在最基本的制動系統(tǒng)中，有一個制動主缸，這個主缸內部填充制動液，并包含兩 個部分，每個部分里都有一個活塞，兩個活塞都連接駕駛室里的制動踏板。當制 動踏板被踩下時，制動液會從制動主缸流入輪缸。在輪缸中，制動液推動制動蹄 或制動襯片與旋轉的制動鼓或制動盤接觸。 靜止的制動蹄或制動襯片與旋轉的制 動鼓或制動盤之間產生摩擦力使汽車的運動逐漸減緩或停止。 制動液的裝置位于主缸的頂部。 目前大多數(shù)的車都有一個容易看見的裝制動液的 裝置，為的是不用打開蓋子就可以看得見制動液的油面。隨著制動踏板的運動制 動液就會緩慢的下降，正常情況下是這樣的。如果制動液在很短的時間內下降得 明顯或者下降了三分之二，那么就要盡快的檢查你的制動系統(tǒng)了。保持制動液裝
置充滿制動液除非你需要維修它，制動液必須保持很高的沸點。位于在空氣中的 制動液就會吸收空氣中的潮氣引起制動液低于沸點。 制動液通過一系列的管路從主缸到達各車輪。橡膠軟管只用在需要彈力的地方， 比如應用在前輪。在車的行進中上下來回運動。系統(tǒng)的其它部分在所有的連接點 上都應用了無腐蝕性的無縫鋼管。如果鋼線需要修理的話，最好的方法就是代替 這條線。如果這不符合實際，那么為了制動系統(tǒng)可以用特殊的裝置修理它。你不 可以用銅管來修理制動系。它們是危險也是不正確的。 鼓式制動器包括制動鼓，一個輪缸，回拉彈簧，一個制動底版，兩個帶摩擦層的 制動蹄。制動底版固定在輪軸外部的法蘭或轉向節(jié)。制動鼓固定在輪轂上。制動 鼓的內部表面與制動蹄的內層之間有空隙。 要使用制動器時， 司機就要踩下踏板， 這時輪缸擴大制動片，對其施加壓力，是制動蹄觸碰制動鼓。制動鼓與摩擦片之 間產生的摩擦制動了車輪，從而使汽車停止。要釋放制動器時，司機松開踏板， 回拉彈簧拉回制動片，這樣車輪會自由轉動。 盤式制動器包括制動盤而不是鼓， 在它的兩面上各有一個薄的制動片或叫盤式制 動器的制動片。制動片是靠擠住旋轉的制動盤來停住汽車。制動主缸里流出的制 動液迫使活塞向里部的金屬盤移動，這便使摩擦片緊緊地貼住制動盤。這時制動 片與制動盤產生的摩擦使汽車減速、 停止， 出現(xiàn)了制動行為。 活塞分金屬或塑料。 盤式制動器主要有三種，即：浮動卡鉗型、固定卡鉗型和滑動卡鉗型。浮動卡鉗 型和滑動卡鉗型盤式制動器使用單活塞。 固定卡鉗型盤式制動器既可以使用兩個 活塞有可以使用四個活塞。 制動系統(tǒng)是由機械能，液壓能或氣壓能裝置驅動的。在機械杠桿適合所有的汽 車的駐車制動器中使用。當踩下制動踏板時，杠桿就會推動制動器主缸的活塞給 制動液施加壓力，制動液通過油管流入輪缸。制動液的壓力施加到輪缸活塞以使 制動片被壓到制動鼓或制動盤上。如果松開踏板，活塞回到原來的位置上，回拉 彈簧拉回制動片，制動液返回制動主缸，這樣制動停止。 駐動制動器的主要作用是車內無人時，使汽車靜止不動。如果車內安裝的是獨 立的駐車制動器，那么駐車制動器是由司機手動的控制。駐車制動器正常是當車 已經停止時使用的。向后拉手閘，并把手柄卡在正確的位置上。現(xiàn)在，即使離開 汽車也不用害怕它會自己滑走。如果司機要再次啟車時，他必須在松開手桿之前 按下按鈕。在行車制動器失靈的情況下，手閘必須能停住車。正因為這樣，手閘 與腳閘分開，手閘使用的是繩索或杠桿而不是液力系統(tǒng)。
防抱死制動系統(tǒng)是使汽車制動更安全、更方便的制動裝置，它既有調節(jié)制動系統(tǒng) 的壓力來防止車輪被完全抱死的功能， 又有防止輪胎在滑的路面上行駛或緊急停 車時的滑動。 防抱死制動系統(tǒng)最早應用在航空飛行器上，而且在二十世紀 90 年代一些國內的 汽車內也安裝了這種系統(tǒng)。 近來， 幾個汽車制造商引進了更為復雜的防抱死系統(tǒng)。 歐洲使用這種系統(tǒng)已有幾十年的時間，通過對其的調查，一位汽車制造商坦言， 如果所有的汽車都安裝上防抱死制動系統(tǒng)， 那么交通事故的發(fā)生率會降低 7.5%。 同時，一些權威人士預測這種系統(tǒng)會提高汽車的安全性。 防抱死制動系統(tǒng)可以在一秒鐘內調節(jié)幾次制動時車輪上的受力， 使車輪的滑移受 到控制，而且所有的系統(tǒng)基本上都以相同的方式完成。每個車輪都會有一個傳感 器，電子控制裝置能連續(xù)檢測來自車輪傳感器傳來的脈沖電信號，并將它們處理 轉換成和輪速成正比的數(shù)值；如果其中一個傳感器的信號不斷下降，那么這就表 明了相應的輪胎趨于抱死， 這時電子控制裝置向該車輪的制動器發(fā)出降低壓力的 指令。當信號顯示車輪轉速恢復正常時，電子控制裝置會增加制動器的液壓。這 種循環(huán)像司機一樣調節(jié)制動器，但它的速度更快，達到了每秒循環(huán)數(shù)次。 防抱死制動系統(tǒng)除了上面基本操作，還有兩個特點。首先，當制動系統(tǒng)的壓力上 升到使輪胎抱死或即將抱死的時候，防抱死制動系統(tǒng)才會啟動；當制動系統(tǒng)在正 常情況下，防抱死制動系統(tǒng)停止運作。其次，如果防抱死制動系統(tǒng)有問題時，制 動器會獨立地繼續(xù)運行。但控制板上的指示燈亮起提醒司機系統(tǒng)出現(xiàn)問題。 目前歐洲汽車生產商，如：寶馬、奔馳、寶時捷等廣泛使用的是波許（Bosch） 防抱死制動系統(tǒng)。這種系統(tǒng)基本組成包括車輪轉速傳感器，電子控制裝置和調節(jié) 裝置。 每個有一個向電子控制裝置發(fā)出車輪轉動情況的信號的傳感器， 它一般由磁感應 傳感頭和齒圈組成。前面的傳感器安在輪轂上，齒圈安在輪網上。后面的傳感器 安在后部的監(jiān)測系統(tǒng)上，齒圈安在輪軸上。傳感器本身是纏繞電磁核的電線圈， 電磁核才線圈的周圍產生磁場。 當齒圈的齒移動到磁場時， 就會改變線圈的電流。 電子控制裝置會監(jiān)測這種變化，然后判斷車輪是否即將抱死。 電子控制裝置有三個作用，即：信號的處理，編輯和安全防護。信號的處理起 到轉換器的作用，它是將接受的脈沖電信號處理轉換成數(shù)值，為編輯做準備。編
輯就是分析這些數(shù)值，計算出需要制動壓力。如果檢測出車輪即將抱死，電控裝 置就會計算出數(shù)值向調節(jié)裝置發(fā)出指令。 調節(jié)裝置 當接受到電子控制裝置的指令后，液壓執(zhí)行裝置會調節(jié)制動輪缸的液壓的大小。 調節(jié)裝置能保持或減小來自制動主缸的液壓，而裝置本身是不能啟用制動器的。 這種裝置有三個高速率的電磁閥， 兩個油液存儲器和一個帶有內外檢測閥的傳動 泵。調節(jié)裝置中的電子連接器隱藏在塑料蓋下。 每個電磁閥都是其獨立控制的，并作用于前輪。后部的制動輪缸受到一個電磁閥 控制，并依照------的原理進行調節(jié)。當防抱死制動系統(tǒng)運行時，電子控制裝置會 使電磁閥循環(huán)運作，這樣既能收回又能釋放制動器的壓力。當壓力釋放時，它會 釋放到液壓單元。前部的制動器電路有一個單元。存儲器低壓存儲器，它在低壓 下存儲油液，直到回流泵打開，油液流經制動輪缸進入制動主缸 。
Automobile Brake System
The braking system is the most important system in cars. If the brakes fail, the result can be disastrous. Brakes are actually energy conversion devices, which convert the kinetic energy (momentum) of the vehicle into thermal energy (heat).When stepping on the brakes, the driver commands a stopping force ten times as powerful as the force that puts the car in motion. The braking system can exert thousands of pounds of pressure on each of the four brakes. Two complete independent braking systems are used on the car. They are the service brake and the parking brake. The service brake acts to slow, stop, or hold the vehicle during normal driving. They are foot-operated by the driver depressing and releasing the brake pedal. The primary purpose of the brake is to hold the vehicle stationary while it is unattended. The parking brake is mechanically operated by when a separate parking brake foot pedal or hand lever is set. The brake system is composed of the following basic components: the “master cylinder” which is located under the hood, and is directly connected to the brake pedal, converts driver foot’s mechanical pressure into hydraulic pressure. Steel “brake lines” and flexible “brake hoses” connect the master cylinder to the “slave cylinders” located at each wheel. Brake fluid, specially designed to work in extreme conditions, fills the system. “Shoes” and “pads” are pushed by the slave cylinders to contact the “drums” and “rotors” thus causing drag, which (hopefully) slows the car. The typical brake system consists of disk brakes in front and either disk or drum brakes in the rear connected by a system of tubes and hoses that link the brake at each wheel to the master cylinder (Figure). Basically, all car brakes are friction brakes. When the driver applies the brake, the control device forces brake shoes, or pads, against the rotating brake drum or disks at wheel. Friction between the shoes or pads and the drums or disks then slows or stops the wheel so that the car is braked.
In most modern brake systems (see Figure 15.1), there is a fluid-filled cylinder, called master cylinder, which contains two separate sections, there is a piston in each section and both pistons are connected to a brake pedal in the driver’s compartment. When the brake is pushed down, brake fluid is sent from the master cylinder to the wheels. At the wheels, the fluid pushes shoes, or pads, against revolving drums or disks. The friction between the stationary shoes, or pads, and the revolving drums or disks slows and stops them. This slows or stops the revolving wheels, which, in turn, slow or stop the car. The brake fluid reservoir is on top of the master cylinder. Most cars today have a transparent r reservoir so that you can see the level without opening the cover. The brake fluid level will drop slightly as the brake pads wear. This is a normal condition and no cause for concern. If the level drops noticeably over ashort period of time or goes down to about two thirds full, have your brakes checked as soon as possible. Keep the reservoir covered except for the amount of time you need to fill it and never leave a cam of brake fluid uncovered. Brake fluid must maintain a very high boiling point. Exposure to air will cause the fluid to absorb moisture which will lower that boiling point. The brake fluid travels from the master cylinder to the wheels through a series of steel tubes and reinforced rubber hoses. Rubber hoses are only used in places that require flexibility, such as at the front wheels, which move up and down as well as steer. The rest of the system uses non-corrosive seamless steel tubing with special fittings at all attachment points. If a steel line requires a repair, the best procedure is to replace the compete line. If this is not practical, a line can be repaired using special splice fittings that are made for brake system repair. You must never use copper tubing to repair a brake system. They are dangerous and illegal. Drum brakes, it consists of the brake drum, an expander, pull back springs, a stationary back plate, two shoes with friction linings, and anchor pins. The stationary back plate is secured to the flange of the axle housing or to the steering knuckle. The brake drum is mounted on the wheel hub. There is a clearance between the inner surface of the drum and the shoe lining. To apply brakes, the driver pushes pedal, the expander expands the shoes and presses them to the drum. Friction between the brake drum and the friction linings brakes the wheels and the vehicle stops. To release
brakes, the driver release the pedal, the pull back spring retracts the shoes thus permitting free rotation of the wheels. Disk brakes, it has a metal disk instead of a drum. A flat shoe, or disk-brake pad, is located on each side of the disk. The shoes squeeze the rotatin g disk to stop the car. Fluid from the master cylinder forces the pistons to move in, toward the disk. This action pushes the friction pads tightly against the disk. The friction between the shoes and disk slows and stops it. This provides the braking action. Pistons are made of either plastic or metal. There are three general types of disk brakes. They are the floating-caliper type, the fixed-caliper type, and the sliding-caliper type. Floating-caliper and sliding-caliper disk brakes use a single piston. Fixed-caliper disk brakes have either two or four pistons. The brake system assemblies are actuated by mechanical, hydraulic or pneumatic devices. The mechanical leverage is used in the parking brakes fitted in all automobile. When the brake pedal is depressed, the rod pushes the piston of brake master cylinder which presses the fluid. The fluid flows through the pipelines to the power brake unit and then to the wheel cylinder. The fluid pressure expands the cylinder pistons thus pressing the shoes to the drum or disk. If the pedal is released, the piston returns to the initialposition, the pull back springs retract the shoes, the fluid is forced back to the master cylinder and braking ceases. The primary purpose of the parking brake is to hold the vehicle stationary while it is unattended. The parking brake is mechanically operated by the driver when a separate parking braking hand lever is set. The hand brake is normally used when the car has already stopped. A lever is pulled and the rear brakes are approached and locked in the “on” position. The car may now be left without fear of its rolling away. When the driver wants to move the car again, he must press a button before the lever can be released. The hand brake must also be able to stop the car in the event of the foot brake failing. For this reason, it is separate from the foot brake uses cable or rods instead of the hydraulic system. Anti-lock Brake System
Anti-lock brake systems make braking safer and more convenient, Anti-lock brake systems modulate brake system hydraulic pressure to prevent the brakes from locking and the tires from skidding on slippery pavement or during a panic stop. Anti-lock brake systems have been used on aircraft for years, and some domestic car were offered with an early form of anti-lock braking in late 1990’s. Recently, several automakers have introduced more sophisticated anti-lock system. Investigations in Europe, where anti-lock brakin g systems have been available for a decade, have led one manufacture to state that the number of traffic accidents could be reduced by seven and a half percent if all cars had anti-lock brakes. So some sources predict that all cars will offer anti-lock brakes to improve the safety of the car. Anti-lock systems modulate brake application force several times per second to hold the tires at a controlled amount of slip; all systems accomplish this in basically the same way. One or more speed sensors generate alternating current signal whose frequency increases with the wheel rotational speed. An electronic control unit continuously monitors these signals and if the frequency of a signal drops too rapidly indicating that a wheel is about to lock, the control unit instructs a modulating device to reduce hydraulic pressure to the brake at the affected wheel. When sensor signals indicate the wheel is again rotating normally, the control unit allows increased hydraulic pressure to the brake. This release-apply cycle occurs several time per second to “pump” the brakes like a driver might but at a much faster rate. In addition to their basic operation, anti-lock systems have two other things in common. First, they do not operate until the brakes are applied with enough force to lock or nearly lock a wheel. At all other times, the system stands ready to function but does not interfere with normal braking. Second, if the anti-lock system fail in any way, the brakes continue to operate without anti-lock capability. A warning light on the instrument panel alerts the driver when a problem exists in the anti-lock system. The ?urrel? ?osc` component Anti-lock Braking System (ABSⅡ), is a secon` generation0design wild聬? used by European ɡutooajer? s?ch"as BWM, MeRcedes-Bejz and Porsche. ABSⅡ system consists of : four heel?speed sensor, electronic bontrol unit and m聯(lián)dulator assembly.
A speed sensor is!fitted av each wheel sends signals about wheel rotation to control unht. Each speed sensor consists of a sensor unit and a gear wheel. The front sensor mounts to the steering knuckle and its gear wheel is pressed onto the stub axle that rotates with the wheel. The rear sensor mounts the rear suspension member and its gear wheel is pressed onto the axle. The sensor itself is a winding with a magnetic core. The core creates a magnetic field around the winding, and as the teeth of the gear wheel move through this field, an alternating current is induced in the winding. The control unit monitors the rate o change in this frequency to determine impending brake lockup. The control unit’s function can be divided into three parts: signal processing, logic and safety circuitry. The signal processing section is the converter that receives the alternating current signals form the speed sensors and converts them into digital form for the logic section. The logic section then analyzes the digitized signals to calculate any brake pressure changes needed. If impending lockup is sensed, the logic section sends commands to the modulator assembly. Modulator assembly The hydraulic modulator assembly regulates pressure to the wheel brakes when it receives commands from the control utuit. The modulator assembly can maintain or reduce pressure over the level it receives from the master cylinder, it also can never apply the brakes by itself. The modulator assembly consists of three high-speed electric solenoid valves, two fluid reservoirs and a turn delivery pump equipped with inlet and outlet check valves. The modulator electrical connector and controlling relays are concealed under a plastic cover of the assembly. Each front wheel is served by electric solenoid valve modulated independently by the control unit. The rear brakes are served by a single solenoid valve and modulated together using the select-low principle. During anti-braking system operation, the control unit cycles the solenoid valves to either hold or release pressure the brake lines. When pressure is released from the brake lines during anti-braking operation, it is routed to a fluid reservoir. There is one reservoir for the front brake circuit. The reservoirs are low-pressure accumulators that store fluid under slight spring pressure until the return delivery pump can return the fluid through the brake lines to the master cylinder.