外文翻譯--電子動力轉向系統(tǒng)的研究與設計

1、<p>　　電氣與信息學院自動化專業(yè)畢業(yè)設計（論文）外文翻譯</p><p>　　Electonic power steering system Research and Design</p><p>　　電子動力轉向系統(tǒng)的研究與設計</p><p>　　注：本畢業(yè)設計（論文）外文翻譯文檔前半部分為英文部分，后半部分為中文部分。本外文翻譯由專業(yè)人員翻譯，內

2、容詳細數據全面，得到導師的一致好評。值得大家借鑒參考。本文檔下載后為WORD版本，可按需直接編輯。</p><p>　　Electronic power steering system </p><p>　　What it is</p><p>　　Electrically powered steering uses an electric motor to dri

3、ve either the power steering hydraulic pump or the steering linkage directly. The power steering function is therefore independent of engine speed, resulting in significant energy savings.</p><p>　　How it wo

4、rks :</p><p>　　Conventional power steering systems use an engine accessory belt to drive the pump, providing pressurized fluid that operates a piston in the power steering gear or actuator to assist the driv

5、er.</p><p>　　In electro-hydraulic steering, one electrically powered steering concept uses a high efficiency pump driven by an electric motor. Pump speed is regulated by an electric controller to vary pump p

6、ressure and flow, providing steering efforts tailored for different driving situations. The pump can be run at low speed or shut off to provide energy savings during straight ahead driving (which is most of the time in m

7、ost world markets).</p><p>　　Direct electric steering uses an electric motor attached to the steering rack via a gear mechanism (no pump or fluid). A variety of motor types and gear drives is possible. A mic

8、roprocessor controls steering dynamics and driver effort. Inputs include vehicle speed and steering, wheel torque, angular position and turning rate. </p><p>　　Working In Detail:</p><p>　　A &quo

9、t;steering sensor" is located on the input shaft where it enters the gearbox housing. The steering sensor is actually two sensors in one: a "torque sensor" that converts steering torque input and its direc

10、tion into voltage signals, and a "rotation sensor" that converts the rotation speed and direction into voltage signals. An "interface" circuit that shares the same housing converts the signals from th

11、e torque sensor and rotation sensor into signals the control electronics can process.Inputs </p><p>　　The system has three operating modes: a "normal" control mode in which left or right power as

12、sist is provided in response to input from the steering torque and rotation sensor's inputs; a "return" control mode which is used to assist steering return after completing a turn; and a "damper"

13、 control mode that changes with vehicle speed to improve road feel and dampen kickback.</p><p>　　If the steering wheel is turned and held in the full-lock position and steering assist reaches a maximum, the

14、control unit reduces current to the electric motor to prevent an overload situation that might damage the motor. The control unit is also designed to protect the motor against voltage surges from a faulty alternator or c

15、harging problem.</p><p>　　The electronic steering control unit is capable of self-diagnosing faults by monitoring the system's inputs and outputs, and the driving current of the electric motor. If a prob

16、lem occurs, the control unit turns the system off by actuating a fail-safe relay in the power unit. This eliminates all power assist, causing the system to revert back to manual steering. A dash EPS warning light is also

17、 illuminated to alert the driver. To diagnose the problem, a technician jumps the terminals on the serv</p><p>　　click here to see a bigger </p><p>　　Electric power steering systems promise weig

18、ht reduction, fuel savings and package flexibility, at no cost penalty.</p><p>　　Europe's high fuel prices and smaller vehicles make a fertile testbed for electric steering, a technology that promises au

19、tomakers weight savings and fuel economy gains. And in a short time, electric steering will make it to the U.S., too. "It's just just a matter of time," says Aly Badawy, director of research and development

20、 for Delphi Saginaw Steering Systems in Saginaw, Mich. "The issue was cost and that's behind us now. By 2002 here in the U.S. the cost of electric power steering will absol</p><p>　　Today, electric

21、and hybrid-powered vehicles (EV), including Toyota's Prius and GM's EV-1, are the perfect domain for electric steering. But by 2010, a TRW Inc. internal study estimates that one out of every three cars produced i

22、n the world will be equipped with some form of electrically-assisted steering. The Cleveland-based supplier claims its new steering systems could improve fuel economy by up to 2 mpg, while enhancing handling. There are t

23、rue bottom-line benefits as well for automakers by r</p><p>　　Another claimed advantage is shortened development time. For instance, a Delphi group developed E-TUNE, a ride-and-handling software package that

24、 can be run off a laptop computer. "They can take that computer and plug it in, attach it to the controller and change all the handling parameters -- effort level, returnability, damping -- on the fly," Badawy

25、says. "It used to take months." Delphi has one OEM customer that should start low-volume production in '99.Electric steering units are normally p</p><p>　　"What we lack is the credibility

26、in the steering market," says Brendan Conner, managing director, TRW/LucasVarity Electric Steering Ltd. "The combination with TRW provides us with a good opportunity for us to bridge that gap." LucasVarity

27、 currently has experimental systems on 11 different vehicle types, mostly European. TRW is currently supplying its EAS systems for Ford and Chrysler EVs in North America and for GM's new Opel Astra.</p><p&

28、gt;　　In 1995, according to Delphi, traditional hydraulic power steering systems were on 7596 of all vehicles sold globally. That 37-million vehicle pool consumes about 10 million gallons in hydraulic fluid that could be

29、superfluous, if electric steering really takes off.</p><p>　　The present invention relates to an electrically powered drive mechamsm for providing powered assistance to a vehicle steering mechanism. Accordin

30、g to one aspect of the present invention, there is provided an electrically powered driven mechanism for providing powered assistance to a vehicle steering mechanism having a manually rotatable member for operating the s

31、teering mechanism, the drive mechanism including a torque sensor operable to sense torque being manually applied to the rotatable memb</p><p>　　motor and/or gear box have seized.</p><p>　　The to

32、rque sensor 20 is preferably an assembly including a short sensor shaft on which is mounted a strain gauge capable of accurately measuring strain in the sensor shaft brought about by the application of torque within a pr

33、edetermined range. Preferably the predetermined range of torque which is measured is 0-lONm; more preferably is about l-5Nm.Preferably the range of measured torque corresponds to about 0-1000 microstrain and the construc

34、tion of the sensor shaft is chosen such that a torque </p><p>　　Electronic power steering system (English as EPS), and hydraulic power steering system (HPS) compared to, EPS has many advantages. </p>

35、<p>　　The advantage is that the EPS:</p><p>　　1) high efficiency. HPS efficiency is very low, generally 60% to 70%, while EPS and electrical connections, high efficiency, and some can be as high as 90 p

36、ercent. </p><p>　　2) less energy consumption. Automobile traffic in the actual process, at the time to about 5 percent of the time travelling, the HPS system, engine running, the pumps will always be in work

37、ing condition, the oil pipeline has been in circulation, so that vehicle fuel consumption rate by 4 % To 6%, while EPS only when needed for energy, vehicle fuel consumption rates only increased by 0.5 percent. </p>

38、<p>　　3) "Road sense of" good. Because EPS internal use of rigid, system of the lag can be controlled by software, and can be used in accordance with the operation of the driver to adjust. </p>&l

39、t;p>　　4) back to being good. EPS simple structure of small internal resistance, is a good back, get back to being the best characteristics, improve vehicle handling and stability.</p><p>　　5) little envir

40、onmental pollution. HPS hydraulic circuit in the hydraulic hoses and connectors, the existence of oil leaking, but hydraulic hoses can not be recovered, the environmental pollution are to a certain extent, while EPS almo

41、st no pollution to the environment. </p><p>　　6) can be independent of the engines work. EPS for battery powered devices, as long as sufficient battery power, no matter what the condition for the engine, can

42、 produce power role. </p><p>　　7) should have a wide range.</p><p>　　8) easy to assemble and good layout. </p><p>　　Now, power steering systems of some cars have become the standard

43、-setting, the whole world about half of the cars used to power steering. With the development of automotive electronics technology, some cars have been using electric power steering gear, the car of the economy, power an

44、d mobility has improved. Electric power steering device on the car is a new power steering system device, developed rapidly in recent years both at home and abroad, because of its use of programmable electronic cont</

45、p><p><b>　　圖1</b></p><p>　　電子動力轉向系統(tǒng)的工作原理：</p><p>　　電子動力轉向系統(tǒng)是通過一個電動機來驅動動力方向盤液壓泵或直接驅動轉向聯(lián)動裝置。</p><p>　　電子動力轉向的功能由于不依賴于發(fā)動機轉速，所以能節(jié)省能源</p><p>　　電子動力轉向系統(tǒng)

46、是這樣運行的：</p><p>　　傳統(tǒng)的動力方向盤系統(tǒng)使用一條引擎輔助傳送帶駕駛泵浦，提供操作在動力方向盤齒輪或作動器的一個活塞協(xié)助驅動的被加壓的流體。在電動液壓的控制，一個電子動力方向盤包括一臺電動機控制的一個高效率泵浦。由一個電控制器調控泵浦壓力和流速來控制泵浦的速度，為不同的駕駛路況的提供轉向。 泵浦可以在汽車行駛低速時關閉以提供節(jié)能（在當代的世界市場上)</p><p>　　電動

47、控制轉向使用電動機通過齒輪齒條機構直接連接以達到轉向控制（無泵或液體）。多個電機驅動器和多驅動控制的實現是可能的。一個微處理器控制轉向動態(tài)和驅動的工作。輸入因子包括車速，轉向，車輪扭矩，角度位置和轉率。</p><p>　　工作運行時的具體細節(jié)：</p><p>　　“轉向傳感器”位于變速箱體的輸入軸，提供輸入信號。 轉向傳感器實際上是在一個兩位一體的傳感器： “扭矩傳感器”把轉換指點扭

48、矩輸入和它的方向成電壓信號，同時“自轉傳感器”轉換轉動速度和方向成電壓信號。 共用一個箱體的“接口”電路把扭矩傳感器和自轉傳感器的信號轉換成控制電子電路可處理的信號。從指點傳感器的輸入由那微處理器的控制單元消化也監(jiān)測從車速傳感器的輸入。 傳感器輸入然后被比較確定多少機械化根據一張被預編程序的“力量地圖”需要在控制單元的記憶。 控制單元然后派出適當的命令對然后供給電動機以潮流的“電源裝置”。 馬達推擠機架在右邊或左邊根據哪個方式電壓流動(

49、扭轉潮流扭轉方向馬達旋轉)。 增加潮流對馬達增加功率協(xié)助。系統(tǒng)有三種操作方式： 左邊或右邊機械化提供以回應從指點扭矩和自轉傳感器的輸入的輸入的“正?！笨刂品绞? 被用于在完成輪以后協(xié)助指點回歸的“回歸”控制方式; 并且改變與車速改進路感受和挫傷傭金的“更加潮濕的”控制方式。如果方向盤被轉動，并且舉行在充分鎖位置和指點協(xié)助到達最大值，控制單元使潮流降低到電動機防止也許損壞馬達的超載情況。 控制單元也被設計保護馬達以防止電壓浪涌免受一個有&

50、lt;/p><p>　　電子轉向控制單位有能力在自我診斷的缺點通過監(jiān)測系統(tǒng)輸入和產品和電動機的激勵電流上。 如果問題發(fā)生，控制單元通過開動在電源裝置的一個故障自動保險的中轉關閉系統(tǒng)。 這消滅所有機械化，造成系統(tǒng)恢復回到手工指點。 破折號EPS警告燈也被闡明警告司機。 要診斷問題，技術員跳服務檢查連接器的終端并且讀出問題代碼。</p><p><b>　　圖 2</b>&l

51、t;/p><p><b>　　電子動力方向盤機制</b></p><p>　　當前發(fā)明與提供的供給動力的援助一電子功率驅動器馬達關連給車操縱機構。根據當前發(fā)明的一個方面，那里為提供供給動力的援助提供一個電子功率驅動器機制給有車的操縱機構一名手動地可旋轉的成員為操作操縱機構、傳動機構包括可行扭矩的傳感器感覺手動地被申請于可旋轉的成員的扭矩，一個電子功率驅動器馬達操縱著被連接

52、到可旋轉的成員和安排控制主驅動電動機自轉速度和方向以回應從扭矩傳感器收到的信號的控制器，扭矩傳感器包括為與可旋轉的成員的連接適應的傳感器軸形成引伸因此，以便扭矩通過前述傳感器軸被傳送，當時 可旋轉的成員被轉動，并且應變儀在導致的信號傳感器軸手動地登上表示通過前述軸被傳送的相當數量扭矩。</p><p><b>　　圖3</b></p><p>　　傳感器軸不旋轉更好地

53、登上在一個軸向末端在第一名聯(lián)結成員和不旋轉地登上在它的相反軸向末端在第二名聯(lián)結成員，第一和第二名聯(lián)結成員相互允諾允許有限的自轉之間連接，以便在一個被預先決定的極限之下的扭矩由僅傳感器軸傳送，并且，以便在前述被預先決定的極限之上的扭矩通過第一和第二名聯(lián)結成員被傳送。</p><p>　　更適宜地安排第一和第二名聯(lián)結成員作為操縱的連接的第一和第二個部分的一座橋梁互相的旋轉式成員。合適的傳感器軸是通常在多數的長方形橫斷

54、面它的長度中。應變儀包括一個或更多的適應地看見了諧振器綁到傳感器軸上。好的馬達操縱的被連接到可旋轉的成員通過傳動器。馬達更好地包括一個工具箱和同心地被安排相對可旋轉的成員。當前發(fā)明的Various方面此后將描述，關于伴隨的圖畫， ：圖1是一個車操縱機構的一個圖表看法包括一個電子功率驅動器機制根據當前發(fā)明，圖 2是說明在圖顯示的傳動機構的各種各樣的組分的之間流程圖互作用1上，圖 3是一個軸截面通過在圖顯示的傳動機構1，圖4上是一張截面圖被

55、采取沿著線IV-IV在表3，圖5是在圖顯示的輸入推進聯(lián)結的一張更加詳細的分解圖3上，和圖 6是顯示在表3.的傳動器的一張更加詳細的分解圖。 圖1的最初Referring，那里顯示一個車操縱機構10操縱的被連接到一個對易操縱的路輪子12。這個顯示的操縱機構包括一個齒條和齒輪匯編14被連接到路輪子12通過聯(lián)接15。 鳥翼末端(沒顯示)匯編14可旋轉地駕駛一名手動地可旋轉的成員以駕駛桿18的形式哪些由方向盤19手動地轉動。這個駕駛桿</

56、p><p>　　扭矩傳感器20更適宜地是一個匯編包括在扭矩應用達到的傳感器軸登上應變儀能夠準確測量張力在一個被預先決定的范圍之內的一個短的傳感器軸。被測量扭矩的被預先決定的范圍是0-lONm; 更好是關于l-5Nm。被測量的扭矩的范圍更好地對應于大約0-1000微指令，并且傳感器軸的建筑更好被選擇這樣5Nm扭矩比在軸的2°導致較少的轉彎，少于1 °。好的應變儀是鋸諧振器，在WO91/13832被描

57、述的一臺適當的鋸諧振器。 類似在圖顯示的那WO91/13832 3上更好地運用配置，二看見諧振器被安排在對軸軸的45°和在90°對互相。諧振器經營與在200-400 MHz之間共鳴頻率和被安排導致信號到控制器1 MHz 40 ± 500 KHz根據傳感器軸的自轉方向的自我調節(jié)。 因此，當傳感器軸不被扭轉的歸結于缺乏扭矩時，它導致一個1 MHz信號。當它導致在1.0到1.5 MHz之間的一個信號的傳感器軸在一

58、個方向被扭轉。 當傳感器軸在相反方向時被扭轉它導致在1.0到0.5 MHz之間的一個信號。 因而同樣傳感器能導致信號表示程度扭矩并且傳感器軸的自轉的方向。好的馬達扭矩引起的相當數量以回應在0-10Nm之間被</p><p>　　電子動力轉向系統(tǒng)（英文簡稱EPS）， 與液壓動力轉向系統(tǒng)（HPS）相比，EPS具有很多優(yōu)點。即EPS的優(yōu)勢在于：</p><p>　　1）效率高。HPS效率很低，一

59、般為60%~70%；而EPS與電機連接，效率高，有的可高達90%以上。</p><p>　　2）耗能少。汽車在實際行駛過程中，處于轉向的時間約占行駛時間的5%，對于HPS系統(tǒng)，發(fā)動機運轉時，油泵始終處于工作狀態(tài)，油液一直在管路中循環(huán)，從而使汽車燃油消耗率增加4%~6%；而EPS僅在需要時供能，使汽車的燃油消耗率僅增加0.5%左右。 </p><p>　　3）“路感“好。由于EPS內部采用

60、剛性連接，系統(tǒng)的滯后特性可以通過軟件加以控制，且可以根據駕駛員的操作習慣進行調整。</p><p>　　4）回正性好。EPS結構簡單內部阻力小，回正性好，從而可得到最佳的轉向回正特性，改善汽車操縱穩(wěn)定性。</p><p>　　5）對環(huán)境污染少。HPS液壓回路中有液壓軟管和接頭，存在油液泄露問題，而且液壓軟管不可回收，對環(huán)境有有一定污染；而EPS對環(huán)境幾乎沒有污染。</p>&

61、lt;p>　　6）可以獨立于發(fā)動機工作。EPS以電池為動力元件，只要電池電量充足，不論發(fā)動機出于何種狀態(tài)，都可以產生助力作用。</p><p><b>　　7）應有范圍廣。</b></p><p>　　8）裝配性好易于布置。</p><p>　　現在，動力轉向系統(tǒng)已成為一些轎車的標準設置，全世界約有一半的轎車采用動力轉向。隨著汽車電子技術

62、的發(fā)展，目前一些轎車已經使用電動助力轉向器，使汽車的經濟性、動力性和機動性都有所提高。電動助力轉向裝置是汽車上一種新的助力轉向系統(tǒng)裝置,近年來在國內外發(fā)展迅速,由于它采用了可編程電子控制裝置,在帶來靈活性的同時也存在著安全隱患.在分析這種產品特殊性的基礎上,筆者結合電子控制裝置的特點,指出了事關安全性的因素,提出了處理安全性的措施,并討論了幾個事關安全性的具體問題.研究結果表明:現有標準不能夠滿足電動助力轉向裝置安全性的需要;并提出了對