車(chē)輛工程專(zhuān)業(yè)外文翻譯7

1、<p>　　附錄A外文文獻(xiàn)原文：</p><p>　　In recent years, along with the social life of car motorization, increasing quantities, cause the traffic situation intricate, make drivers to offer the operating frequency inc

2、reases, driving you need to lighten the fatigue, improve manipulation portability and flexibility, and thus power steering system requirements for more and more is also high. </p><p>　　So far, automotive ste

3、ering system through the traditional mechanical steering system, hydraulic steering system and electric hydraulic steering system and electric power steering system four stages of development, the future is likely to wir

4、e control power steering system development. Now automotive steering system is in hydraulic steering system and electric hydraulic steering system to electric power steering system development stages of transition . <

5、/p><p>　　1. the traditional mechanical steering system </p><p>　　Traditional mechanical steering system (MS) mainly by steering control agencies, steering gear and steering transmission mechanism 3

6、 parts. Steering control mechanism is the pilot control redirector work institutions, including the steering wheel at the input from components. The steering wheel steering is coming from torque according to certain tran

7、smission amplifier and output increases force device, steering the earliest USES is the worm type, later have a screw nut type, rack-and pinion type</p><p>　　Traditional mechanical steering system is the adv

8、antage of simple structure, reliable operation, the production cost is low. Its defect is also very obvious: (1) with the bus speed improvement and automotive quality increases, steering control, turning to more and more

9、 demanding increased the difficulty. (2) is the ratio is fixed, namely Angle transfer characteristics, cause the car can't change the steering response characteristics are unable to control and transmission in the pr

10、ocess of steeri</p><p>　　2. hydraulic steering system </p><p>　　Hydraulic steering system (HPS) is the traditional mechanical steering system basis with a set of additional hydraulic booster, g

11、enerally by oil pump, v-shaped belt wheel, oil injection equipment, power devices and control valves etc. It with hydraulic oil pump is the power, through the movement to promote produced mechanical redirector work. <

12、/p><p>　　Because the system through hydraulic works used to promote the traditional mechanical steering mechanism of steering movement so as to reduce the labor intensity, a driver in a certain extent, solve th

13、e traditional mechanical steering system caused because of transmission ratio fixed to "light" and "sensitive" the contradiction between. But, this kind of power steering system is driven by the steer

14、ing wheel rotates the hydraulic system directly change torsion bar is the channel area to provide o</p><p>　　Because of hydraulic steering system reliable work, mature technology, can provide the big steerin

15、g and has been widely used. </p><p>　　3. electrohydraulic power steering system </p><p>　　Electrohydraulic power steering system at work steering characteristics can be changed. It basically ha

16、s two kinds: electric hydraulic steering system (ECHPS) and electric hydraulic steering system (EHPS). Now automotive applications is the largest electric hydraulic booster turn from system. </p><p>　　3.1 e

17、lectronic control hydraulic power steering system </p><p>　　Electric hydraulic steering system (ECHPS) in hydraulic steering system is based on the liquid flow rate increased control solenoid valves, torque

18、sensor, the wheel speed sensors and steering control unit etc components. Ideally, car in spin to try to deft, request when in cars to different speed operation, which can real-time provide corresponding steering to over

19、come the running speed to make drivers to resistance to manipulate the steering wheel can both lightweight, and have enough way feeli</p><p>　　In steering process, through the torque sensor, speed sensor etc

20、 sensing device will shift to rate, speed transfer to parameters such as steering control unit. After decoding, control by electromagnetic valve with liquid flow speed changing, and change the size of the moment, make gr

21、ants to individual driver according to speed and driving conditions, changes to manipulate portability and stability to harmony. But at the same time, ECHPS also exist because of oil pump continuous work caused by ex<

22、/p><p>　　3.2 electric hydraulic steering system </p><p>　　Electric hydraulic steering system (EHPS) is in hydraulic steering system developed on the basis of. Its characteristic is driven by the e

23、ngine turns ZhuLiBeng shifted the hydraulic motor drive, and increased its speed sensor, steering angular velocity sensor and steering control unit etc electricals. The system of hydraulic oil tank, oil pump, motors and

24、steering control unit has integrated in motor oil pump in the group. Work steering control unit according to car of the speed and steering Ang</p><p>　　Electrohydraulic power steering system although in hydr

25、aulic steering system basis of technology has greatly improved, but the existence of hydraulic equipment are still made the system, such as the hard to overcome shortcomings existing oil leakage, not easy installation an

26、d maintenance, etc. Although realized the change, but the dynamical characteristics in hydraulic booster system based on electronic control device increased again, making the system structure is complex, cost increases.

27、Becau</p><p>　　4. electric power steering system (EPAS or EPS) </p><p>　　Electric power steering system is the traditional mechanical steering system foundation, increased sensor device, electr

28、onic control devices and steering mechanism, etc. Its characteristic is to use electric actuators in different driving conditions for pilot provide appropriate support. System mainly consists of the electronic control un

29、it ECU, torque sensor, the wheel speed sensors, motor, clutch and the steering assembly etc. </p><p>　　Electric power steering system working principle is: the pilot control steering, the sensor will pilot r

30、ole in steering wheel torque signal, speed signal, engine speed signal input ECU, ECU of the input signal calculations, inquires the booster form, determine the size and direction target current, so as to control motor c

31、urrent and the direction, by slowing institutions and clutch motor torque transfer to steering mechanism will be, so as to provide the proper power; driver When steering system</p><p>　　EPS compared with HPS

32、, except to save energy outside, due to the elimination of the hydraulic system and improve the environmental performance, solves the malpractices of hydraulic drive brings. The system is made of manufacturers to provide

33、 to the vehicle manufacturer, can be directly mounted. Under different conditions of different models, and different for different drivers steering properties, through software modification, convenient and quick. Complet

34、e EPS system also includes fault diagno</p><p>　　Electric power steering system has become the vehicle steering system technology development, but the system of mainstream has its limitations, because motor

35、power steering and provide power is limited, if the body is heavier, steering system needs to have larger drive power, electric power steering system is ragged. So the system more for small cars, has lots of equipment to

36、 senior cars, and gradually to regular cars and small commercial vehicle development. </p><p>　　5. wire control power steering system </p><p>　　With power Steering technology development, the W

37、ire control power Steering system (Steering By Wire, abbreviation SBW) is as automobile electronic technology development and grows the latest achievements of a brand-new Steering system. It through the wire transfer sig

38、nals, control actuator action to replace traditional steering system of mechanical transmission and mechanical connection from the main controller, help torque in corresponding parameters, after decoding to turn his orde

39、rs, by exec</p><p>　　SBW cancelled and steering wheel steering plate between mechanical connection device, now the steering wheel module, steering executive module and the main controller ECU, three main par

40、ts and automatic protection fault systems, power auxiliary module. It is made up of a real-time bus structure (for example, FlexRay HTTP or CAN) connected to the equipment. Can easily and other system integration, unifie

41、d coordination control. System work, sensor test driver's steering data, then through the data</p><p>　　Ship-turning plate and the steering without mechanical connection between, generating let pilot abl

42、e to perceive cars driving condition and actual road conditions "lk feeling" is more difficult, so current power steering system wire used only for some concept car. Has not conducted batch production and insta

43、llation, its reliability and cost is the main cause of blocking its development. Mainly displays in if micro controller appears problem, steering system will completely failure, it is not lik</p><p>　　6. fo

44、r wire control power steering system outlook </p><p>　　Although wire control power steering system now not satisfactory, but SBW still clear is car development direction. SBW system eliminates mechanical con

45、nection between the design of steering wheel, tyre will be greatly simplified. Not only improve the design efficiency, but also improve the economy, and car improve overall safety. SBW system work mainly by the electroni

46、c components to assume. The application of electronic components marks a considerable amount of mechanical parts reductions, and</p><p>　　Due to the elimination of the mechanical connection, so to high relia

47、bility is absolutely necessary. In Europe, have related standards, such as IEC 61508 and EN 61511. Pure electronic system cannot guarantee failure conditional probability of less than 10 times failure/hour. Because of th

48、is and designed the system structure of the fault tolerance, and accurate processing strategy method is necessary. In the control strategies to avoid the failure data errors, and from, active detection, self dia</p>

49、;<p><b>　　附錄B譯文：</b></p><p>　　近年來(lái)，隨著社會(huì)生活的汽車(chē)化，汽車(chē)的數(shù)量不斷增加，由此造成交通情況錯(cuò)綜復(fù)雜，使得駕駛員轉(zhuǎn)向盤(pán)的操作頻率增大，這就需要減輕駕駛疲勞，提高操縱的輕便性和靈活性，因此對(duì)動(dòng)力轉(zhuǎn)向系統(tǒng)的要求也越來(lái)越高。 </p><p>　　到目前為止，汽車(chē)轉(zhuǎn)向系統(tǒng)經(jīng)歷了傳統(tǒng)機(jī)械轉(zhuǎn)向系統(tǒng)、液壓助力轉(zhuǎn)向系統(tǒng)、電液助力轉(zhuǎn)

50、向系統(tǒng)和電動(dòng)助力轉(zhuǎn)向系統(tǒng)4個(gè)發(fā)展階段，未來(lái)則可能向線(xiàn)控動(dòng)力轉(zhuǎn)向系統(tǒng)發(fā)展。目前汽車(chē)轉(zhuǎn)向系統(tǒng)正處在液壓助力轉(zhuǎn)向系統(tǒng)、電液助力轉(zhuǎn)向系統(tǒng)向電動(dòng)助力轉(zhuǎn)向系統(tǒng)發(fā)展的過(guò)渡階段。 </p><p>　　1.傳統(tǒng)機(jī)械轉(zhuǎn)向系統(tǒng) </p><p>　　傳統(tǒng)機(jī)械轉(zhuǎn)向系統(tǒng)（MS）主要由轉(zhuǎn)向操縱機(jī)構(gòu)、轉(zhuǎn)向器和轉(zhuǎn)向傳動(dòng)機(jī)構(gòu)3部分組成。轉(zhuǎn)向操縱機(jī)構(gòu)是駕駛員操縱轉(zhuǎn)向器工作的機(jī)構(gòu)，包括從方向盤(pán)到轉(zhuǎn)向器輸入端的零部件。轉(zhuǎn)向器是

51、把方向盤(pán)傳來(lái)的轉(zhuǎn)矩按一定傳動(dòng)比放大并輸出的增力裝置,轉(zhuǎn)向器最早采用的是蝸輪蝸桿式，以后陸續(xù)出現(xiàn)了螺桿螺母式、齒輪齒條式、循環(huán)球式等形式。轉(zhuǎn)向傳動(dòng)機(jī)構(gòu)是把轉(zhuǎn)向器輸出的力矩傳遞給轉(zhuǎn)向車(chē)輪的機(jī)構(gòu)，包括從轉(zhuǎn)向搖臂到轉(zhuǎn)向車(chē)輪的零部件。當(dāng)汽車(chē)需要改變行駛方向時(shí)，駕駛員通過(guò)轉(zhuǎn)動(dòng)方向盤(pán)，轉(zhuǎn)向力矩經(jīng)由轉(zhuǎn)向軸、轉(zhuǎn)向器、直拉桿、橫拉桿和梯形臂等機(jī)件使轉(zhuǎn)向節(jié)偏轉(zhuǎn)，實(shí)現(xiàn)汽車(chē)方向的改變。 </p><p>　　傳統(tǒng)機(jī)械轉(zhuǎn)向系統(tǒng)的優(yōu)點(diǎn)是結(jié)構(gòu)簡(jiǎn)

52、單、工作可靠、生產(chǎn)成本低。其缺點(diǎn)也非常明顯：①隨著汽車(chē)速度的提高和汽車(chē)質(zhì)量的增大，轉(zhuǎn)向操縱難度增大，轉(zhuǎn)向越來(lái)越費(fèi)力。②是其傳動(dòng)比是固定的，即角傳遞特性無(wú)法改變，導(dǎo)致汽車(chē)的轉(zhuǎn)向響應(yīng)特性無(wú)法控制，傳動(dòng)比無(wú)法隨汽車(chē)轉(zhuǎn)向過(guò)程中的車(chē)速、側(cè)向加速度等參數(shù)的變化而進(jìn)行補(bǔ)償，駕駛員必須在轉(zhuǎn)向之前就對(duì)汽車(chē)的轉(zhuǎn)向響應(yīng)特性進(jìn)行一定的操作補(bǔ)償，這樣無(wú)形中增加了駕駛員的精神和體力負(fù)擔(dān)。 </p><p>　　2.液壓助力轉(zhuǎn)向系統(tǒng) <

53、/p><p>　　液壓助力轉(zhuǎn)向系統(tǒng)（HPS）是在傳統(tǒng)機(jī)械轉(zhuǎn)向系統(tǒng)基礎(chǔ)上額外加裝了一套液壓助力系統(tǒng)，一般由油泵、V形帶輪、油管、供油裝置、助力裝置和控制閥等組成。它以液壓油為動(dòng)力，通過(guò)液壓泵產(chǎn)生的動(dòng)力來(lái)推動(dòng)機(jī)械轉(zhuǎn)向器工作。 </p><p>　　由于該系統(tǒng)通過(guò)液壓力作用來(lái)推動(dòng)傳統(tǒng)機(jī)械轉(zhuǎn)向機(jī)構(gòu)的轉(zhuǎn)向運(yùn)動(dòng)，從而減輕了駕駛員的勞動(dòng)強(qiáng)度，在一定程度上解決了傳統(tǒng)機(jī)械轉(zhuǎn)向系統(tǒng)由于傳動(dòng)比固定而造成的轉(zhuǎn)向“輕便

54、”與“靈敏”之間的矛盾。但是，這類(lèi)動(dòng)力轉(zhuǎn)向系統(tǒng)是靠方向盤(pán)轉(zhuǎn)動(dòng)時(shí)帶動(dòng)扭桿直接改變液壓系統(tǒng)油路的通道面積來(lái)提供可變的助力。即助力大小與車(chē)速的高低沒(méi)有關(guān)系，只與轉(zhuǎn)向角度有關(guān)。轉(zhuǎn)向盤(pán)轉(zhuǎn)過(guò)的角度越大，液壓系統(tǒng)提供的助力也越大。同時(shí)，該系統(tǒng)存在著以下缺點(diǎn)：①不管汽車(chē)轉(zhuǎn)不轉(zhuǎn)向，只要發(fā)動(dòng)機(jī)工作，液壓助力泵就會(huì)在發(fā)動(dòng)機(jī)帶動(dòng)下工作，額外消耗發(fā)動(dòng)機(jī)的能量。②轉(zhuǎn)向助力特性不可調(diào)，高速和低速時(shí)助力特性相同。在低速轉(zhuǎn)向需要較大助力時(shí)，往往因發(fā)動(dòng)機(jī)轉(zhuǎn)速低而助力效果差

55、，而在高速轉(zhuǎn)向需要較小助力時(shí)，會(huì)因發(fā)動(dòng)機(jī)轉(zhuǎn)速高而助力作用大，導(dǎo)致轉(zhuǎn)向過(guò)于靈敏，使汽車(chē)的操縱穩(wěn)定性變差。③液壓系統(tǒng)本身所固有的液壓油泄漏問(wèn)題和轉(zhuǎn)向噪聲使得轉(zhuǎn)向舒適性大大下降，同時(shí)對(duì)環(huán)境造成污染。 </p><p>　　由于液壓助力轉(zhuǎn)向系統(tǒng)工作可靠、技術(shù)成熟，能提供大的轉(zhuǎn)向助力，目前被廣泛應(yīng)用。 </p><p>　　3.電液助力轉(zhuǎn)向系統(tǒng) </p><p>　　電液助力

56、轉(zhuǎn)向系統(tǒng)的轉(zhuǎn)向助力特性在工作時(shí)可以改變。它主要有2種類(lèi)型：電控液壓助力轉(zhuǎn)向系統(tǒng)(ECHPS)和電動(dòng)液壓助力轉(zhuǎn)向系統(tǒng)(EHPS)。目前汽車(chē)上應(yīng)用最多的是電動(dòng)液壓助力轉(zhuǎn)自系統(tǒng)。 </p><p>　　3.1 電子控制式液壓動(dòng)力轉(zhuǎn)向系統(tǒng) </p><p>　　電控液壓助力轉(zhuǎn)向系統(tǒng)（ECHPS）是在液壓助力轉(zhuǎn)向系統(tǒng)基礎(chǔ)上增加了控制液體流量的電磁閥、轉(zhuǎn)矩傳感器、車(chē)速傳感器以及轉(zhuǎn)向控制單元等元件。理想

57、情況下，汽車(chē)在原地轉(zhuǎn)向時(shí)要求轉(zhuǎn)向盡量輕便，在汽車(chē)以不同的速度運(yùn)行時(shí)，能實(shí)時(shí)提供相應(yīng)的轉(zhuǎn)向助力以克服該運(yùn)行速度下的轉(zhuǎn)向阻力，使駕駛員既能輕便地操縱方向盤(pán)，又有足夠的路感。 </p><p>　　在轉(zhuǎn)向過(guò)程中，通過(guò)轉(zhuǎn)矩傳感器、車(chē)速傳感器等感應(yīng)器件將轉(zhuǎn)向速率、車(chē)速等參數(shù)傳遞給轉(zhuǎn)向控制單元。經(jīng)解算后，控制電磁閥使液體流量隨車(chē)速的變化而改變，進(jìn)而改變助力矩的大小，使駕駛員的轉(zhuǎn)向手力根據(jù)車(chē)速和行駛條件變化而改變，使操縱輕便性

58、和穩(wěn)定性達(dá)到和諧統(tǒng)一。但同時(shí)，ECHPS也存在著由于油泵的持續(xù)工作所造成的多余能量消耗，整個(gè)液壓系統(tǒng)占用空間大、容易泄漏、噪聲大等缺點(diǎn)，而且增加了車(chē)速檢測(cè)控制裝置。而且控制閥的結(jié)構(gòu)較HPS復(fù)雜且成本較高，目前主要應(yīng)用于高級(jí)轎車(chē)及運(yùn)動(dòng)型乘用車(chē)上。 </p><p>　　3.2 電動(dòng)液壓助力轉(zhuǎn)向系統(tǒng) </p><p>　　電動(dòng)液壓助力轉(zhuǎn)向系統(tǒng)（EHPS）也是在液壓助力轉(zhuǎn)向系統(tǒng)基礎(chǔ)上發(fā)展起來(lái)的。

59、其特點(diǎn)是將原來(lái)由發(fā)動(dòng)機(jī)驅(qū)動(dòng)的液壓助力泵改由電動(dòng)機(jī)驅(qū)動(dòng)，并且增加了車(chē)速傳感器、轉(zhuǎn)向角速度傳感器以及轉(zhuǎn)向控制單元等電控裝置。該系統(tǒng)的液壓儲(chǔ)油罐、油泵、電動(dòng)機(jī)和轉(zhuǎn)向控制單元都集成在電動(dòng)機(jī)油泵組內(nèi)。工作時(shí)轉(zhuǎn)向控制單元根據(jù)汽車(chē)的行駛速度和方向盤(pán)轉(zhuǎn)向角度等輸入信號(hào)計(jì)算出理想的輸出信號(hào)，控制電動(dòng)機(jī)輸出適當(dāng)?shù)墓β?，?qū)動(dòng)液壓助力泵工作。通過(guò)液壓油為轉(zhuǎn)向器提供助力。 </p><p>　　電液助力轉(zhuǎn)向系統(tǒng)盡管在液壓助力轉(zhuǎn)向系統(tǒng)基礎(chǔ)

60、上有了較大的技術(shù)改進(jìn)，但液壓裝置的存在使得該系統(tǒng)仍有難以克服的缺點(diǎn)，如存在滲油、不便于安裝維修等。雖然實(shí)現(xiàn)了變助力特性，但該系統(tǒng)在液壓助力系統(tǒng)基礎(chǔ)上又增加了電子控制裝置，使得系統(tǒng)結(jié)構(gòu)復(fù)雜，成本增加。由于電液助力轉(zhuǎn)向系統(tǒng)技術(shù)較為成熟，可以實(shí)現(xiàn)整車(chē)電控系統(tǒng)的一體化，作為傳統(tǒng)液壓助力轉(zhuǎn)向系統(tǒng)向電動(dòng)助力轉(zhuǎn)向系統(tǒng)過(guò)渡的中間技術(shù)，在一定時(shí)間內(nèi)還將繼續(xù)得到應(yīng)用和發(fā)展。 </p><p>　　4.動(dòng)助力轉(zhuǎn)向系統(tǒng)(EPAS或EPS

61、) </p><p>　　電動(dòng)助力轉(zhuǎn)向系統(tǒng)是在傳統(tǒng)機(jī)械轉(zhuǎn)向系統(tǒng)的基礎(chǔ)上，增加了傳感器裝置、電子控制裝置和轉(zhuǎn)向助力機(jī)構(gòu)等。其特點(diǎn)是使用電動(dòng)執(zhí)行機(jī)構(gòu)在不同的駕駛條件下為駕駛員提供合適的助力。系統(tǒng)主要由電子控制單元ECU、扭矩傳感器、車(chē)速傳感器、電動(dòng)機(jī)、離合器和轉(zhuǎn)向柱總成等組成。 </p><p>　　電動(dòng)助力轉(zhuǎn)向系統(tǒng)工作原理是：駕駛員操縱方向盤(pán)轉(zhuǎn)向時(shí)，傳感器將駕駛員作用于方向盤(pán)上的扭矩信號(hào)、車(chē)

62、速信號(hào)、發(fā)動(dòng)機(jī)轉(zhuǎn)速信號(hào)輸入ECU，ECU對(duì)輸入信號(hào)進(jìn)行運(yùn)算，查詢(xún)助力表格，確定目標(biāo)電流的大小和方向，從而控制電動(dòng)機(jī)的電流和方向，電動(dòng)機(jī)經(jīng)減速機(jī)構(gòu)及離合器將扭矩傳遞給轉(zhuǎn)向機(jī)構(gòu)，從而為駕駛員提供合適的助力；當(dāng)轉(zhuǎn)向系統(tǒng)出現(xiàn)故障時(shí)，EPS系統(tǒng)不助力。不轉(zhuǎn)向的情況下，電動(dòng)機(jī)不工作。電動(dòng)助力轉(zhuǎn)向系統(tǒng)可以實(shí)時(shí)地在不同的車(chē)速下為汽車(chē)轉(zhuǎn)向提供不同的助力，保證汽車(chē)在低速行駛時(shí)輕便靈活，高速行駛時(shí)穩(wěn)定可靠。電動(dòng)助力轉(zhuǎn)向系統(tǒng)總體上包括機(jī)械部分和控制部分。機(jī)械部

63、分主要包括傳動(dòng)單元(離合器、轉(zhuǎn)向柱總成)和執(zhí)行單元(電機(jī))等。控制部分主要是根據(jù)傳感器測(cè)得的車(chē)速和扭矩信號(hào)進(jìn)行運(yùn)算處理發(fā)出控制指令，驅(qū)動(dòng)電機(jī)從而為轉(zhuǎn)向提供助力。 </p><p>　　EPS與HPS相比，除節(jié)省能源外，由于取消了液壓系統(tǒng)而提高了環(huán)保性能，很好地解決了液壓傳動(dòng)帶來(lái)的種種弊端。整套系統(tǒng)由生產(chǎn)廠家一起提供給整車(chē)生產(chǎn)廠，可以直接安裝。對(duì)不同車(chē)型、不同工況以及不同駕駛員所需的不同轉(zhuǎn)向助力特性，可通過(guò)軟件修改

64、，方便快捷。完整的EPS系統(tǒng)還包括故障診斷與安全保護(hù)系統(tǒng)。當(dāng)發(fā)生故障時(shí)，能停止助力，自動(dòng)恢復(fù)到手動(dòng)控制方式并發(fā)出警報(bào)信號(hào)，同時(shí)顯示所記憶的異常內(nèi)容如扭矩傳感器本身異常、車(chē)速傳感器異常以及電動(dòng)機(jī)工作異常、蓄電池異常等等。 </p><p>　　電動(dòng)助力轉(zhuǎn)向系統(tǒng)已成為目前汽車(chē)轉(zhuǎn)向系統(tǒng)技術(shù)發(fā)展的主流，但是該系統(tǒng)也有其局限性，由于電動(dòng)機(jī)的發(fā)電功率和提供的轉(zhuǎn)向助力也很有限，如果車(chē)身較重，轉(zhuǎn)向系統(tǒng)需要有較大的驅(qū)動(dòng)力量，電動(dòng)助

65、力轉(zhuǎn)向系統(tǒng)就顯得力不從心了。所以該系統(tǒng)多用于小型汽車(chē)上，目前已大量裝備到中高級(jí)轎車(chē)上，并逐漸向普通型轎車(chē)和小型商用汽車(chē)發(fā)展。 </p><p>　　5.線(xiàn)控動(dòng)力轉(zhuǎn)向系統(tǒng) </p><p>　　隨著動(dòng)力轉(zhuǎn)向技術(shù)的發(fā)展，線(xiàn)控動(dòng)力轉(zhuǎn)向系統(tǒng)(Steering By Wire，簡(jiǎn)稱(chēng)SBW)是隨著汽車(chē)電子技術(shù)發(fā)展的最新成果而成長(zhǎng)起來(lái)的一種全新轉(zhuǎn)向系統(tǒng)。它通過(guò)電線(xiàn)傳遞信號(hào)，控制執(zhí)行機(jī)構(gòu)動(dòng)作來(lái)取代傳統(tǒng)轉(zhuǎn)向

66、系統(tǒng)的機(jī)械傳動(dòng)和機(jī)械連接，助力矩由主控制器在相應(yīng)參數(shù)進(jìn)行解算之后，向轉(zhuǎn)向執(zhí)行電動(dòng)機(jī)下達(dá)指令，由轉(zhuǎn)向助力電動(dòng)機(jī)提供。 </p><p>　　SBW取消了轉(zhuǎn)向盤(pán)和轉(zhuǎn)向輪之間的機(jī)械連接裝置，改由方向盤(pán)模塊、轉(zhuǎn)向執(zhí)行模塊和主控制器ECU,3個(gè)主要部分以及自動(dòng)防故障系統(tǒng)、電源等輔助模塊組成。它是由一個(gè)實(shí)時(shí)總線(xiàn)結(jié)構(gòu)（例如CAN，TTP或FlexRay）連接到設(shè)備?？梢院芊奖愕暮推渌到y(tǒng)集成、統(tǒng)一協(xié)調(diào)控制。系統(tǒng)工作時(shí)，傳感器檢

67、測(cè)駕駛員的轉(zhuǎn)向數(shù)據(jù)，然后通過(guò)數(shù)據(jù)總線(xiàn)將信號(hào)傳遞給車(chē)上的ECU，并從轉(zhuǎn)向控制系統(tǒng)獲得反饋命令。轉(zhuǎn)向控制系統(tǒng)也從轉(zhuǎn)向操縱機(jī)構(gòu)獲得駕駛員的轉(zhuǎn)向指令，并從轉(zhuǎn)向系統(tǒng)獲得車(chē)輪情況，從而指揮整個(gè)轉(zhuǎn)向系統(tǒng)的運(yùn)動(dòng)。轉(zhuǎn)向系統(tǒng)控制車(chē)輪轉(zhuǎn)到需要的角度，并將車(chē)輪的轉(zhuǎn)角和轉(zhuǎn)動(dòng)轉(zhuǎn)矩反饋到系統(tǒng)的其余部分，比如轉(zhuǎn)向操縱機(jī)構(gòu)，以使駕駛員獲得路感，這種路感的大小可以根據(jù)不同的情況由轉(zhuǎn)向控制系統(tǒng)控制。該轉(zhuǎn)向系統(tǒng)具有許多優(yōu)點(diǎn)：①消除轉(zhuǎn)向干涉問(wèn)題；②去掉了原來(lái)轉(zhuǎn)向系統(tǒng)各個(gè)模塊之間

68、的剛性機(jī)械連接，大大方便了系統(tǒng)的總布置；③舒適性提高；④可以個(gè)性化地適合特定的駕駛者和駕駛環(huán)境，與轉(zhuǎn)向有關(guān)的駕駛行為都可以通過(guò)軟件來(lái)實(shí)現(xiàn)；⑤消除了撞車(chē)事故中轉(zhuǎn)向柱傷害駕駛員的可能性，不必設(shè)置轉(zhuǎn)向防傷機(jī)構(gòu)；⑥駕駛員腿部活動(dòng)空間增加，出入更方便。 </p><p>　　由于轉(zhuǎn)向盤(pán)和轉(zhuǎn)向柱之間無(wú)機(jī)械連接，生成讓駕駛員能夠感知汽車(chē)實(shí)際行駛狀態(tài)和路面狀況的“路感”比較困難，所以目前線(xiàn)控動(dòng)力轉(zhuǎn)向系統(tǒng)僅用于一些概念車(chē)。還沒(méi)有進(jìn)

69、行批量生產(chǎn)和安裝，其可靠性和成本是阻撓其發(fā)展的主要原因。主要表現(xiàn)在如果微控制器出現(xiàn)問(wèn)題，轉(zhuǎn)向系統(tǒng)將完全失靈，它不像電動(dòng)助力轉(zhuǎn)向系統(tǒng)、電液助力轉(zhuǎn)向系統(tǒng)和液壓助力轉(zhuǎn)向系統(tǒng)，在電動(dòng)機(jī)或者液壓系統(tǒng)出現(xiàn)問(wèn)題時(shí)，還可以以人力來(lái)控制汽車(chē)。該系統(tǒng)的微控制器如果出現(xiàn)故障，因?yàn)闆](méi)有機(jī)械系統(tǒng)連接方向盤(pán)和轉(zhuǎn)向器，所以根本不可能控制汽車(chē)的轉(zhuǎn)向。 </p><p>　　6.對(duì)線(xiàn)控動(dòng)力轉(zhuǎn)向系統(tǒng)的展望 </p><p>

70、　　盡管線(xiàn)控動(dòng)力轉(zhuǎn)向系統(tǒng)現(xiàn)在不盡如人意，但SBW仍然清楚的是汽車(chē)發(fā)展方向。SBW系統(tǒng)消除了機(jī)械之間的聯(lián)系，方向盤(pán)，輪胎的設(shè)計(jì)就會(huì)大大簡(jiǎn)化了。不僅提高了設(shè)計(jì)的效率,而且提高了汽車(chē)的經(jīng)濟(jì)性,并從整體上提高安全性。SBW系統(tǒng)的工作主要由電子元器件承擔(dān)。電子元件的應(yīng)用標(biāo)志著相當(dāng)數(shù)量的機(jī)械零件的減少,以及轉(zhuǎn)向系統(tǒng)整個(gè)尺寸和重量的減輕。轉(zhuǎn)向的整個(gè)過(guò)程由電子器件來(lái)實(shí)現(xiàn)，這大大提高了車(chē)輛的燃料利用率。因?yàn)橹挥性谛枰D(zhuǎn)向的時(shí)候，才有能量消耗?；谒矔r(shí)驅(qū)動(dòng)

71、的條件，控制單元接收其他系統(tǒng)傳來(lái)的數(shù)據(jù)，執(zhí)行機(jī)構(gòu)只供給輪胎所需的力。轉(zhuǎn)向性能的提高是依賴(lài)于傳感器所接收到的速度、牽引力控制系統(tǒng)及其他有關(guān)的變量。當(dāng)事故發(fā)生時(shí)，對(duì)司機(jī)最危險(xiǎn)的是方向盤(pán)的碰撞。在裝有SBW系統(tǒng)的汽車(chē)上，許多由于方向盤(pán)的傷害和死亡都可以消除。 </p><p>　　由于取消了機(jī)械連接，所以轉(zhuǎn)向的高可靠性是絕對(duì)必要的。在歐洲，已經(jīng)有相關(guān)的標(biāo)準(zhǔn)，如IEC 61508和EN 61511。單純的電子系統(tǒng)不能保證