(三)工厂用自动升降电梯的机电一体化设计外文翻译

1、作者:PanHongliang封面仅供个人学习毕业论文（设计）外文翻译题 目：特种车辆制动系统改进设计控制系统稳定性是针对提高驾驶安全性提出地一系列措施中最新地一个这个系统 能够在40毫秒内实现从制动开始到制动恢复地过程，这个时间是人地反应时间得七倍.他 们通过调整汽车扭矩或者通过应用汽车左侧或右侧制动，如果需要其至两者兼用，来实现 准确地行车路线.这个系统已被应用于奔驰S600汽车了.稳定地机械自动系统能够在制动时发现肇端，并且在驾驶人员发现能够反应以前实 现车辆地减速.安全玻璃,安全带，撞击缓冲区，安全气粪,ABS系统，牵引力控制系统还有现在地稳定 调节系统汽车安全系统地连续升级，已经产生

2、了一种为保护汽车所有者安全地设计模式. 稳定调节系统帮助驾驶员从不可控制地曲线制动中解脱出来，从而避免了汽车地摆动滑 行和交通事故.利用计算机和一系列传感器，稳定调节系统能够检测到制动轮地打滑并且比人更快 地恢复对汽车地方向控制.系统每口万分之一秒作出一次快速捕捉，以及断断汽车是否在 按照驾驶员地路线行驶.如果检测到汽车行驶路线和驾驶员驾驶路线存在一个微小地偏 差，系统会在瞬间纠正发动机扭矩或者应用汽车左右制动.过程地标准反应时间是40毫 秒-人地平均反应时间地七分之一.罗伯特博世工程系统负责人安东范桑特解释说：一个稳定地控制系统能够感 觉到”驾驶员想要运动地方向，通过控制转向角度，油门踏板地

3、位置,制动板地状态来确定 汽车实际运动路线地偏航比率(汽车偏离方向轴地角度)和横向加速度”.工程负责人阿 明马勒领导着范桑特地工作小组和奔驰汽车公司地工程师发明了第一个完全有效地稳 定调节系统，该系统山发动机扭矩控制系统，制动系统，牵引控制系统组成以实现理想与 现实运动之间地最小差距.汽车安全专家相信稳定调节系统能够减少交通事故地发生，至少是在伤亡严重地事 故方面.安全统讣表明，多数地单车撞击事故伤亡(占伤亡事故发生地4%),事故能够通过 应用这项新技术避免这项新系统地额外费用主要用于一系列U前汽车日益普遍应用地 制动/牵引控制锁组件.稳定调节系统技术首次应用于欧洲地奔驰S600汽车，是山德国

4、斯图加特市地罗伯特 博世公司和奔驰公司在过去儿年共同研制地.该系统在博世公司被称为汽车动力控制 (VDC),而默西迪称它为稳定电控系统(ESP)，作用就是在任何状况下维持车辆地稳定 性.博世公司开发了这项系统，奔驰公司把它应用于车辆.工程师默西迪丝在柏林应用戴 姆勒奔驰汽车虚拟驾驶模拟器在极限情况下对系统进行评估，例如极强地侧风然后他们 在瑞典地安杰普劳附近地后娜瓦安湖地冰面上进行性能测试工作通常是在公路上进行 以适用于公共汽车和大卡车，例如避免地折合问题.稳定调节系统将在1995年中应用于欧洲S系列产品上，随后会在1996年进入美国 市场（1995年11月产品）.用户可以选择750美元地系统

5、，就像应用于默西迪丝地实验用 地V8发动机上地，也可以选择价格为2400美元地应用于六缸发动机汽车地系统.后者地 系统中差不多有1650美元是用于牵引控制系统,该系统是稳定性系统地先决条件.并不是只有博世公司一家在开发这样地安全系统，美国密歇根州地ITT（美国国际电 信公司）汽车公司地奥伯恩希尔，在1995年1月底特律北美国际汽车展览会上展示了 了 惋管理系统（ASMS）, “车辆控制器应该像空对地导弹地控制器那样，比较而言，事实 上那已经实现了，不同地是两者地费用不同”，美国国际电信公司驻欧洲空对地导弹控制 工程负责人约翰尼斯格雷得说.北美ITT公司汽车制动和底盘工程”主管汤姆麦兹 指出，在

6、未来十年美国国际电信公司地系统要首先出现在车辆上.很多工程师正在六辆特 殊制造地精密车辆模型上调试这种系统.一个比较简单和较低效率地博世地稳定调节系统也在1995年出现在慕尼黑宝马公司 地AG系列750iL和850Ci V-12两款车上.宝马公司地稳定调节系统（DSC）运用地车轮 速度传感器同牵引控制系统和标准ABS防抱死系统一样能够识别外部情况，使车辆更容易 实现曲线行驶和转弯.为了检测出车辆转弯时潜在地危险,DSC系统检测地是两前轮在转 弯时地速度差,DSC系统添加了一个更高级地角度传感器利用现有地一个车辆速度，并且 引入了它自身带有地关于完全抱死系统,牵引控制系统，稳定调节系统软件控制原

7、理.新地博世和ITT自动稳定调节系统得益于航空丄业高级技术地发展，就像超音速发动 机，汽车地稳定调节单元运用一个基于计算机系统地传感器来调和人与系统之间地，还有 轮胎与地面之间差异.另外，系统采用了用于导弹制导系统地回旋传感器.优于ABS防抱死系统和牵引控制系统之处根据范桑特和博世公司地瑞娜伊哈德，杰瑞帕夫在汽车工程师杂志所提到 地,稳定调节系统是ABS防抱死系统和牵引控制系统地合理扩展.但是ABS系统地作用发 生在制动时车轮转向将被锁死时,牵引控制是预防加速时地车轮滑动，稳定系统是当汽车 自山转向时能独立于驾驶员作出操作依黑不同地驾驶状况系统可以使每个车轮制动或 者迅速使四个轮转速适合于发动

8、机地扭矩，从而使车辆稳定和减少山于制动失控带来地 危险.新系统不仅仅控制完全制动还可以作用与部分制动，行车路线,加速度，车轮与发动 机动作地滞后等,这些是ABS防抱死系统和牵引控制系统所远远不能达到地.三种主动地安全系统地作用时刻是一致地，那就是一个车轮被锁死或者车轮渐渐失 去方向稳定性或者车轮使得行驶更加困难如果一辆车必须在较低摩擦系数地路面制动， 必须避免车轮抱死以保持行驶稳定性和可驾驶性.ABS防抱死系统和牵引控制系统能够预防侧滑，而稳定性系统采取减少侧面受力地稳 定措施如果行驶车辆地侧力不再适当地分配在一个或者更多轮上,车辆就会失稳，尤其 是车辆沿曲线行驶时驾驶员感觉到地“摇摆”起初是

9、转弯或者与车地轴线形成一个纺锤 形时.一个独立地传感器必须能够识别这个“纺锤”，而ABS防抱死系统和牵引控制系统 通过车轮地转速不能检测车辆地横向运动.转向操作新系统通过对微小地汽车不足转向（当车辆对于方向盘操作反应迟缓）和方向盘地 “过敬”反应（后轮发生来回摆动）当车辆在转向时如果发生不足转向和过度转向运动 时,稳定调节系统能够通过后轮进行内部制动（针对曲线）纠正错误这种情况是驾驶员 不能感觉类似于ABS防抱死系统接近于抱死极限，而使车辆不失去控制.稳定调节系统能 够通过发动机降速或者单轮制动来减小推动力.博世公司地研究员解释说：“侧面偏离角度表明此时车辆地偏航灵敬性，并反映为转 向角度，转

10、向角度随着车辆偏离角度地增大而减小一旦偏离角度超过某一限度,驾驶员 就很难重新进行操作.在干燥地路面偏离角度不能够超过10度，而在积雪路面上极限偏离 角度为4度.多数司机没有从制动中恢复地经验.他们不知道轮胎和地面之间地摩擦系数，更不知 道他们地车地侧缘稳定边界.当极限被冲破时，驾驶员通常会很紧张以至于做出错误地反 应.ITT地格雷柏解释说：“过度转向引起车辆摆尾,使汽车更快地失控.ASMS传感器能够 快速地检测到制动开始时各个车轮地活动，从而使车辆恢复到稳定行驶轨道.对于稳定调节系统界面地可操作性是很重要地,这样可以预示带有稳定系统地驾驶 和普通驾驶给人地感觉没有什么区别.稳定系统最大地优点

11、在于速度，它不仅可以对制动作岀快速反应，还可以对车辆状况 （例如车重变化，轮胎磨损），路面质量作出快速反应统就能够通过改变侧面受力平横处 理，达到最好地驾驶稳定性.稳定系统识别驾驶员想达到地（理想路线）和车辆实际行驶路线（实际路线）地不 同，U询地汽车需要一套高效地传感器和一台高效处理信息地处理器.博世公司地VDC/ESP电子控制单元是一个山两个48兆地ROH组成地传统实验电路板. 范桑特说：“48KB地内存容量是大量用以完成设计任务地智能地代表”.他在SAE 中指出.ABS防抱死系统是独立地，只提供四分之一地这样地容量，而ABS和牵引控制系统 组合在一起地容量只有这个软件容量地一半.除了 A

12、BS防抱死系统和牵引控制系统所具有地关系传感器外,VDC/ESP运用了偏航比 率传感器，横向加速度传感器，转向角传感器,制动压力传感器来获取汽车方向盘上地传 感器由一组安装在方向盘上地发光二极管和光敬二极管上组成.一只硅压力传感器通过 控制前轮刹车内压力油地压力控制制动压力（因为制车压力来源于驾驶员）.确定车辆实际地行驶路线是一项非常复杂地工作.通过必须地纵向滑动车轮速度传 感器提供给反向制动或者牵引控制系统地车轮转速信号，以对可能发生地动作作出精确 地分析，无论如何侧向难预料地运动分析是必须地，所以系统必须再拓展两个额外地传感 器一-偏航比率传感器和侧向加速度传感器.横向加速度表检测沿曲线行

13、驶时所带来地受力状况这种类似地传感器通过一台直 线霍尔发电机把弹簧地直线运动转变成电信号来实现对弹簧机构地控制这种传感器必 须很灵敬,它地控制角为1.4g.最新地稳定调节系统地核心在于类似于陀螺仪地偏航比率回转仪.传感器测量车辆 对竖直轴地旋转.这个测量原理来源于航空工业，并且被博施公司大规模地应用于汽车工 业.现有地回转仪市场提供两种选择，一种是应用与航空航天业地价值6000美元（山位于 英国罗彻斯特地美国通用电器公司航空股份有限公司提供），另一种是用于照相机地价值 160美元曲SAE报得知博施公司采取一种圆柱形设计方案以实现低成本下地高性能.这 种传感器需要一项更大地投资以应对汽车所处地极

14、端环境状态同时偏航比率回转仪地 价格必须降低，这样才能充分应用与汽车.偏航比率回转仪有一个复杂地内部结构,其内部是有一个很小地圆柱形钢管伺服测 量元件.圆柱地薄壁上有压电元件能够在15千赫兹地频率下震动.四对这样地感应器安放 在圆柱体地周围，一对元件地位置与另一对地位置相对.其中地一对通过应用正弦电压引 起柱体在其固有频率下产生共振，并将振动传送给变频器.在每一对传感器之间,振颤节 点绕着汽车地垂直轴作细微地运动.这时如果没有偏航输入,震动曲线就是一条稳定地曲 线.如果有信号输入，节点地位置和曲线地波谷就会在相对地防线绕着圆筒壁做旋转运动 （科里奥利加速度）这个轻微地位移就会成为汽车偏航比率地

15、度量标准.许多司机都相互宣传他们地车辆在光滑转弯处，车尾部将要被甩出去地时候,新系统 会把车辆“推”回到正确地轨迹上方面地经验.许多观察员指出，稳定调节系统可能会使司机在较低摩擦力地路面上过分自信，尽管 他们占少数.或许需要指导司机怎样来恰当地使用车辆稳定调节系统.就像当初让司机学 习不能向防抱死制动系统里泵油一样.虽然只介绍了很少地关于为未来汽车研制地新一代主动安全系统(远远超过了雳达扫 描仪类似地系统)，但避免交通事故仍然是汽车安全工程地主题.美国国际电信公司负责人 指出“当稳定调节技术伴随着汽车结构全面性能稳步提高地时候，多数可避免地事故将不再 发生了” .新一代地安全系统也会起到同样地

16、效果.本文摘自：Automobile Application EngineeringSpin control for carsStability control systems are the latest in a string of technologies focusing on improved dirving safety. Such systems detect the initial phases of a skid and restore directional control in 40 milliseconds, seven times faster than the re

17、action time of the average human. They correct vehicle paths by adjusting engine torque or applying the left- orrigh卜side brakes, or both, as needed The technology has already been applied to the MercedesBenz S600 coupeAutomatic stability systems can detect the onset of a skid and bring a fishtailin

18、g vehicle back on course even before its driver can react.Safety glass, seat belts, crumple zones, air bags, antilock brakes, traction control, and now stability control. The continuing progression of safety systems for cars has yielded yet another device designed to keep occupants from injury Stabi

19、lity control systems help drivers recover from uncontrolled skids in curves, thus avoiding spinouts and accidents.Using computers and an array of sensors, a stability control system detects the onset of a skid and restores directional control more quickly than a human driver can. Every microsecond,

20、the system takes a snapshot, calculating whether a car is going exactly in the direction it is being steered If there is the slightest difference between where the driver is steering and where the vehicle is going, the system corrects its pa什in a split-second by adjusting engine torque and/or applyi

21、ng the cats left- or right-side brakes as needed Typical reaction time is 40 milliseconds - seven times faster than that of the average human.A stability control system senses the drivers desired motion from the steering angle, the accelerator pedal position, and the brake pressure while determining

22、 the vehicles actual motion from the yaw rate (vehicle rotation about its vertical axis) and lateral acceleration, explained Anton project leader of the Robert Bosch engineering team. Van group and a team of engineers from Mercedes-Benz, led by project manager Armin Muller, developed the first fully

23、 effective stability control system, which regulates engine torque and wheel brake pressures using traction control components to minimize the difference between the desired and actual motio n.Automotive safety experts believe that stability control systems will reduce the number of accidents, or at

24、 least the severity of damage Safety statistics say that most of the deadly accidents in which a single car spins out (accounting for four percent of all deadly collisions) could be avoided using the new technology. The additional cost of the ne systems are on the order of the increasingly popular a

25、ntilock brake/traction control units now available for cars.The debut of stability control technology took place in Europe on the Mercedes-Benz S600 coupe this spring Developed jointly during the past few years by Rober Bosch GmbH and Mercedes-Benz AG, both of Stuttgart, Germany, Vehicle Dynamics Co

26、ntrol (VDC). in Bosch terminology, or the Electronic Stability Program (ESP), as Mercedes calls it, maintains vehicle stability in most driving situations. Bosch developed the system, and Mercedes-Benz integrated it into the vehicle Mercedes engineers used the state-of-the-art Daimler-Benz virtual-r

27、eality driving simulator in Berlin to evaluate the system under extreme conditions, such as strong crosswinds. They then put the system through its paces on the slick ice of Lake Hornavan near Aijeplog, Sweden. Work is currently under way to adapt the technology to buses and large trucks, to avoid j

28、ack-knifing, for example.Stability control systems will first appear in mid-1995 on some European S-Class models and will reach the U.S inarket during the 1996 model year (November 1995 introduction). It will be available as a $750 option on Mercedes models with V8 engines, and the following year it

29、 will be a $2400 option on six-cylinder $1650 of the latter price is for the traction control system, a prerequisite for stability control.Bosch is not alone in developing such a safety system ITT Automotive of Auburn Hills, Mich., introduced its Automotive Stability Management System (ASMS) in Janu

30、ary at the 1995 North American International Auto Show in DetroitASNIS is a quantum leap in the evolution of antilock brake systems, combining the best attributes of ABS and traction control into a total vehicle dynamics management system/1 said Timothy D Leuliette, ITT Automotive president and chie

31、f executive officer.HASMS monitors what the vehicle controls indicate should be happening, compares that to what is actually happening, then works to compensate for the difference/1 said Johannes Graber, ASMS program manager at ITT Automotive Europe ITTs system should begin appearing on vehicles wor

32、ldwide near the end of the decade, according to Tom Mathues, director ofWhereas ABS and traction control prevent undesired longitudinal slip, stability control reduces loss of lateral stability. If the lateral forces of a moving vehicle are no longer adequate at one or more wheels, the vehicle may l

33、ose stability, particularly in curves What 什 drive fishtailing is primarily a turning or spinning around the vehicles axis A separate sensor must recognize this spinning, because unlike ABS and traction control, a cars lateral movement cannot be calculated from its wheel speedsSPIN HANDLERSThe new s

34、ystems measure any tendency toward understeer (when a car responds slowly to steering changes), or over-steer (when the rear wheels try to swing around). If a car understeers and swerves off course when driven in a curve, the stability control system will correct the error by braking the inner (with

35、 respect to the curve) rear wheel. This enables the driver, as in the case of ABS, to approach the locking limit of the road-tire interface without losing control of the vehicle The stability control system may reduce the vehicles drive momentum by throttling back the engine and/or by braking on ind

36、ividual wheels Conversely, if the hteral stabilizing force on the rear axle is insufficient, the danger of oversteering may result in rear-end breakaway or spin-out. Here, the system acts as a stabilizer by applying the outer-front wheel brakeThe influence of side slip angle on maneuverability, the

37、Bosch researchers explained, shows that the sensitivity of the yaw moment on the vehicle, with respect to changes in the steering angle, decreases rapidly as the slip angle of the vehicle increases Once the slip angle grows beyond a certain limit, the driver has a much harder time recovering by stee

38、ring. On dry surfaces, maneuverability is lost at slip-angle values larger than approximately 10 degrees, and on packed snow at approximately 4 degreesMost drivers have little experience recovering from skids. They aren*t aware of the coefficient of friction between the tires and the road and have n

39、o idea of their vehicles lateral stability margin. When the limit of adhesion is reached, the driver is usually caught by surprise and very often reacts in the wrong way, steering too much Oversteering： ITTs Graber explained, causes the car to fishtail, throwing the vehicle even further out of contr

40、ol. ASMS sensors, he said, can quickly detect the beginning of a skid and momentarily activate the brakes at individual wheels to help return the vehicle to a stable line.It is important that stability control systems be user-friendly at the limit of adhesion - that is, to act predictably in a way s

41、imilar to normal drivingThe biggest advantage of stability control is its speed - it can respond immediately not only to skids but also to shifting vehicle conditions (such as changes in weight or tire wear) and road quality. Thus, the systems achieve optimum driving stability by changing the latera

42、l stabilizing forcesFor a stability control system to recognize the difference between what the driver wants (desired course) and the actual movement of the vehicle (actual course), current cars require an efficient set of sensors and a greater computer capacity for processing informationThe Bosch V

43、DC/ESP electronic control unit contains a conventional circuit board with two partly redundant microcontrollers using 48 kilobytes of ROM each The 48-kB memory capacity is representative of the large amount of intelligence required to perform the design task, van Zanten said. ABS alone, he wrote in

44、the SAE paper, would require one-quarter of this capacity, while ABS and traction control together require only one half of this software capacity In addition to ABS and traction control systems and related sensors, VDC/ESP uses sensors for yaw rate, lateral acceleration, steering angle, and braking

45、 pressure as well as information on whether the car is accelerating, freely rolling, or braking It obtains the necessary information on the current load condition of the engine from the engine controller. The steering-wheel angle sensor is based on a set of LED and photodiodes mounted in the steerin

46、g wheel. A silicon-microniachine pressure sensor indicates the master cylinders braking pressure by measuring the brake fluid pressure in the brake circuit of the front wheels (and, therefore, the brake pressure induced by the driver)Determining the actual course of the vehicle is a more complicated

47、 task Wheel speed signals, which are provided for anti lock brakes/traction control by inductive wheel speed sensors, are required to derive longitudinal slip. For an exact analysis of possible movement, however, variables describing lateral motion are needed, so the system must be expanded with two

48、 additional sensors - yaw rate sensors and lateral acceleration sensorsA lateral accelerometer monitors the forces occurring in curves This analog sensor operates according to a damped spring-mass mechanism, by which a linear Hall generator transforms the spring displacement into an electrical signa

49、l. The sensor must be very sensitive, with an operating range of plus or minus 1.4 gYAW RATE GYROAt the heart of the latest stability control system type is the yaw rate sensor, which is similar in function to a gyroscope The sensor measures the speed at which the car rotates about its vertical axis

50、. This measuring principle originated in the aviation industry and was further developed by Bosch for large-scale vehicle production. The existing gyro market offers two widely different categories of devices: $6000 units for aerospace and navigation systems (supplied by firms such as GEC Marconi Av

51、ionics Ltd., of Rochester, Kent, U.K.) and SI60 units for videocameras. Bosch chose a vibrating cylinder design that provides the highest performance at the lowest cost, according to the SAE paper A large investment was necessary to develop this sensor so that it could withstand the extreme environm

52、ental conditions of automotive use At the same time, the cost for the yaw rate sensor had to be reduced so that it would be sufficiently affordable for vehicle useThe yaw rate sensor has a complex internal structure centered aiound a small hollow steel cylinder that serves as the measuring element.

53、The thin wall of the cylinder is excited with piezoelectric elements that vibrate at a frequency of 15 kilohertz Four pairs of these piezo elements are arranged on the circumference of the cylinder, with paired elements positioned opposite each other. One of these pairs brings the open cylinder into

54、 resonance vibration by applying a sinusoidal voltage at its natural frequency to the transducerso another pair, which is displaced by 90 degrees, stabilizes the vibration. At both element pairs in between, so-called vibration nodes shift slightly depending on the rotation of the car about its verti

55、cal axis. If there is no yaw input, the vibration forms a standing wave. With a rate input, the positions of the nodes and antinodes move around the cylinder wall in the opposite direction to the direction of rotation (Coriolis acceleration). This slight shift serves as a measure for the yaw rate (a

56、ngular velocity) of the carSeveral drivers who have had hands-on experience with the new systems in slippery cornering conditions speak of their cars being suddenly nudged back onto the right track just before it seems that their back ends might break away.Some observers warn that stability controls might lure some drivers into overconfidence in lowfriction driving situations, though they are in the minority. It may, however, be necessary to instruct drivers as to ho