专业英语电子转向系统

1、电子信息工程专业英语期末考查第7页0芍4自必弟也huanghe s&t college电子动力转向系统院（系）名称专业班级学生姓名学号2013年 6月14日电子动力转向系统电动转向系统使用的电动马达直接驱动动力转向液压泵或转向联动装置。动力转向功能，因此独立的发动机转速，产生显着的能源节约。它是如何工作的：传统的动力转向系统中使用的发动机附件皮带驱动泵， 提供加压流体操作的 活塞中的动力转向齿轮或致动器，以辅助驾驶员。电动液压转向，由一个电动马达驱动的电动转向概念使用一个高效率的泵。 泵的转速的调节由一个电动控制器， 以改变泵的压力和流量，提供专为不同的驾 驶的情况下的转向工作。该泵可

2、在低速运行或关闭，在直线行驶时节约能源（这 是世界大部分市场的大部分的时间）。直接电动转向使用电动马达经由齿轮机构（没有泵或流体）连接到转向齿条。 多种类型的电机和齿轮传动装置是可能的。微处理器控制转向动力和驱动程序的 效果。输入包括车速，转向，车轮扭矩，角度位置和转弯速度。详细的工作：一个“转向传感器”位于输入轴即进入变速箱壳体的地方。转向传感器实际上是在一个两位一体的传感器：“转矩传感器”的输入的转向转矩和它的方向转换 成电压信号，并转换成电压信号的旋转速度和方向的“旋转传感器”。共用同一个壳体的一个“接口”电路的信号转换成控制电子装置来自扭矩传感器和旋转 传感器的可以处理的信号。来自转向

3、传感器的输入信号被一个微处理器控制单元 消化，它也监视车辆的速度传感器的输入。该传感器的输入，然后比较，以确定 需要多大的权力，辅助是根据在控制单元的内存里的预编程的“力地图”，。控制单元，然后发送相应的命令给“动力装置”，然后提供电动机电流。电机推压 机架的右侧或左侧根据这种方式电压流量（换向旋转电机的电流的相反方向）。随着电动机电流的增加，电力辅助量也跟着增加。该系统具有三种操作模式：“正常”的控制模式中，向左或向右的功率助推 被提供作为对转向扭矩和旋转感应器的输入信号的响应，一个“返回”控制模 式，它被用于在一个转向后协助完成转弯； 和“阻尼器”的控制模式，它没用于 改变车速，以改善道路

4、的感觉，抑制回旋。如果方向盘被打开并保持在充分锁定 位置和转向辅助达到最大值，则控制单元减少向电动马达输送的电流， 以防止过载的情况下，可能会损坏电机。控制单元的设计也可以保护，防止由有故障的发 电机或充电问题引起的电压突波。这种电子转向控制单元是能够自我诊断故障通 过监测系统的输入和输出和电动马达的驱动电流。如果出现问题，控制单元通过电源单元驱动故障安全继电器将系统关闭。 这消除了所有的辅助电源，使系统恢 复到手动转向。破折号epsw告灯同时亮起，以提醒驾驶员。对于要诊断的问题， 技术员来到服务检查连接器的端子上，就可以读出故障码电子能源转向系统希望能在不增加成本的情况下，减轻重量，节省燃料

5、和包 装的灵活性。欧洲的高的燃油价格和小型车辆为电动转向提供了广阔的测试平台，汽车制造商承诺的节省重量和燃油经济性收益的技术。 在很短的时间，在美国也将使电 动转向取得成功。在密歇根州萨吉诺主任德尔福沙基诺从事转向系统的研究和开 发的编辑aly badawy说：“它仅仅只是一个时间问题，”现在这个问题是在我 们身后的费用问题。到2002年，在这里，在美国电子能源转向的成本将绝对超 过液压洗。今天，电动和混合动力汽车（em,包括丰田的普锐斯和通用汽车公司的 ev-1 是电子能源转动的完美的代表。但到 2010年，trw公司内部研究估计，在世界 上生产的每三辆汽车将配备一个某种形式的电动助力转向。

6、克利夫兰的供应商声称其新的转向系统可以提高燃油经济性高达 2英里，同时增强处理能力。有真正 的底线收益，以及为汽车制造商降低整体成本，并减少装配时间，因为不需要泵， 软管和流体”另一个宣传的优点是缩短开发时间。例如，德尔福集团开发的e-tune乘坐和处理的软件包，可以运行一台笔记本电脑。“他们可以把那台电脑，插上电源，连接到控制器，并改变所有的处理参数-努力水平，回正，阻尼-上飞”， badawy说。“这需要几个月的时间。”德尔福有一个 oems户，在99年开始 小批量生产。电动转向装置通常放置在三个位置： 列驱动器，齿轮驱动器和机架 驱动。哪个系统将成为常态，目前仍不清楚。短期来看，整合到现

7、有的平台oem厂商最容易的是选择转向系统。显然，更大的潜力来自系统设计，成一个全新的 平台。”赫尔曼博士说斯特雷克尔 gmuend勺施瓦本，德国采埃孚转向系统事业 部的集团副总裁说：“我们所有三种正在考虑的设计，哪个版本终将使用和制造 的市场和原始设备制造商（oem。” “大厂家都抓住了他们考虑的核心技术， 在 密歇根州斯特林高地trw公司的副总裁詹姆斯解释说：“大厂家都抓住了他们考 虑的核心技术，电动助力转向，他的公司提供了一系列的电动转向系统 （混合动 力电动，机架，小齿轮，和列驱动器）。trw公司仍然认为它最初集中在最纯粹 的工程解决方案-电动转向齿条驱动系统。该系统有时也指直接驱动或球

8、/螺母 驱动器。不过，这个冬天 trw寸冲赌注，形成一个合资企业，lucasvarity 。英 国供应商收到5000万美元的外汇，其电动的列驱动转向技术和套。列和齿轮传 动电动转向系统的初始生产预计于 2000年在英国伯明翰开始。当前发明与提供的供给动力的援助一电子功率驱动器马达关连给车操纵机 构。根据当前发明的一个方面，那里为提供供给动力的援助提供一个电子功率驱 动器机制给有车的操纵机构一名手动地可旋转的成员为操作操纵机构、传动机构包括可行扭矩的传感器感觉手动地被申请于可旋转的成员的扭矩，一个电子功率驱动器马达操纵着被连接到可旋转的成员和安排控制主驱动电动机自转速度和 方向以回应从扭矩传感器

9、收到的信号的控制器，扭矩传感器包括为与可旋转的成 员的连接适应的传感器轴形成引伸因此， 以便扭矩通过前述传感器轴被传送，当 时可旋转的成员被转动，并且应变仪在导致的信号传感器轴手动地登上表示通 过前述轴被传送的相当数量扭矩。传感器轴不旋转更好地登上在一个轴向末端在 第一名联结成员和不旋转地登上在它的相反轴向末端在第二名联结成员，第一和第二名联结成员相互允诺允许有限的自转之间连接，以便在一个被预先决定的极限之下的扭矩由仅传感器轴传送， 并且，以便在前述被预先决定的极限之上的扭 矩通过第一和第二名联结成员被传送。更适宜地安排第一和第二名联结成员作为操纵的连接的第一和第二个部分 的一座桥梁互相的旋转

10、式成员。合适的传感器轴是通常在多数的长方形横断面它 的长度中。应变仪包括一个或更多的适应地看见了谐振器绑到传感器轴上。好的马达操纵的被连接到可旋转的成员通过传动器。马达更好地包括一个工具箱和同 心地被安排相对可旋转的成员。当前发明的various方面此后将描述，关于伴随 的图画，：图1是一个车操纵机构的一个图表看法包括一个电子功率驱动器机 制根据当前发明，图2是说明在图显示的传动机构的各种各样的组分的之间流 程图互作用1上，图3是一个轴截面通过在图显示的传动机构 1,图4上是一张截面图被采取沿着线iv-iv在表3,图5是在图显示的输入推进联结的一张更加 详细的分解图3上，和图6是显示在表3.的

11、传动器的一张更加详细的分解图。图1的最初referring，那里显示一个车操纵机构10操纵的被连接到一个对易操纵 的路轮子12。这个显示的操纵机构包括一个齿条和齿轮汇编14被连接到路轮子12通过联接15。鸟翼末端（没显示）汇编14可旋转地驾驶一名手动地可旋转的 成员以驾驶杆18的形式哪些由方向盘19手动地转动。这个驾驶杆18包括包括 一台电主驱动电动机的一个电力的传动机构30 （没显示在驾驶的鸟翼末端图1）上以回应在驾驶杆18的扭矩装货为了为机械人员提供力量援助，当转动方向盘 19时。如概要地被说明在表2,电力的传动机构包括测量驾驶杆申请的扭矩18,当驾驶鸟翼末端时并且提供信号给控制器 40的

12、扭矩传感器20。控制器40被连 接到主驱动电动机50并且控制电流被提供给马达 50控制马达50和它的自转的 方向扭矩引起的相当数量。马达 50操纵的更适宜地被连接到驾驶杆 18通过工 具箱60,更适宜地一个周转齿轮箱子和传动器 70o在一定条件下传动器70在 正常运行时更适宜地永久地接合并且是有效的隔绝从马达50的驱动使鸟翼末端通过传动机构30手动地被驾驶。 这是使机制的安全特点起作用在试图的马达 50情形下驾驶太快速的驾驶杆并且/或者在错误的方向或在案件电动机和工具 箱占领了。扭矩传感器20更适宜地是一个汇编包括在扭矩应用达到的传感器轴登上 应变仪能够准确测量张力在一个被预先决定的范围之内的

13、一个短的传感器轴。被测量扭矩的被预先决定的范围是 0-lonm;更好是关于l-5nm。被测量的扭矩的范 围更好地对应于大约0-1000微指令，并且传感器轴的建筑更好被选择这样5nm扭矩比在轴的2导致较少的转弯，少于 1。好的应变仪是锯谐振器，在 wo91/13832被描述的一台适当的锯谐振器。类似在图显示的那 wo91/13832 3上更好地运用配置，二看见谐振器被安排在对轴轴的45°和在90°对互相。谐振器经营与在200-400 mhb问共鸣频率和被安排导致信号到控制器1 mhz40 ±500 khz根据传感器轴的自转方向的自我调节。因此，当传感器轴不被扭转的归

14、结于缺乏扭矩时，它导致一个 1 mhz1号。当它导致在1.0至ij 1.5 mh吐问的 一个信号的传感器轴在一个方向被扭转。当传感器轴在相反方向时被扭转它导致在1.0到0.5 mhz之间的一个信号。因而同样传感器能导致信号表示程度扭矩并且传感器轴的自转的方向。好的马达扭矩引起的相当数量以回应在0-10nm之间被测量的扭矩是0-40nnfi并且为在l-5nm之间被测量的扭矩是0-25nm反 馈电路提供自我调节，借以马达使用的电流由控制器40测量并且比较保证马达在正确方向运行并且提供期望功率协助。控制器更好地行动使被测量的扭矩降低到零和如此控制马达增加它的扭矩产品减少被测量的扭矩。（没显示）更适宜

15、地提供车速传感器哪些寄发一个信号表示车速到控制器。控制器使用这个信号修改程度力量协助提供以回应被测量的扭矩。将提供在低车速最大力量协助的， 因而，并且将提供高车速极小的力量协助。 更适宜地是逻辑顺序器有一个现场可 编程序的门数组例如xc4005如xilinx供应这个控制器。 这样控制器不依靠软 件和，因此能更起作用可靠地在汽车车环境里。被想象也许使用有逻辑的序列一个现场可编程序的列阵。一个电力传动机构10的a具体建筑在表3.被说明eps电子助力转向系统（eps,和液压动力转向系统（hps相比，epsm 有更多优点。eps的优点是：1）高效率。高压钠灯的效率非常低，一般在 60%至70%,而ep

16、s和电气 连接，效率高，有的可高达90%。2）能量消耗少。汽车交通的实际过程中，约5%的时间旅行的时候，hps系统，发动机运转，水泵将始终处于工作状态，石油管道一直在流通，使车辆的 燃油消耗率4%至6%,而每股盈利仅在需要时为能源，车辆的燃油消耗率只增 加了 0.5%。3） “路感”好。因为车内部刚性的使用，使系统的滞后可以由软件控制， 可用于根据操作的驱动程序来调节。4）回好。eps结构简单，内阻小，是一个很好的背，拿回来是最好的特 点，提高了车辆的操控性和稳定性。5）环境污染少。hps液压回路中的液压软管和连接器，油泄漏的存在， 但无法恢复液压软管，在一定程度上对环境的污染，而eps几乎没

17、有对环境造成 污染。6）可以是独立的发动机的工作。eps为电池供电的设备，只要电量充足，不管是什么条件，发动机都可以产生动力的作用。7）有一个广泛的范围。8）易于组装和良好的布局。现在，一些汽车的动力转向系统已经成为标准制定，全世界约有一半的汽 车使用动力转向。随着汽车电子技术的发展，一些汽车已经采用电动助力转向齿 轮，汽车的经济性，动力和流动性有所改善。汽车电动助力转向装置在汽车上是 一个新的动力转向系统设备，近年来在国内外发展迅速，由于其采用可编程的电 子控制装置，与此同时它的灵活性也有了安全隐患。在分析这种独特的产品的特 点，制作者结合电子控制装置的特性和安全检查， 指出了有关安全性因素

18、的问题 提出了处理安全性的措施，并讨论了一些涉及安全的具体问题。结果是：现有的 标准不能满足电动动力转向装置的安全需求， 并提出了对电动助力转向装置进行 安全性测评的思。研究关于电动助力转向装置的发展和评估工作具有参考价值电子信息工程专业英语期末考查 第8页英语原文electronic power steering systemelectrically powered steering uses an electric motor to drive either the power steering hydraulic pump or the steering linkage directly

19、. the power steering function is therefore independent of engine speed, resulting in significant energy savings.how it works: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 t

20、o assist the driver.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 pressure and flow, providing steering efforts tailored for different driving situations

21、. 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 most world markets).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

22、 gear drives is possible. a microprocessor controls steering dynamics and driver effort. inputs include vehicle speed and steering, wheel torque, angular position and turning rate.working in detail:a "steering sensor" is located on the input shaft where it enters the gearbox housing. the s

23、teering sensoris actually two sensorsin one: a "torque sensor" that converts steering torque input and its direction into voltage signals, and a "rotation sensor" that converts the rotation speed and direction into voltage signals. an "interface" circuit that shares the

24、 same housing converts the signals from the torque sensor and rotation sensor into signals the control electronics can process. inputs from the steering sensor are digested by a microprocessor control unit that also monitors input from the vehicle's speed sensor. the sensor inputs are then compa

25、red to determine how much power assist is required according to a preprogrammed "force map" in the control unit's memory. the control unit then sends out the appropriate command to the "power unit" which then supplies the electric motor with current. the motor pushes the rack

26、 to the right or left depending on which way the voltage flows (reversing the current reverses the direction the motor spins). increasing the current to电子信息工程专业英语期末考查第15页the motor increases the amount of power assist.the system has three operating modes: a "normal" control mode in which le

27、ft or right power assist 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" control mode that changes with vehicle speed to improve roa

28、d feel and dampen kickback.if the steering wheel is turned and held in the full-lock position and steering assist reachesa maximum, the 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 mo

29、tor against voltage surges from a faulty alternator or charging problem.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 problem occurs, the control unit turns the system o

30、ff 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 illuminated to alert the driver. to diagnose the problem, a technician jumps the terminals on the service check connector and

31、reads out the trouble codesconstructiontorqw unitball screw uni!南lor unhrack axisrack & pinion with variable gearrnliastwriiik!slccringas&igt map.,assisielectric power steering systems promise weight reduction, fuel savings and package flexibility, at no cost penalty.europe's high fuel p

32、rices and smaller vehicles make a fertile testbed for electric steering, a technology that promises automakers 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 re

33、search and development 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 absolutely be a wash over hydraulic."today, electric and hybrid-powered vehicles (ev), including

34、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 in the world will be equipped with some form of electrically-assisted steering. the cleveland-based supplier claims its new s

35、teering systems could improve fuel economy by up to 2 mpg, while enhancing handling. there are true bottom-line benefits as well for automakers by reducing overall costs and decreasing assembly time, since there's no need for pumps, hoses and fluids.another claimed advantage is shortened develop

36、ment time. for instance, a delphi group developed e-tune, a ride-and-handling software package that 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 f

37、ly," badawy says. "it used to take months." delphi has one oem customer that should start low-volume production in '99.electric steering units are normally placed in one of three positions: column-drive, pinion-drive and rack-drive. which system will become the norm is still uncle

38、ar. short term, oems will choose the steering system that is easiest to integrate into an existing platform. obviously,greater potential comes from designing the system into an all-new platform. "we have all three designs under consideration," says dr. herman strecker, group vice president

39、 of steering systems division at zf in schwaebisch gmuend, germany. "it's up to the market and oems which version finally will be used and manufactured." "the large manufacturers have all grabbed hold of what they consider a core technology," explains james handy sides, trw v

40、ice president, electrically assisted steering in sterling heights, mich. his company offers a portfolio of electric steering systems (hybrid electric, rack-, pinion-, and column-drive). trw originally concentrated on what it still believes is the purest engineering solution for electric steering-the

41、 rack-drive system. the system is sometimes refer to as direct drive or ball/nut drive. still, this winter trw hedged its bet, forming a joint venture with lucasvarity. the british supplier received $50 million in exchange for its electric column-drive steering technology and as sets. initial produc

42、tion of the column and pinion drive electric steering systems is expected to begin in birmingham, england, in 2000.the present invention relates to an electrically powered drive mechamsm for providing powered assistanceto a vehicle steering mechanism. according to one aspect of the present invention

43、, 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 steering mechanism, the drive mechanism including a torque sensor operable to sense torque being manually applied to the

44、rotatable member, an electrically powered drive motor drivingly connected to the rotatable member and a controller which is arranged to control the speed and direction of rotation of the drive motor in response to signals received from the torque sensor, the torque sensor including a sensor shaft ad

45、apted for connection to the rotatable member to form an extension thereof so that torque is transmitted through said sensor shaft when the rotatable member is manually rotated and a strain gauge mounted on the sensor shaft for producing a signal indicative of the amount of torque being transmitted t

46、hrough said shaft. preferably the sensor shaft is non-rotatably mounted at one axial end in a first coupling member and is non-rotatably mounted at its opposite axial end in a second coupling member, the first and second coupling members being inter-engaged to permit limited rotation there between s

47、o that torque under a predetermined limit is transmitted by the sensor shaft only and so that torque above said predetermined limit is transmitted through the first and second coupling members. the first and second coupling members are preferably arranged to act as a bridge for drivingly connecting

48、first and second portions of the rotating member to one another. preferably the sensor shaft is of generally rectangular cross-section throughout the majority of its length. preferably the strain gauge includes one or more saw resonators secured to the sensor shaft. preferably the motor is drivingly

49、 connected to the rotatable member via a clutch .preferably the motor includes a gear box and is concentrically arranged relative to the rotatable member. various aspects of the present invention will hereafter be described, with reference to the accompanying drawings, in which :figure 1 is a diagra

50、mmatic view of a vehicle steering mechanism including an electrically powered drive mechanism according to the present invention, figure 2 is a flow diagram 川ustrating interaction between various components of the drive mechanism shown in figure 1 ,figure 3 is an axial section through the drive mech

51、anism shown in figure 1, figure 4 is a sectional view taken along lines iv-iv in figure 3,figure 5 is a more detailed exploded view of the input drives coupling shown in figure 3, and figure 6 is a more detailed exploded view of the clutch showing in figure 3. referring initially to figure 1 , there

52、 is shown a vehicle steering mechanism 10 drivingly connected to a pair of steerable road wheels the steering mechanism 10 shown includes a rack and pinion assembly 14 connected to the road wheels 12 via joints 15. the pinion(not shown) of assembly 14 is rotatably driven by a manually rotatable memb

53、er in the form of a steering column 18 which is manually rotated by a steering wheel 19.the steering column 18 includes an electric powered drive mechanism 30 which includes an electric drive motor (notshown in figure 1) for driving the pinion in response to torque loadings in the steering column 18

54、 in order to provide power assistance for the operative when rotating the steering wheel 19.as schematically 川ustrated in figure 2, the electric powered drive mechanism includes a torque sensor20 which measuresthe torque applied by the steering column 18 when driving the pinion and supplies a signal

55、 to a controller 40.the controller 40 is connected to a drive motor 50 and controls the electric current supplied to the motor 50 to control the amount of torque generated by the motor 50 and the direction of its rotation. the motor 50 is drivingly connected to the steering column 18 preferably via

56、a gear box 60, preferably an epicyclic gear box, and a clutch 70. the clutch 70 is preferably permanently engaged during normal operation and is operative under certain conditions to isolate drive from the motor 50 to enable the pinion to be driven manually through the drive mechanism 30. this is a

57、safety feature to enable the mechanism to function in the event of the motor 50 attempting to drive the steering column too fast and/or in the wrong direction or in the case where the motor and/or gear box have seized.the torque sensor 20 is preferably an assembly including a short sensor shaft on w

58、hich is mounted a strain gauge capable of accurately measuring strain in the sensor shaft brought about by the application of torque within a predetermined range. preferably the predetermined range of torque which is measuredis 0-lonm; more preferably is about l-5nm.preferably the range of measured

59、torque corresponds to about 0-1000 microstrain and the construction of the sensor shaft is chosen such that a torque of 5nm will result in a twist of less than 2 in the shaft, more preferably less than 1 . preferably the strain gauge is a saw resonator, a suitable saw resonator being described in wo91/13832. preferably a configuration similar to that shown in figure 3 of wo91/13832 is utilised wherein two saw resonators are arranged at 45 to the shaft axis and at 90 to one another. preferably the resonators operate with a resonance frequency of betwee