液壓助力轉(zhuǎn)向試驗(yàn)臺(tái)設(shè)計(jì)外文翻譯(共11頁(yè))

《液壓助力轉(zhuǎn)向試驗(yàn)臺(tái)設(shè)計(jì)外文翻譯(共11頁(yè))》由會(huì)員分享，可在線閱讀，更多相關(guān)《液壓助力轉(zhuǎn)向試驗(yàn)臺(tái)設(shè)計(jì)外文翻譯(共11頁(yè))（12頁(yè)珍藏版）》請(qǐng)?jiān)谘b配圖網(wǎng)上搜索。

1、精選優(yōu)質(zhì)文檔-----傾情為你奉上 本科畢業(yè)設(shè)計(jì)（論文） ——外文翻譯 題 目 液壓助力轉(zhuǎn)向試驗(yàn)臺(tái)的設(shè)計(jì) 姓 名 AAAA 專(zhuān) 業(yè) 交通運(yùn)輸 學(xué) 號(hào) 指導(dǎo)教師 AAAA 鄭州科技學(xué)院車(chē)輛與交通工程系 二〇一五年三月 專(zhuān)心---專(zhuān)注---專(zhuān)業(yè) Development o

2、f Controlled Electric Motor-Driven Pump Type Hydraulic Power Steering System Y. Obata Y. Teramae K. Yamamoto In automobile development course, Steering system experienced four stages of development: from the initial mechanical Steering system (for your DNS setting Steering, abbreviation MS) develo

3、pment for Hydraulic Steering system (Hydraulic Power Steering, abbreviation HPS), then again appeared electronically controlled Hydraulic Steering system (Electro Hydraulic Power Steering, abbreviation EHPS) and Electric Power Steering system(Steering, room Power as EPS).Assemble mechanical steerin

4、g system of car parking and low-speed driving, when the driver’s steering control burden too heavy, in order to solve this problem, the American GM in the 1950s took the lead in the car hydraulic steering system. But hydraulic steering system can’t juggle vehicles to speed portability and high speed

5、, so the steering stability Koyo in Japa in 1983, with the company introduced the application of speed sensing function of hydraulic steering system. This new type of steering system can provide speed increased with the decreasing steering, but complicate structure, cost is higher, and cannot overco

6、me hydraulic system itself has many shortcomings, is a cross between a hydraulic steering and electric power steering the transition between the products. In 1988, Japan Suzuki company first in small car equipped with Cervo Koyo company development on the steering column, power type electric power s

7、teering system; In 1990, Japan Honda NSX in sports car company adopted self-developed rack power type electric power steering system, henceforth unveils the electric power steering in car applications history. Along with the vehicles carrying capacity increase as well as the people to the vehicles

8、handling quality request enhancement, the simple mechanical type steering system were already unable to meet the needs, the power steering system arise at the historic moment, it could rotate the steering wheel while the pilot to provide the boost, the power steering system divides into the hydrauli

9、c pressure steering system and the electrically operated steering system 2 kinds. Hydraulic pressure steering system is at present uses the most widespread steering system. Now hydraulic steering system applied in practice most, according to control valves form has turned valve type and rotary pist

10、on cent. The steering system the most important new feature is hydraulic support to exercise, so can reduce the driver role on the steering wheel force. Although the traditional steering system work the most reliable, but there are also many inherent disadvantages, traditional steering system due to

11、 the steering wheel steering wheel and mechanical connection between and produce some unavoidable defect itself: (1) the car by driving technology to characteristics of the serious influence； (2) the transmission ratio, to make the car to fixed properties with steering response speed, and lateral ac

12、celeration, etc, the driver must changes in advance for automobile steering the amplitude and phase change of the operation, which must be compensation control car driving at its will. This will increase the drivers seeking manipulation of the burden, to make the car drive to have a lot of security

13、reasons； (3) the hydraulic steering system economy is poor, general car every one hundred km on to burn a 0.3 ~ 0.4 litres of fuel； In addition, existing hydraulic oil leakage problem on the environment caused by the pollution, in environmental protection performance has been increasingly emphasize

14、today, is undoubtedly a clear disadvantage. 電動(dòng)馬達(dá)驅(qū)動(dòng)泵控制的液壓動(dòng)力轉(zhuǎn)向系統(tǒng)的發(fā)展 Y. Obata Y. Teramae K. Yamamoto 在汽車(chē)的發(fā)展歷程中，轉(zhuǎn)向系統(tǒng)經(jīng)歷了四個(gè)發(fā)展階段：從最初的機(jī)械式轉(zhuǎn)向系統(tǒng)（Manual Steering, 簡(jiǎn)稱(chēng)MS）發(fā)展為液壓助力轉(zhuǎn)向系統(tǒng)（Hydraulic power Steering，簡(jiǎn)稱(chēng)HPS），然后又出現(xiàn)了電控液壓助力轉(zhuǎn)向系統(tǒng)（Electro Hydraulic power Steering，簡(jiǎn)稱(chēng)EHPS）和電動(dòng)助力轉(zhuǎn)向系統(tǒng)（Elec

15、tric Power Steering，簡(jiǎn)稱(chēng)EPS）。裝配機(jī)械式轉(zhuǎn)向系統(tǒng)的汽車(chē)，在泊車(chē)和低速行駛時(shí)駕駛員的操縱負(fù)擔(dān)過(guò)于沉重，為解決這個(gè)問(wèn)題，美國(guó)GM公司在20世紀(jì)50年代率先在轎車(chē)上采用了液壓助力轉(zhuǎn)向系統(tǒng)。但是，液壓助力轉(zhuǎn)向系統(tǒng)無(wú)法兼顧車(chē)輛低速行駛時(shí)的轉(zhuǎn)向輕便型和高速行駛時(shí)的轉(zhuǎn)向穩(wěn)定性，因此在1983年日本Koyo公司推出了具備車(chē)速感應(yīng)功能的電控液壓助力轉(zhuǎn)向系統(tǒng)。這種新型的轉(zhuǎn)向系統(tǒng)可以隨著車(chē)速的升高提供逐漸減小的轉(zhuǎn)向助力，但是結(jié)構(gòu)復(fù)雜、造價(jià)較高，而且無(wú)法克服液壓系統(tǒng)自身所具有的許多缺點(diǎn)，是一種介于液壓助力轉(zhuǎn)向和電動(dòng)助力轉(zhuǎn)向之間的過(guò)渡產(chǎn)品。到了1988年，日本Suzuki公司首先在小型轎車(chē)Cer

16、vo上配備了Koyo公司研發(fā)的轉(zhuǎn)向柱助力式電動(dòng)助力轉(zhuǎn)向系統(tǒng)；1990年，日本Honda公司也在運(yùn)動(dòng)型轎車(chē)NSX上采用了自主研發(fā)的齒條助力式電動(dòng)助力轉(zhuǎn)向系統(tǒng)，從此揭開(kāi)了電動(dòng)助力轉(zhuǎn)向在汽車(chē)上應(yīng)用的歷史。 隨著車(chē)輛載重的增加以及人們對(duì)車(chē)輛操縱性能要求的提高，簡(jiǎn)單的機(jī)械式轉(zhuǎn)向系統(tǒng)已經(jīng)無(wú)法滿(mǎn)足需要，動(dòng)力轉(zhuǎn)向系統(tǒng)應(yīng)運(yùn)而生，它能在駕駛員轉(zhuǎn)動(dòng)方向盤(pán)的同時(shí)提供助力，動(dòng)力轉(zhuǎn)向系統(tǒng)分為液壓轉(zhuǎn)向系統(tǒng)和電動(dòng)轉(zhuǎn)向系統(tǒng)2 種。其中液壓轉(zhuǎn)向系統(tǒng)是目前使用最為廣泛的轉(zhuǎn)向系統(tǒng)。 現(xiàn)在液壓助力轉(zhuǎn)向系統(tǒng)在實(shí)際中應(yīng)用的最多，根據(jù)控制閥形式有轉(zhuǎn)閥式和 滑閥式之分。這個(gè)助力轉(zhuǎn)向系統(tǒng)最重要的新功能是液力支持轉(zhuǎn)向的運(yùn)動(dòng)，因此 可以減少駕駛

17、員作用在方向盤(pán)上的力。雖然傳統(tǒng)轉(zhuǎn)向系統(tǒng)工作最可靠，但是也 存在很多固有的缺點(diǎn)，傳統(tǒng)轉(zhuǎn)向系統(tǒng)由于方向盤(pán)和轉(zhuǎn)向車(chē)輪之間的機(jī)械連接而 產(chǎn)生一些自身無(wú)法避免的缺陷：①汽車(chē)的轉(zhuǎn)向特性受駕駛員駕駛技術(shù)的影響嚴(yán) 重；②轉(zhuǎn)向傳動(dòng)比固定，使汽車(chē)轉(zhuǎn)向響應(yīng)特性隨車(chē)速、側(cè)向加速度等變化而變 化，駕駛員必須提前針對(duì)汽車(chē)轉(zhuǎn)向特性幅值和相位的變化進(jìn)行一定的操作補(bǔ) 償，從而控制汽車(chē)按其意愿行駛 。這就變相地增加了駕駛員的操縱負(fù)擔(dān)，使汽 車(chē)轉(zhuǎn)向行駛存在很大的不安全隱患；③液壓助力轉(zhuǎn)向系統(tǒng)經(jīng)濟(jì)性差，一般轎車(chē) 每行駛一百公里要多消耗 0.3~0.4 升的燃料；另外，存在液壓油泄漏問(wèn)題，對(duì) 環(huán)境造成污染，在環(huán)保性能被日益強(qiáng)調(diào)的今天，

18、無(wú)疑是一個(gè)明顯的劣勢(shì)。 Design and Control Implementation of AC Electric Power Steering System Test Bench Wei dong Zhang; Yi bo Ai 1. Introduction Electric power steering system of vehicle is a vital component. its property directly related to the drivin

19、g safety and comfort, so any kind of electric power steering system from the beginning to large-scale application must go through four stages: the principles design, bench test, loading test and revise and improve, and the development cycle may be about ten years. This paper designed a kind of AC el

20、ectric power steering system test bench， on which we can carry out the control algorithm bench test to reduce the workload of loading test, save development cost and shorten development cycle. 2. Design Objectives of Ac Electric Power Steering System Test Bench Test bench is the simulation of the

21、real working condition, so the bench must be like the real situation as far as possible, and its specific design objectives are as follows: （1) Using the steering shaft power assistant structure; （2) Using AC motor as assistant motor; （3) Be able to simulate the structure of direct drive motor;

22、（4) Be able to simulate a variety of working conditions, and the parameters of bench should be adjusted; （5) The control algorithm should be changed easily; （6) The experimental data should be collected easily. 3. Structural Design and Working Principle of Test Bench 3.1 Structure of Test Bench

23、 The frame structure of AC electric power steering system test bench is shown. in Figure l, and the system consists of five parts: (1) Mechanical Steering: It includes the steering wheel l. steering shaft (input shaft 2. the output shaft 9) (2) Simulation part of the road resistance: It uses the o

24、rdinary car braking system to simulate the surface resistance， including brake pads， brake lining, and hydraulic station 7. The pressure between brake pads and brake lining is adjusted by computer-controlled hydraulic system, and then steering resistance will be adjusted. Thus it can simulate variou

25、s working conditions. (3) Control and data acquisition system 5: The control system is divided into the motor output torque control and the road resistance simulated control. The data acquisition system collects the relevant real time information on working conditions to provide a reason to verify

26、the feasibility of the program and adjust system parameters. (4) AC torque servo system 10: AC torque servo system can adjust the torque output of AC motor by the command of control system. (5) Multi-sensor system: Multi-sensor system includes the angle of rotation sensor 3, torque sensor 4, torqu

27、e sensor 8, and also includes a virtual speed sensor (by given) and a virtual lateral acceleration sensor (by calculated). Fig. I Structure Schematic of a new electric power steering system Test bench. In the figure: I -Steering wheel； 2-Steering shaft (input shaft) ；,3 - Angle of rotation Sen

28、sor ； 4-Torque Sensor；5 - Control and data acquisition system ； 6- Brake System； 7- Hydraulic Station ； 8-Torque Sensor ；9-Steering shaft (output shaft)；10- Torque servo system of AC motor ；ll- Toothed belt； 3.2 Working Principle of Test Bench （1) Simulation of road resistance torque: Ac

29、cording to the electric power steering system linear model，when the tire elasticity coefficient and the viscosity coefficient are determined, the road resistance torque depends on the steering wheel rotation angle and speed. When the steering wheel 1 is rotated，the angle of rotation sensor 3 contin

30、uously measure the number of the steering angle and the direction，and sends the signal to the controller，the controller sends control signals to the hydraulic system to adjust the size of the system resistance according to the vehicle working condition and the road resistance model. （2) Realization

31、 of power assistant: The controller adjust the given torque output of the torque servo system according to the vehicle condition and the motor torque output control method, and the motor torque output is transmitted to steering shaft through the toothed-belt to accomplish power assistant. （3) Data

32、acquisition: The information of the torque sensor 4, torque sensor 8, angle of rotation sensor3 and speed and lateral acceleration are all collected by the computer through the data acquisition program and data acquisition card. 交流電動(dòng)助力轉(zhuǎn)向系統(tǒng)的設(shè)計(jì)和控制實(shí)現(xiàn)試驗(yàn)臺(tái) Zhang Wei dong; Ai Yi bo

33、 1.介紹 汽車(chē)電動(dòng)助力轉(zhuǎn)向系統(tǒng)是一個(gè)重要的組件。它直接影響駕駛員安全性和舒適性，所以任何類(lèi)型的電動(dòng)助力轉(zhuǎn)向系統(tǒng)從開(kāi)始到規(guī)模應(yīng)用程序必須經(jīng)過(guò)四個(gè)階段：原理設(shè)計(jì)、臺(tái)架試驗(yàn)、加載測(cè)試和改善,開(kāi)發(fā)周期可能會(huì)十年。本文設(shè)計(jì)了一種交流電動(dòng)助力轉(zhuǎn)向系統(tǒng)試驗(yàn)臺(tái)。我們可以進(jìn)行控制算法的臺(tái)架試驗(yàn)，減少加載測(cè)試的工作量，節(jié)省開(kāi)發(fā)成本和縮短開(kāi)發(fā)周期。 2.交流電動(dòng)助力轉(zhuǎn)向系統(tǒng)試驗(yàn)臺(tái)的設(shè)計(jì)目標(biāo) 試驗(yàn)臺(tái)模擬實(shí)際工作條件，所以試驗(yàn)臺(tái)必須盡可能接近真實(shí)的情況。其具體設(shè)計(jì)目標(biāo)如下： （1)使用轉(zhuǎn)向軸功率助力結(jié)構(gòu)； （2)使用交流電機(jī)作為電動(dòng)機(jī)助力； （3)能夠模擬電動(dòng)機(jī)直接驅(qū)動(dòng)的結(jié)構(gòu)； （4)能夠模擬各種工作

34、條件和測(cè)試實(shí)驗(yàn)的參數(shù)； （5)控制算法盡可能靈活改變； （6)收集到的實(shí)驗(yàn)數(shù)據(jù)盡可能很容易。 3.試驗(yàn)臺(tái)的結(jié)構(gòu)設(shè)計(jì)和工作原理 3.1試驗(yàn)臺(tái)的結(jié)構(gòu) 交流電動(dòng)助力轉(zhuǎn)向系統(tǒng)的框架結(jié)構(gòu)試驗(yàn)臺(tái)是買(mǎi)的，其結(jié)構(gòu)如圖l，該系統(tǒng)由五部分組成： （1)機(jī)械轉(zhuǎn)向：它包括方向盤(pán)l、轉(zhuǎn)向軸(輸入軸2、輸出軸9)。 （2)模擬道路阻力的一部分：它使用傳統(tǒng)汽車(chē)制動(dòng)系統(tǒng)模擬道路阻力，包括剎車(chē)片、制動(dòng)轂、液壓缸7。制動(dòng)之間的剎車(chē)片和制動(dòng)轂被計(jì)算機(jī)控制的液壓系統(tǒng)調(diào)整，然后轉(zhuǎn)向阻力將改變，因此它可以模擬各種工作條件。 （3)控制和數(shù)據(jù)采集系統(tǒng)5：控制系統(tǒng)分為電機(jī)輸出轉(zhuǎn)矩控制和道路阻力模擬控制，數(shù)據(jù)采集系統(tǒng)收集相關(guān)的

35、真實(shí)信息、為工作條件提供一個(gè)驗(yàn)證程序的可行性和調(diào)整系統(tǒng)參數(shù)。 （4)交流轉(zhuǎn)矩伺服系統(tǒng)10：交流轉(zhuǎn)矩伺服系統(tǒng)可以調(diào)整交流電動(dòng)機(jī)的轉(zhuǎn)矩，是輸出轉(zhuǎn)矩的指揮控制系統(tǒng)。 （5)多傳感器系統(tǒng)：多傳感器系統(tǒng)包括旋轉(zhuǎn)角度傳感器3，扭矩傳感器4，轉(zhuǎn)矩矩傳感器8，還包括一個(gè)虛擬速度傳感器和一個(gè)虛擬的橫向加速度傳感器。 圖1 電動(dòng)助力轉(zhuǎn)向系統(tǒng)的結(jié)構(gòu)示意圖試驗(yàn)臺(tái)。 在圖1中：1-方向盤(pán)；2-轉(zhuǎn)向軸(輸入軸)；3-旋轉(zhuǎn)角度傳感器；4-扭矩傳感器；5-控制和數(shù)據(jù)采集系統(tǒng)；6-制動(dòng)系統(tǒng)；7-液壓站；。8-轉(zhuǎn)矩傳感器；9-轉(zhuǎn)向軸(輸出軸)；10-交流電動(dòng)機(jī)的轉(zhuǎn)矩伺服系統(tǒng)；11-齒條 3.2試驗(yàn)臺(tái)的工作原理 （1)模擬道路阻力扭矩：根據(jù)電動(dòng)助力轉(zhuǎn)向系統(tǒng)線性的模型。當(dāng)輪胎彈性系數(shù)和粘度系數(shù)確定，路上阻力扭矩取決于方向盤(pán)旋轉(zhuǎn)角度和速度；當(dāng)方向盤(pán)l旋轉(zhuǎn)，旋轉(zhuǎn)的角度傳感器3連續(xù)測(cè)量轉(zhuǎn)向角和數(shù)量的方向，并將信號(hào)發(fā)送給控制器，控制器將控制信號(hào)發(fā)送給液壓系統(tǒng)調(diào)整系統(tǒng)阻力的大小。根據(jù)車(chē)輛工作狀態(tài)和道路阻力模擬阻力扭矩。 （2)實(shí)現(xiàn)動(dòng)力的助力：控制器調(diào)整給定轉(zhuǎn)矩的輸出扭矩，伺服系統(tǒng)根據(jù)車(chē)況控制電動(dòng)機(jī)轉(zhuǎn)矩輸出，電機(jī)轉(zhuǎn)矩輸出傳送到轉(zhuǎn)向軸并通過(guò)齒輪齒條來(lái)完成動(dòng)力。 （3)數(shù)據(jù)采集：扭矩傳感器的信息4、轉(zhuǎn)矩傳感器8、旋轉(zhuǎn)角度傳感器3、速度和橫向加速度都是由計(jì)算機(jī)通過(guò)數(shù)據(jù)采集程序和數(shù)據(jù)采集卡。