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1、精选优质文档-倾情为你奉上本科毕业设计（论文）外文翻译题 目 液压助力转向试验台的设计 姓 名 AAAA 专 业 交通运输 学 号 指导教师 AAAA 郑州科技学院车辆与交通工程系 二一五年三月专心-专注-专业Development of Controlled Electric Motor-Driven Pump Type Hydraulic Power Steering SystemY. Obata Y. Teramae K. YamamotoIn automobile development course, Steering system experienced four stages o
2、f development: from the initial mechanical Steering system (for your DNS setting Steering, abbreviation MS) development for Hydraulic Steering system (Hydraulic Power Steering, abbreviation HPS), then again appeared electronically controlled Hydraulic Steering system (Electro Hydraulic Power Steerin
3、g, abbreviation EHPS) and Electric Power Steering system(Steering, room Power as EPS).Assemble mechanical steering system of car parking and low-speed driving, when the drivers steering control burden too heavy, in order to solve this problem, the American GM in the 1950s took the lead in the car hy
4、draulic steering system. But hydraulic steering system cant juggle vehicles to speed portability and high speed, 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 pr
5、ovide speed increased with the decreasing steering, but complicate structure, cost is higher, and cannot overcome 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 firs
6、t in small car equipped with Cervo Koyo company development on the steering column, power type electric power steering 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 a
7、pplications history.Along with the vehicles carrying capacity increase as well as the people to the vehicles 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
8、 the steering wheel while the pilot to provide the boost, the power steering system divides into the hydraulic 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 steer
9、ing system applied in practice most, according to control valves form has turned valve type and rotary piston 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
10、 work the most reliable, but there are also many inherent disadvantages, traditional steering system due to 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； (
11、2) the transmission ratio, to make the car to fixed properties with steering response speed, and lateral acceleration, 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 wil
12、l increase the drivers seeking manipulation of the burden, to make the car drive to have a lot of security 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 envi
13、ronment caused by the pollution, in environmental protection performance has been increasingly emphasize today, is undoubtedly a clear disadvantage.电动马达驱动泵控制的液压动力转向系统的发展Y. Obata Y. Teramae K. Yamamoto在汽车的发展历程中，转向系统经历了四个发展阶段：从最初的机械式转向系统（Manual Steering, 简称MS）发展为液压助力转向系统（Hydraulic power Steering，简称HPS
14、），然后又出现了电控液压助力转向系统（Electro Hydraulic power Steering，简称EHPS）和电动助力转向系统（Electric Power Steering，简称EPS）。装配机械式转向系统的汽车，在泊车和低速行驶时驾驶员的操纵负担过于沉重，为解决这个问题，美国GM公司在20世纪50年代率先在轿车上采用了液压助力转向系统。但是，液压助力转向系统无法兼顾车辆低速行驶时的转向轻便型和高速行驶时的转向稳定性，因此在1983年日本Koyo公司推出了具备车速感应功能的电控液压助力转向系统。这种新型的转向系统可以随着车速的升高提供逐渐减小的转向助力，但是结构复杂、造价较高，而且
15、无法克服液压系统自身所具有的许多缺点，是一种介于液压助力转向和电动助力转向之间的过渡产品。到了1988年，日本Suzuki公司首先在小型轿车Cervo上配备了Koyo公司研发的转向柱助力式电动助力转向系统；1990年，日本Honda公司也在运动型轿车NSX上采用了自主研发的齿条助力式电动助力转向系统，从此揭开了电动助力转向在汽车上应用的历史。随着车辆载重的增加以及人们对车辆操纵性能要求的提高，简单的机械式转向系统已经无法满足需要，动力转向系统应运而生，它能在驾驶员转动方向盘的同时提供助力，动力转向系统分为液压转向系统和电动转向系统2 种。其中液压转向系统是目前使用最为广泛的转向系统。现在液压助
16、力转向系统在实际中应用的最多，根据控制阀形式有转阀式和 滑阀式之分。这个助力转向系统最重要的新功能是液力支持转向的运动，因此 可以减少驾驶员作用在方向盘上的力。虽然传统转向系统工作最可靠，但是也 存在很多固有的缺点，传统转向系统由于方向盘和转向车轮之间的机械连接而 产生一些自身无法避免的缺陷：汽车的转向特性受驾驶员驾驶技术的影响严 重；转向传动比固定，使汽车转向响应特性随车速、侧向加速度等变化而变 化，驾驶员必须提前针对汽车转向特性幅值和相位的变化进行一定的操作补 偿，从而控制汽车按其意愿行驶 。这就变相地增加了驾驶员的操纵负担，使汽 车转向行驶存在很大的不安全隐患；液压助力转向系统经济性差，
17、一般轿车 每行驶一百公里要多消耗 0.30.4 升的燃料；另外，存在液压油泄漏问题，对 环境造成污染，在环保性能被日益强调的今天，无疑是一个明显的劣势。Design and Control Implementation of AC Electric Power Steering System Test BenchWei dong Zhang; Yi bo Ai1.IntroductionElectric power steering system of vehicle is a vital component. its property directly related to the driv
18、ing 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
19、electric 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 BenchTest bench is the simulation of the re
20、al 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;（4) Be abl
21、e 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 Bench3.1 Structure of Test BenchThe frame structure
22、 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 ordinary car braking syst
23、em 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 various working conditions.(3)
24、 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 the feasibility of the pro
25、gram 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, torque sensor 8, and also includes
26、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 Sensor ； 4-Torque Sensor；5 - Control and
27、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: According to the electric power steering system linear
28、 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 continuously measure the number of the steering angle and t
29、he 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 of power assistant: The controller adjust the given to
30、rque 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 acquisition: The information of the torque sensor 4, torq
31、ue 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.交流电动助力转向系统的设计和控制实现试验台Zhang Wei dong; Ai Yi bo 1.介绍汽车电动助力转向系统是一个重要的组件。它直接影响驾驶员安全性和舒适性，所以任何类型的电动助力转向系统从开始到规模应用程序必须经过四个阶段：原理设计、台架试验、
32、加载测试和改善,开发周期可能会十年。本文设计了一种交流电动助力转向系统试验台。我们可以进行控制算法的台架试验，减少加载测试的工作量，节省开发成本和缩短开发周期。2.交流电动助力转向系统试验台的设计目标试验台模拟实际工作条件，所以试验台必须尽可能接近真实的情况。其具体设计目标如下：（1)使用转向轴功率助力结构；（2)使用交流电机作为电动机助力；（3)能够模拟电动机直接驱动的结构；（4)能够模拟各种工作条件和测试实验的参数；（5)控制算法尽可能灵活改变；（6)收集到的实验数据尽可能很容易。3.试验台的结构设计和工作原理3.1试验台的结构交流电动助力转向系统的框架结构试验台是买的，其结构如图l，该系
33、统由五部分组成：（1)机械转向：它包括方向盘l、转向轴(输入轴2、输出轴9)。（2)模拟道路阻力的一部分：它使用传统汽车制动系统模拟道路阻力，包括刹车片、制动毂、液压缸7。制动之间的刹车片和制动毂被计算机控制的液压系统调整，然后转向阻力将改变，因此它可以模拟各种工作条件。（3)控制和数据采集系统5：控制系统分为电机输出转矩控制和道路阻力模拟控制，数据采集系统收集相关的真实信息、为工作条件提供一个验证程序的可行性和调整系统参数。（4)交流转矩伺服系统10：交流转矩伺服系统可以调整交流电动机的转矩，是输出转矩的指挥控制系统。（5)多传感器系统：多传感器系统包括旋转角度传感器3，扭矩传感器4，转矩矩
34、传感器8，还包括一个虚拟速度传感器和一个虚拟的横向加速度传感器。图1 电动助力转向系统的结构示意图试验台。在图1中：1-方向盘；2-转向轴(输入轴)；3-旋转角度传感器；4-扭矩传感器；5-控制和数据采集系统；6-制动系统；7-液压站；。8-转矩传感器；9-转向轴(输出轴)；10-交流电动机的转矩伺服系统；11-齿条3.2试验台的工作原理（1)模拟道路阻力扭矩：根据电动助力转向系统线性的模型。当轮胎弹性系数和粘度系数确定，路上阻力扭矩取决于方向盘旋转角度和速度；当方向盘l旋转，旋转的角度传感器3连续测量转向角和数量的方向，并将信号发送给控制器，控制器将控制信号发送给液压系统调整系统阻力的大小。根据车辆工作状态和道路阻力模拟阻力扭矩。（2)实现动力的助力：控制器调整给定转矩的输出扭矩，伺服系统根据车况控制电动机转矩输出，电机转矩输出传送到转向轴并通过齿轮齿条来完成动力。（3)数据采集：扭矩传感器的信息4、转矩传感器8、旋转角度传感器3、速度和横向加速度都是由计算机通过数据采集程序和数据采集卡。