外文翻譯電子動(dòng)力轉(zhuǎn)向系統(tǒng)

1、ElectronicpowersteeringsystemWhatitisElectricallypoweredsteeringusesanelectricmotortodriveeitherthepowersteeringhydraulicpumporthesteeringlinkagedirectly.Thepowersteeringfunctionisthereforeindependentofenginespeed,resultinginsignificantenergysavings.Howitworks:Conventionalpowersteeringsystemsuseanen

2、gineaccessorybelttodrivethepump,providingpressurizedfluidthatoperatesapistoninthepowersteeringgearoractuatortoassistthedriver.Inelectro-hydraulicsteering,oneelectricallypoweredsteeringconceptusesahighefficiencypumpdrivenbyanelectricmotor.Pumpspeedisregulatedbyanelectriccontrollertovarypumppressurean

3、dflow,providingsteeringeffortstailoredfordifferentdrivingsituations.Thepumpcanberunatlowspeedorshutofftoprovideenergysavingsduringstraightaheaddriving(whichismostofthetimeinmostworldmarkets).Directelectricsteeringusesanelectricmotorattachedtothesteeringrackviaagearmechanism(nopumporfluid).Avarietyof

4、motortypesandgeardrivesispossible.Amicroprocessorcontrolssteeringdynamicsanddrivereffort.Inputsincludevehiclespeedandsteering,wheeltorque,angularpositionandturningrate.WorkingInDetail:Asteeringsensorislocatedontheinputshaftwhereitentersthegearboxhousing.Thesteeringsensorisactuallytwosensorsinone:ato

5、rquesensorthatconvertssteeringtorqueinputanditsdirectionintovoltagesignals,andarotationsensorthatconvertstherotationspeedanddirectionintovoltagesignals.Aninterfacecircuitthatsharesthesamehousingconvertsthesignalsfromthetorquesensorandrotationsensorintosignalsthecontrolelectronicscanprocess.Inputsfro

6、mthesteeringsensoraredigestedbyamicroprocessorcontrolunitthatalsomonitorsinputfromthevehiclesspeedsensor.Thesensorinputsarethencomparedtodeterminehowmuchpowerassistisrequiredaccordingtoapreprogrammedforcemapinthecontrolunitsmemory.Thecontrolunitthensendsouttheappropriatecommandtothepowerunitwhichthe

7、nsuppliestheelectricmotorwithcurrent.Themotorpushestheracktotherightorleftdependingonwhichwaythevoltageflows(reversingthecurrentreversesthedirectionthemotorspins).Increasingthecurrenttothemotorincreasestheamountofpowerassist.Thesystemhasthreeoperatingmodes:anormalcontrolmodeinwhichleftorrightpoweras

8、sistisprovidedinresponsetoinputfromthesteeringtorqueandrotationsensorsinputs;areturncontrolmodewhichisusedtoassiststeeringreturnaftercompletingaturn;andadampercontrolmodethatchangeswithvehiclespeedtoimproveroadfeelanddampenkickback.Ifthesteeringwheelisturnedandheldinthefull-lockpositionandsteeringas

9、sistreachesamaximum,thecontrolunitreducescurrenttotheelectricmotortopreventanoverloadsituationthatmightdamagethemotor.Thecontrolunitisalsodesignedtoprotectthemotoragainstvoltagesurgesfromafaultyalternatororchargingproblem.Theelectronicsteeringcontrolunitiscapableofself-diagnosingfaultsbymonitoringth

10、esystemsinputsandoutputs,andthedrivingcurrentoftheelectricmotor.Ifaproblemoccurs,thecontrolunitturnsthesystemoffbyactuatingafail-saferelayinthepowerunit.Thiseliminatesallpowerassist,causingthesystemtorevertbacktomanualsteering.AdashEPSwarninglightisalsoilluminatedtoalertthedriver.Todiagnosetheproble

11、m,atechnicianjumpstheterminalsontheservicecheckconnectorandreadsoutthetroublecodes.ConstructionRack&plnionvarlubltgtarraUoBallvcrrawMolrufiilHackTbqueMnaoruniIclickheretoseeabiggerclickheretoseeabiggerSensorSteennijSupphStwru屮TwqucFPhjscJComrc-iiurElectricpowersteeringsystemspromiseweightreduction,f

12、uelsavingsandpackageflexibility,atnocostpenalty.Europeshighfuelpricesandsmallervehiclesmakeafertiletestbedforelectricsteering,atechnologythatpromisesautomakersweightsavingsandfueleconomygains.Andinashorttime,electricsteeringwillmakeittotheU.S.,too.Itsjustjustamatteroftime,saysAlyBadawy,directorofres

13、earchanddevelopmentforDelphiSaginawSteeringSystemsinSaginaw,Mich.Theissuewascostandthatsbehindusnow.By2002hereintheU.S.thecostofelectricpowersteeringwillabsolutelybeawashoverhydraulic.Today,electricandhybrid-poweredvehicles(EV),includingToyotasPriusandGMsEV-1,aretheperfectdomainforelectricsteering.B

14、utby2010,aTRWIernalstudyestimatesthatoneoutofeverythreecarsproducedintheworldwillbeequippedwithsomeformofelectrically-assistedsteering.TheCleveland-basedsupplierclaimsitsnewsteeringsystemscouldimprovefueleconomybyupto2mpg,whileenhancinghandling.Therearetruebottom-linebenefitsaswellforautomakersbyred

15、ucingoverallcostsanddecreasingassemblytime,sincetheresnoneedforpumps,hosesandfluids.Anotherclaimedadvantageisshorteneddevelopmenttime.Forinstanee,aDelphigroupdevelopedE-TUNE,aride-and-handlingsoftwarepackagethatcanberunoffalaptopcomputer.Theycantakethatcomputerandplugitin,attachittothecontrollerandc

16、hangeallthehandlingparameters-effortlevel,returnability,damping-onthefly,Badawysays.Itusedtotakemonths.DelphihasoneOEMcustomerthatshouldstartlow-volumeproductionin99.Electricsteeringunitsarenormallyplacedinoneofthreepositions:column-drive,pinion-driveandrack-drive.Whichsystemwillbecomethenormisstill

17、unclear.Shortterm,OEMswillchoosethesteeringsystemthatiseasiesttointegrateintoanexistingplatform.Obviously,greaterpotentialcomesfromdesigningthesystemintoanall-newplatform.Wehaveallthreedesignsunderconsideration,saysDr.HermanStrecker,groupvicepresidentofsteeringsystemsdivisionatZFinSchwaebischGmuend,

18、Germany.ItsuptothemarketandOEMswhichversionfinallywillbeusedandmanufactured.Thelargemanufacturershaveallgrabbedholdofwhattheyconsideracoretechnology,explainsJamesHandysides,TRWvicepresident,electricallyassistedsteeringinSterlingHeights,Mich.Hiscompanyoffersaportfolioofelectricsteeringsystems(hybride

19、lectric,rack-,pinion-,andcolumn-drive).TRWoriginallyconcentratedonwhatitstillbelievesisthepurestengineeringsolutionforelectricsteering-therack-drivesystem.Thesystemissometimesreferedtoasdirectdriveorball/nutdrive.Still,thiswinterTRWhedgeditsbet,formingajointventurewithLucasVarity.TheBritishsupplierr

20、eceived$50millioninexchangeforitselectriccolumn-drivesteeringtechnologyandassets.InitialproductionofthecolumnandpiniondriveelectricsteeringsystemsisexpectedtobegininBirmingham,England,in2000.Whatwelackisthecredibilityinthesteeringmarket,saysBrendanConner,managingdirector,TRW/LucasVarityElectricSteer

21、ingLtd.ThecombinationwithTRWprovidesuswithagoodopportunityforustobridgethatgap.LucasVaritycurrentlyhasexperimentalsystemson11differentvehicletypes,mostlyEuropean.TRWiscurrentlysupplyingitsEASsystemsforFordandChryslerEVsinNorthAmericaandforGMsnewOpelAstra.In1995,accordingtoDelphi,traditionalhydraulic

22、powersteeringsystemswereon7596ofallvehiclessoldglobally.That37-millionvehiclepoolconsumesabout10milliongallonsinhydraulicfluidthatcouldbesuperfluous,ifelectricsteeringreallytakesoff.Thepresentinventionrelatestoanelectricallypowereddrivemechamsmforprovidingpoweredassistancetoavehiclesteeringmechanism

23、.Accordingtooneaspectofthepresentinvention,thereisprovidedanelectricallypowereddrivenmechanismforprovidingpoweredassistaneetoavehiclesteeringmechanismhavingamanuallyrotatablememberforoperatingthesteeringmechanism,thedrivemechanismincludingatorquesensoroperabletosensetorquebeingmanuallyappliedtothero

24、tatablemember,anelectricallypowereddrivemotordrivinglyconnectedtotherotatablememberandacontrollerwhichisarrangedtocontrolthespeedanddirectionofrotationofthedrivemotorinresponsetosignalsreceivedfromthetorquesensor,thetorquesensorincludingasensorshaftadaptedforconnectiontotherotatablemembertoformanext

25、ensionthereofsothattorqueistransmittedthroughsaidsensorshaftwhentherotatablememberismanuallyrotatedandastraingaugemountedonthesensorshaftforproducingasignalindicativeoftheamountoftorquebeingtransmittedthroughsaidshaft.Preferablythesensorshaftisnon-rotatablymountedatoneaxialendinafirstcouplingmembera

26、ndisnon-rotatablymountedatitsoppositeaxialendinasecondcouplingmember,thefirstandsecondcouplingmembersbeinginter-engagedtopermitlimitedrotationtherebetweensothattorqueunderapredeterminedlimitistransmittedbythesensorshaftonlyandsothattorqueabovesaidpredeterminedlimitistransmittedthroughthefirstandseco

27、ndcouplingmembers.Thefirstandsecondcouplingmembersarepreferablyarrangedtoactasabridgefordrivinglyconnectingfirstandsecondportionsoftherotatingmembertooneanother.Preferablythesensorshaftisofgenerallyrectangularcross-sectionthroughoutthemajorityofitslength.PreferablythestraingaugeincludesoneormoreSAWr

28、esonatorssecuredtothesensorshaft.Preferablythemotorisdrivinglyconnectedtotherotatablememberviaaclutch.Preferablythemotorincludesagearboxandisconcentricallyarrangedrelativetotherotatablemember.Variousaspectsofthepresentinventionwillhereafterbedescribed,withreferencetotheaccompanyingdrawings,inwhich:F

29、igure1isadiagrammaticviewofavehiclesteeringmechanismincludinganelectricallypowereddrivemechanismaccordingtothepresentinvention,Figure2isaflowdiagramillustratinginteractionbetweenvariouscomponentsofthedrivemechanismshowninFigure1,Figure3isanaxialsectionthroughthedrivemechanismshowninFigure1,Figure4is

30、asectionalviewtakenalonglinesIV-IVinFigure3,Figure5isamoredetailedexplodedviewoftheinputdrivescouplingshowninFigure3,andFigure6isamoredetailedexplodedviewoftheclutchshowinginFigure3.ReferringinitiallytoFigure1,thereisshownavehiclesteeringmechanism10drivinglyconnectedtoapairofsteerableroadwheelsTheto

31、rquesensor20ispreferablyanassemblyincludingashortsensorshaftonwhichismountedastraingaugecapableofaccuratelymeasuringstraininthesensorshaftbroughtaboutbytheapplicationoftorquewithinapredeterminedrange.Preferablythepredeterminedrangeoftorquewhichismeasuredis0-lONm;morepreferablyisaboutl-5Nm.Preferably

32、therangeofmeasuredtorquecorrespondstoabout0-1000microstrainandtheconstructionofthesensorshaftischosensuchthatatorqueof5Nmwillresultinatwistoflessthan2intheshaft,morepreferablylessthan1.PreferablythestraingaugeisaSAWresonator,asuitableSAWresonatorbeingdescribedinWO91/13832.Preferablyaconfigurationsim

33、ilartothatshowninFigure3ofWO91/13832isutilisedwhereintwoSAWresonatorsarearrangedat45totheshaftaxisandat90tooneanother.Preferablytheresonatorsoperatewitharesonancefrequencyofbetween200-400MHzandarearrangedtoproduceasignaltothecontroller40of1MHz500KHzdependinguponthedirectionofrotationofthesensorshaft

34、.Thus,whenthesensorshaftisnotbeingtwistedduetotheabsenceoftorque,itproducesa1MHzsignal.Whenthesensorshaftistwistedinonedirectionitproducesasignalbetween1.0to1.5MHz.Whenthesensorshaftistwistedintheoppositedirectionitproducesasignalbetween1.0to0.5MHz.Thusthesamesensorisabletoproduceasignalindicativeof

35、thedegreeoftorqueandalsothedirectionofrotationofthesensorshaft.Preferablytheamountoftorquegeneratedbythemotorinresponsetoameasuredtorqueofbetween0-10Nmis0-40Nmandforameasuredtorqueofbetweenl-5Nmis0-25Nm.Preferablyafeedbackcircuitisprovidedwherebytheelectriccurrentbeingusedbythemotorismeasuredandcomp

36、aredbythecontroller40toensurethatthemotorisrunninginthecorrectdirectionandprovidingthedesiredamountofpowerassistanee.Preferablythecontrolleractstoreducethemeasuredtorquetozeroandsocontrolsthemotortoincreaseitstorqueoutputtoreducethemeasuredtorque.Avehiclespeedsensor(notshown)ispreferablyprovidedwhic

37、hsendsasignalindicativeofvehiclespeedtothecontroller.Thecontrollerusesthissignaltomodifythedegreeofpowerassistaneeprovidedinresponsetothemeasuredtorque.Thusatlowvehiclespeedsmaximumpowerassistaneewillbeprovidedandahighvehiclespeedsminimumpowerassistancewillbeprovided.Thecontrollerispreferablyalogics

38、equencerhavingafieldprogrammablegatearrayforexampleaXC4005assuppliedbyXilinx.Suchacontrollerdoesnotrelyuponsoftwareandsoisabletofunctionmorereliablyinacarvehicleenvironment.Itisenvisagedthatalogicsequencenothavingafieldprogrammablearraymaybeused.Electronicpowersteeringsystem(EnglishasEPS),andhydraul

39、icpowersteeringsystem(HPS)comparedto,EPShasmanyadvantages.TheadvantageisthattheEPS:highefficiency.HPSefficiencyisverylow,generally60%to70%,whileEPSandelectricalconnections,highefficiency,andsomecanbeashighas90percent.lessenergyconsumption.Automobiletrafficintheactualprocess,atthetimetoabout5percento

40、fthetimetravelling,theHPSsystem,enginerunning,thepumpswillalwaysbeinworkingcondition,theoilpipelinehasbeenincirculation,sothatvehiclefuelconsumptionrateby4%To6%,whileEPSonlywhenneededforenergy,vehiclefuelconsumptionratesonlyincreasedby0.5percent.Roadsenseofgood.BecauseEPSinternaluseofrigid,systemoft

41、helagcanbecontrolledbysoftware,andcanbeusedinaccordancewiththeoperationofthedrivertoadjust.backtobeinggood.EPSsimplestructureofsmallinternalresistance,isagoodback,getbacktobeingthebestcharacteristics,improvevehiclehandlingandstability.littleenvironmentalpollution.HPShydrauliccircuitinthehydraulichos

42、esandconnectors,theexistenceofoilleaking,buthydraulichosescannotberecovered,theenvironmentalpollutionaretoacertainextent,whileEPSalmostnopollutiontotheenvironment.canbeindependentoftheengineswork.EPSforbatterypowereddevices,aslongassufficientbatterypower,nomatterwhattheconditionfortheengine,canprodu

43、cepowerrole.shouldhaveawiderange.easytoassembleandgoodlayout.Now,powersteeringsystemsofsomecarshavebecomethestandard-setting,thewholeworldabouthalfofthecarsusedtopowersteering.Withthedevelopmentofautomotiveelectronicstechnology,somecarshavebeenusingelectricpowersteeringgear,thecaroftheeconomy,powera

44、ndmobilityhasimproved.Electricpowersteeringdeviceonthecarisanewpowersteeringsystemdevice,developedrapidlyinrecentyearsbothathomeandabroad,becauseofitsuseofprogrammableelectroniccontroldevices,theflexibilityinthesametimetherearealsopotentialsafetyproblems.IntheanalysisThisuniqueproductonthebasisofthe

45、authorofthecharacteristicsofelectroniccontroldevices,securityclearancejustthatthefactorsthatdealwithsecuritymeasures,anddiscussedanumberofconcernsthesafetyofspecificissues.Theresultsshowthat:Existingstandardscannotmeettheelectricpowersteeringdevicesecurityneedsandmadetheelectricpowersteeringdevicesa

46、fetyevaluationoftheidea.Researchworkontheelectricpowersteeringdevicedevelopmentandevaluationofreferencevalue.電子動(dòng)力轉(zhuǎn)向系統(tǒng)電子動(dòng)力轉(zhuǎn)向系統(tǒng)的工作原理電子動(dòng)力轉(zhuǎn)向系統(tǒng)是通過(guò)一個(gè)電動(dòng)機(jī)來(lái)驅(qū)動(dòng)動(dòng)力方向盤(pán)液壓泵或直接驅(qū)動(dòng)轉(zhuǎn)向聯(lián)動(dòng)裝置。電子動(dòng)力轉(zhuǎn)向的功能由于不依賴于發(fā)動(dòng)機(jī)轉(zhuǎn)速，所以能節(jié)省能源電子動(dòng)力轉(zhuǎn)向系統(tǒng)是這樣運(yùn)行的傳統(tǒng)的動(dòng)力方向盤(pán)系統(tǒng)使用一條引擎輔助傳送帶駕駛泵浦，提供操作在動(dòng)力方向盤(pán)齒輪或作動(dòng)器的一個(gè)活塞協(xié)助司機(jī)的被加壓的流體。在電動(dòng)液壓的指點(diǎn)，一個(gè)電子動(dòng)力方向盤(pán)概念使用一臺(tái)電動(dòng)機(jī)駕駛的

47、一個(gè)高效率泵浦。泵浦速度是由一個(gè)電控制器調(diào)控的變化泵浦壓力和流程，提供被剪裁的指點(diǎn)努力為不同的駕駛的情況。泵浦可以跑在低速或關(guān)閉提供節(jié)能在大多時(shí)間在多數(shù)世界市場(chǎng)上）直向前的駕駛期間（直接電指點(diǎn)使用一臺(tái)電動(dòng)機(jī)附加指點(diǎn)機(jī)架通過(guò)齒輪機(jī)構(gòu)（沒(méi)有泵浦或流體）。各種各樣的馬達(dá)類型和齒輪驅(qū)動(dòng)是可能的。微處理器控制指點(diǎn)動(dòng)力學(xué)和司機(jī)努力。輸入包括車速和指點(diǎn)、輪子扭矩，角位和轉(zhuǎn)動(dòng)率。工作運(yùn)行時(shí)的具體細(xì)節(jié)：A指點(diǎn)傳感器”位于它進(jìn)入傳動(dòng)箱住房的輸入軸。指點(diǎn)傳感器實(shí)際上是在一個(gè)的二個(gè)傳感器：那扭矩的傳感器”轉(zhuǎn)換指點(diǎn)扭矩輸入和它的方向成電壓信號(hào)，并且那自轉(zhuǎn)的傳感器”轉(zhuǎn)換轉(zhuǎn)動(dòng)速度和方向成電壓信號(hào)。分享同一套住房的接口”電路

48、轉(zhuǎn)換從扭矩傳感器和自轉(zhuǎn)傳感器的信號(hào)成控制電子學(xué)可能處理的信號(hào)。從指點(diǎn)傳感器的輸入由那微處理器的控制單元消化也監(jiān)測(cè)從車速傳感器的輸入。傳感器輸入然后被比較確定多少機(jī)械化根據(jù)一張被預(yù)編程序的力量地圖”需要在控制單元的記憶?？刂茊卧缓笈沙鲞m當(dāng)?shù)拿顚?duì)然后供給電動(dòng)機(jī)以潮流的電源裝置”馬達(dá)推擠機(jī)架在右邊或左根據(jù)哪個(gè)方式電壓流動(dòng)（扭轉(zhuǎn)潮流扭轉(zhuǎn)方向馬達(dá)旋轉(zhuǎn)）。增加潮流對(duì)馬達(dá)增加功率協(xié)助。系統(tǒng)有三種操作方式：左邊或右邊機(jī)械化提供以回應(yīng)從指點(diǎn)扭矩和自轉(zhuǎn)傳感器的輸入的輸入的正?！笨刂品绞?；被用于在完成輪以后協(xié)助指點(diǎn)回歸的回歸”控制方式；并且改變與車速改進(jìn)路感受和挫傷傭金的更加潮濕的”控制方式。如果方向盤(pán)被轉(zhuǎn)動(dòng)，

49、并且舉行在充分鎖位置和指點(diǎn)協(xié)助到達(dá)最大值，控制單元使潮流降低到電動(dòng)機(jī)防止也許損壞馬達(dá)的超載情況?？刂茊卧脖辉O(shè)計(jì)保護(hù)馬達(dá)以防止電壓浪涌免受一個(gè)有毛病的交流發(fā)電機(jī)或充電的問(wèn)題。電子轉(zhuǎn)向控制單位有能力在自我診斷的缺點(diǎn)通過(guò)監(jiān)測(cè)系統(tǒng)輸入和產(chǎn)品和電動(dòng)機(jī)的激勵(lì)電流上。如果問(wèn)題發(fā)生，控制單元通過(guò)開(kāi)動(dòng)在電源裝置的一個(gè)故障自動(dòng)保險(xiǎn)的中轉(zhuǎn)關(guān)閉系統(tǒng)。這消滅所有機(jī)械化，造成系統(tǒng)恢復(fù)回到手工指點(diǎn)。破折號(hào)EPS警告燈也被闡明警告司機(jī)。要診斷問(wèn)題，技術(shù)員跳服務(wù)檢查連接器的終端并且讀出問(wèn)題代碼。說(shuō)明團(tuán)圖2電子動(dòng)力方向盤(pán)機(jī)制當(dāng)前發(fā)明與提供的供給動(dòng)力的援助一電子功率驅(qū)動(dòng)器馬達(dá)關(guān)連給車操縱機(jī)構(gòu)。根據(jù)當(dāng)前發(fā)明的一個(gè)方面，那里為提供供

50、給動(dòng)力的援助提供一個(gè)電子功率驅(qū)動(dòng)器機(jī)制給有車的操縱機(jī)構(gòu)一名手動(dòng)地可旋轉(zhuǎn)的成員為操作操縱機(jī)構(gòu)、傳動(dòng)機(jī)構(gòu)包括可行扭矩的傳感器感覺(jué)手動(dòng)地被申請(qǐng)于可旋轉(zhuǎn)的成員的扭矩，一個(gè)電子功率驅(qū)動(dòng)器馬達(dá)操縱著被連接到可旋轉(zhuǎn)的成員和安排控制主驅(qū)動(dòng)電動(dòng)機(jī)自轉(zhuǎn)速度和方向以回應(yīng)從扭矩傳感器收到的信號(hào)的控制器，扭矩傳感器包括為與可旋轉(zhuǎn)的成員的連接適應(yīng)的傳感器軸形成引伸因此，以便扭矩通過(guò)前述傳感器軸被傳送，當(dāng)時(shí)可旋轉(zhuǎn)的成員被轉(zhuǎn)動(dòng)，并且應(yīng)變儀在導(dǎo)致的信號(hào)傳感器軸手動(dòng)地登上表示通過(guò)前述軸被傳送的相當(dāng)數(shù)量扭矩。圖3傳感器軸不旋轉(zhuǎn)更好地登上在一個(gè)軸向末端在第一名聯(lián)結(jié)成員和不旋轉(zhuǎn)地登上在它的相反軸向末端在第二名聯(lián)結(jié)成員，第一和第二名聯(lián)結(jié)

51、成員相互允諾允許有限的自轉(zhuǎn)之間連接，以便在一個(gè)被預(yù)先決定的極限之下的扭矩由僅傳感器軸傳送，并且，以便在前述被預(yù)先決定的極限之上的扭矩通過(guò)第一和第二名聯(lián)結(jié)成員被傳送。更適宜地安排第一和第二名聯(lián)結(jié)成員作為操縱的連接的第一和第二個(gè)部分的一座橋梁互相的旋轉(zhuǎn)式成員。合適的傳感器軸是通常在多數(shù)的長(zhǎng)方形橫斷面它的長(zhǎng)度中。應(yīng)變儀包括一個(gè)或更多的適應(yīng)地看見(jiàn)了諧振器綁到傳感器軸上。好的馬達(dá)操縱的被連接到可旋轉(zhuǎn)的成員通過(guò)傳動(dòng)器。馬達(dá)更好地包括一個(gè)工具箱和同心地被安排相對(duì)可旋轉(zhuǎn)的成員。當(dāng)前發(fā)明的Various方面此后將描述，關(guān)于伴隨的圖畫(huà)，：圖1是一個(gè)車操縱機(jī)構(gòu)的一個(gè)圖表看法包括一個(gè)電子功率驅(qū)動(dòng)器機(jī)制根據(jù)當(dāng)前發(fā)明，圖

52、2是說(shuō)明在圖顯示的傳動(dòng)機(jī)構(gòu)的各種各樣的組分的之間流程圖互作用1上，圖3是一個(gè)軸截面通過(guò)在圖顯示的傳動(dòng)機(jī)構(gòu)1,圖4上是一張截面圖被采取沿著線IV-IV在表3,圖5是在圖顯示的輸入推進(jìn)聯(lián)結(jié)的一張更加詳細(xì)的分解圖3上，和圖6是顯示在表3.的傳動(dòng)器的一張更加詳細(xì)的分解圖。圖1的最初Referring,那里顯示一個(gè)車操縱機(jī)構(gòu)10操縱的被連接到一個(gè)對(duì)易操縱的路輪子12。這個(gè)顯示的操縱機(jī)構(gòu)包括一個(gè)齒條和齒輪匯編14被連接到路輪子12通過(guò)聯(lián)接15。鳥(niǎo)翼末端（沒(méi)顯示）匯編14可旋轉(zhuǎn)地駕駛一名手動(dòng)地可旋轉(zhuǎn)的成員以駕駛桿18的形式哪些由方向盤(pán)19手動(dòng)地轉(zhuǎn)動(dòng)。這個(gè)駕駛桿18包括包括一臺(tái)電主驅(qū)動(dòng)電動(dòng)機(jī)的一個(gè)電力的傳動(dòng)機(jī)

53、構(gòu)30（沒(méi)顯示在駕駛的鳥(niǎo)翼末端圖1）上以回應(yīng)在駕駛桿18的扭矩裝貨為了為機(jī)械人員提供力量援助,當(dāng)轉(zhuǎn)動(dòng)方向盤(pán)19時(shí)。如概要地被說(shuō)明在表2,電力的傳動(dòng)機(jī)構(gòu)包括測(cè)量駕駛桿申請(qǐng)的扭矩18,當(dāng)駕駛鳥(niǎo)翼末端時(shí)并且提供信號(hào)給控制器40的扭矩傳感器20?？刂破?0被連接到主驅(qū)動(dòng)電動(dòng)機(jī)50并且控制電流被提供給馬達(dá)50控制馬達(dá)50和它的自轉(zhuǎn)的方向扭矩引起的相當(dāng)數(shù)量。馬達(dá)50操縱的更適宜地被連接到駕駛桿18通過(guò)工具箱60,更適宜地一個(gè)周轉(zhuǎn)齒輪箱子和傳動(dòng)器70。在一定條件下傳動(dòng)器70在正常運(yùn)行時(shí)更適宜地永久地接合并且是有效的隔絕從馬達(dá)50的驅(qū)動(dòng)使鳥(niǎo)翼末端通過(guò)傳動(dòng)機(jī)構(gòu)30手動(dòng)地被駕駛。這是使機(jī)制的安全特點(diǎn)起作用在試圖的

54、馬達(dá)50情形下駕駛太快速的駕駛桿并且/或者在錯(cuò)誤的方向或在案件電動(dòng)機(jī)和工具箱占領(lǐng)了。扭矩傳感器20更適宜地是一個(gè)匯編包括在扭矩應(yīng)用達(dá)到的傳感器軸登上應(yīng)變儀能夠準(zhǔn)確測(cè)量張力在一個(gè)被預(yù)先決定的范圍之內(nèi)的一個(gè)短的傳感器軸。被測(cè)量扭矩的被預(yù)先決定的范圍是O-IONm;更好是關(guān)于l-5Nm。被測(cè)量的扭矩的范圍更好地對(duì)應(yīng)于大約0-1000微指令,并且傳感器軸的建筑更好被選擇這樣5Nm扭矩比在軸的2導(dǎo)致較少的轉(zhuǎn)彎,少于1。好的應(yīng)變儀是鋸諧振器,在WO91/13832被描述的一臺(tái)適當(dāng)?shù)匿徶C振器。類似在圖顯示的那WO91/138323上更好地運(yùn)用配置,二看見(jiàn)諧振器被安排在對(duì)軸軸的45和在90對(duì)互相。諧振器經(jīng)營(yíng)與

55、在200-400MHz之間共鳴頻率和被安排導(dǎo)致信號(hào)到控制器1MHz40500KHz根據(jù)傳感器軸的自轉(zhuǎn)方向的自我調(diào)節(jié)。因此,當(dāng)傳感器軸不被扭轉(zhuǎn)的歸結(jié)于缺乏扭矩時(shí),它導(dǎo)致一個(gè)1MHz信號(hào)。當(dāng)它導(dǎo)致在1.0到1.5MHz之間的一個(gè)信號(hào)的傳感器軸在一個(gè)方向被扭轉(zhuǎn)。當(dāng)傳感器軸在相反方向時(shí)被扭轉(zhuǎn)它導(dǎo)致在1.0到0.5MHz之間的一個(gè)信號(hào)。因而同樣傳感器能導(dǎo)致信號(hào)表示程度扭矩并且傳感器軸的自轉(zhuǎn)的方向。好的馬達(dá)扭矩引起的相當(dāng)數(shù)量以回應(yīng)在0-10Nm之間被測(cè)量的扭矩是0-40Nm,并且為在l-5Nm之間被測(cè)量的扭矩是0-25Nm。反饋電路提供自我調(diào)節(jié)，借以馬達(dá)使用的電流由控制器40測(cè)量并且比較保證馬達(dá)在正確方向

56、運(yùn)行并且提供期望功率協(xié)助?？刂破鞲玫匦袆?dòng)使被測(cè)量的扭矩降低到零和如此控制馬達(dá)增加它的扭矩產(chǎn)品減少被測(cè)量的扭矩。（沒(méi)顯示）更適宜地提供車速傳感器哪些寄發(fā)一個(gè)信號(hào)表示車速到控制器?？刂破魇褂眠@個(gè)信號(hào)修改程度力量協(xié)助提供以回應(yīng)被測(cè)量的扭矩。將提供在低車速最大力量協(xié)助的，因而，并且將提供高車速極小的力量協(xié)助。更適宜地是邏輯順序器有一個(gè)現(xiàn)場(chǎng)可編程序的門(mén)數(shù)組例如XC4005如Xilinx供應(yīng)這個(gè)控制器。這樣控制器不依靠軟件和，因此能更起作用可靠地在汽車車環(huán)境里。被想象也許使用有邏輯的序列一個(gè)現(xiàn)場(chǎng)可編程序的列陣。一個(gè)電力傳動(dòng)機(jī)構(gòu)10的A具體建筑在表3.被說(shuō)明。電子動(dòng)力轉(zhuǎn)向系統(tǒng)（英文簡(jiǎn)稱EPS），與液壓動(dòng)力

57、轉(zhuǎn)向系統(tǒng)（HPS）相比，EPS具有很多優(yōu)點(diǎn)。即EPS的優(yōu)勢(shì)在于：1）效率高。HPS效率很低，一般為60%70%;而EPS與電機(jī)連接，效率高，有的可高達(dá)90%以上。2）耗能少。汽車在實(shí)際行駛過(guò)程中，處于轉(zhuǎn)向的時(shí)間約占行駛時(shí)間的5%，對(duì)于HPS系統(tǒng)，發(fā)動(dòng)機(jī)運(yùn)轉(zhuǎn)時(shí)，油泵始終處于工作狀態(tài)，油液一直在管路中循環(huán)，從而使汽車燃油消耗率增加4%6%;而EPS僅在需要時(shí)供能，使汽車的燃油消耗率僅增加0.5%左右。3）路感好。由于EPS內(nèi)部采用剛性連接，系統(tǒng)的滯后特性可以通過(guò)軟件加以控制，且可以根據(jù)駕駛員的操作習(xí)慣進(jìn)行調(diào)整。4）回正性好。EPS結(jié)構(gòu)簡(jiǎn)單內(nèi)部阻力小，回正性好，從而可得到最佳的轉(zhuǎn)向回正特性，改善汽車

58、操縱穩(wěn)定性。5）對(duì)環(huán)境污染少。HPS液壓回路中有液壓軟管和接頭，存在油液泄露問(wèn)題，而且液壓軟管不可回收，對(duì)環(huán)境有有一定污染；而EPS對(duì)環(huán)境幾乎沒(méi)有污染。6）可以獨(dú)立于發(fā)動(dòng)機(jī)工作。EPS以電池為動(dòng)力元件，只要電池電量充足，不論發(fā)動(dòng)機(jī)出于何種狀態(tài)，都可以產(chǎn)生助力作用。7）應(yīng)有范圍廣。8）裝配性好易于布置?，F(xiàn)在，動(dòng)力轉(zhuǎn)向系統(tǒng)已成為一些轎車的標(biāo)準(zhǔn)設(shè)置，全世界約有一半的轎車采用動(dòng)力轉(zhuǎn)向。隨著汽車電子技術(shù)的發(fā)展，目前一些轎車已經(jīng)使用電動(dòng)助力轉(zhuǎn)向器，使汽車的經(jīng)濟(jì)性、動(dòng)力性和機(jī)動(dòng)性都有所提高。電動(dòng)助力轉(zhuǎn)向裝置是汽車上一種新的助力轉(zhuǎn)向系統(tǒng)裝置,近年來(lái)在國(guó)內(nèi)外發(fā)展迅速,由于它采用了可編程電子控制裝置,在帶來(lái)靈活性

59、的同時(shí)也存在著安全隱患.在分析這種產(chǎn)品特殊性的基礎(chǔ)上筆者結(jié)合電子控制裝置的特點(diǎn),指出了事關(guān)安全性的因素,提出了處理安全性的措施,并討論了幾個(gè)事關(guān)安全性的具體問(wèn)題.研究結(jié)果表明:現(xiàn)有標(biāo)準(zhǔn)不能夠滿足電動(dòng)助力轉(zhuǎn)向裝置安全性的需要;并提出了對(duì)電動(dòng)助力轉(zhuǎn)向裝置進(jìn)行安全性測(cè)評(píng)的思想.研究工作對(duì)電動(dòng)助力轉(zhuǎn)向裝置的開(kāi)發(fā)以及評(píng)價(jià)具有參考意義。付：外文翻譯電火花加工電火花加工法對(duì)加工超韌性的導(dǎo)電材料（如新的太空合金）特別有價(jià)值。這些金屬很難用常規(guī)方法加工，用常規(guī)的切削刀具不可能加工極其復(fù)雜的形狀，電火花加工使之變得相對(duì)簡(jiǎn)單了。在金屬切削工業(yè)中，這種加工方法正不斷尋找新的應(yīng)用領(lǐng)域。塑料工業(yè)已廣泛使用這種方法，如在鋼

60、制模具上加工幾乎是任何形狀的模腔。電火花加工法是一種受控制的金屬切削技術(shù)，它使用電火花切除（侵蝕）工件上的多余金屬，工件在切削后的形狀與刀具（電極）相反。切削刀具用導(dǎo)電材料（通常是碳）制造。電極形狀與所需型腔想匹配。工件與電極都浸在不導(dǎo)電的液體里，這種液體通常是輕潤(rùn)滑油。它應(yīng)當(dāng)是點(diǎn)的不良導(dǎo)體或絕緣體。用伺服機(jī)構(gòu)是電極和工件間的保持0.00050.001英寸（0.010.02mm）的間隙，以阻止他們相互接觸。頻率為20000Hz左右的低電壓大電流的直流電加到電極上，這些電脈沖引起火花，跳過(guò)電極與工件的見(jiàn)的不導(dǎo)電的液體間隙。在火花沖擊的局部區(qū)域，產(chǎn)生了大量的熱量，金屬融化了，從工件表面噴出融化金屬