汽車專業(yè)英語1

汽車專業(yè)英語1第1頁/共51頁教學目的__________________CompanyLogo“汽車專業(yè)英語”，是一門應用性很強的基礎課程。它體現了汽車專業(yè)與英語的結合。是從事汽車行業(yè)技術研究必須具備的一項技能。前期應具備的學科基礎：汽車構造、大學英語。第2頁/共51頁授課思路1.結合汽車專業(yè)，講解英語中的基本元素?！黜椖芰ε囵B(yǎng)的基礎第3頁/共51頁授課思路__________________CompanyLogo2.以主動授課為主，課堂反饋相結合。

落實專業(yè)詞匯的發(fā)音、句子停頓及篇章的理解。3.以英文講解為主要方式，輔助以簡短的中文解釋。4.介紹專業(yè)英文翻譯的基本要領。第4頁/共51頁授課內容1.教材選擇來源：來自歐洲支持的汽車電子教材原因：轉換思路，通過介紹汽車的先進技術，反過來熟悉汽車的內在結構。內在原因：今年暑假翻譯，對內容熟悉。2.內容選擇：

以汽車先進技術為主線，主要選擇以下5方面內容：ABS制動及牽引力控制系統氣囊與安全系統

EOBD和OBDⅡ汽車照明和空調低排放車輛第5頁/共51頁CompanyLogo教學目標與考核方式考核方式：平時成績和期終考試相結合。平時成績占40%，

采用提問簽到的方式。終期考試成績占60%。

教學目標：熟悉并掌握常用汽車專業(yè)英語詞匯的發(fā)音及含義?？焖?，準確理解汽車專業(yè)英語文獻的含義。具備對普通汽車專業(yè)英語文獻的翻譯能力。第6頁/共51頁Section5.LowEmissionVehicleSection4.VehicleLightingSection3.EOBD&OBDⅡSection2.Airbags&SafetySystemSection1.ABSBrakes&TractionControlSystemContents第7頁/共51頁1.IntroductionMorethan10%ofallaccidentsarecausedbycarswhichskidduetolockthewheels.Theanti-lockbrakesystemwasdeveloped.Thesystemimmediatelyidentifieswhenawheelisabouttolock.Modulatesthebrakepressure.Maximumbrakingeffectivenessandretainedsteeringability.anti-lockbrakesystem—ABSskid/skid/打滑modulate/5mCdjuleit/調節(jié)retain/ri5tein/保留brakepressure制動壓力brakingeffectiveness制動效能第8頁/共51頁1.1.Introduction-BasicphysicalconceptsAvehicletravelingontheroadissubjecttothreeforces:

?Gravity

?Airresistance

?RollingfrictionOnlyforcesonthewheelmakethecarmoveorstop.Andtherearethreeofthem:?Theperipheralforcefromthevehiclepowertrain-Fu;

?Thesideforcefromthesteering-Fs;

?Andtheverticalforcefromtheweightofthecar-Fn.allowsthecaraccelerateandbrake.makesitpossibletosteerthecar.isgovernedbytheweightofthecarperipheral/pE5rifErEl/force周向力sideforce側向力

verticalforce垂直力acceleratebrakesteer/stiE/轉向vehicle/5vi:ikl/運載工具第9頁/共51頁1.2.Introduction-ForcesdependingonsurfacesTheseforcesareaffectedbythesurfaceoftheroad,theconditionofthetires,andweatherconditions.Fr=Brakingforcevalueμb=FrictionvalueFn=Thegravityofthecar?Thehighestvalueisobtainedonthecleandryroadandthelowestvalueisonice.?Onthewetroad,breakingforceisverymuchdependentonthevehiclespeed.breakingforcedrivingcondition行駛條件breakingforce制動力第10頁/共51頁1.3.Introduction-WheelslipAskidoccurswhenavehiclebeginstoturnslowerorfasterthanitshouldforaparticularroadspeed.A0%skidmeansthattherotationalspeedofthewheelandthevehiclespeedarethesame.A100%skidmeansthatthewheelislockedandisskiddedasthesamespeedofthecar.Differentlevelofbrakeskid.rotationalspeedofthewheel輪胎的圓周速度wheelslip車輪滑轉brakeslip制動滑移第11頁/共51頁1.4.Introduction-BrakingwithoutlateralforcesMeans:Nosideforcesandallfrictionbetweenwheelandroadisusedforbreaking.Themosteffectivebrakingoccurswith10to40%skid.?Therisingslopeonthegraphshowsthestablearea?Thefallingslopeshowstheunstablearea.lateral/5lAtErEl/force側向力stable/5steibl/穩(wěn)定的asphalt/5AsfAlt/瀝青risingslopefallingslopestableareaunstablearea第12頁/共51頁1.5.Introduction-BrakingwithlateralforcesAlockedwheelcannolongertransmitanysideforcesThebrakingandsideforcevaluesareshownasfunctionofbrakeskid.?Atzerobrakingskid,thesideforcereachesitsmaximum.?Atincreasingbrakingskid,thevaluedecreasingslowlyatfirst,andthenincreases,toreachitsminimumwhenthewheelislocked.transmitthesideforcesFreeturningwheellockedwheel第13頁/共51頁1.6.Introduction-DualcircuittypebrakesToenhanceroadsafety,thehydraulicbrakingsystemisdividedintotwocircuits.Fourprinciplewaysofdividinghydraulicbrakingsystem:?Front-rearsplit?Diagonalsplit?Frontaxleandonerearsplit?HLsplit ThecomponentsofatypicalfourchannelABSsystemare:

?4wheelspeedsensors;

?4wheelcylindersorcalipers;

?Amastercylinder;

?HydraulicControlUnit(HCU);

?ElectronicControlUnit(ECU).roadsafety行車安全circuit/5sE:kit/油路hydraulic/hai5drC:lik/液力的frontrearchannel/5tFAnl/通道sensor/5sensE/傳感器cylinder/5silindE/~缸calipers

/‘k?lip?z/~鉗第14頁/共51頁1.7.Introduction-BrakepressureTheleftwheelshavegoodgrip.Therightwheelshavepoorgrip.Thegagersshowthebrakepres.Notehowbrakepressureandrotationalspeedvary.

grip/^rip/夾緊力第15頁/共51頁1.8.Introduction-OperationThepressureinthewheelcylinderincreasesandthespeedofwheelrotationdecreases.Themodulatorvalveremainsthepressure。Whenthebrakingpressuredecreases,therotationalspeedincreasesagain.ThewheelspeedincreasesThebrakingpowerdecreasesThepressureinthecaliperisincreasedThewheelspeedisreducedThewheelskidiswithintherangeofmaximalbrakingefficiency.TheABScontinuouslymonitorsbrakingefficiency.efficiency/i5fiFEnsi/效率第16頁/共51頁1.9.Introduction-VaryinggripWhenbrakingonroadswithvaryinggrip,Thereisastrongtwistingtorqueontheverticalaxisofthecar.Onlargecarsthistwistingtorqueisnoproblem.Onsmallercarsitisaproblem.However,itispossibletoimprovethefunctionofthenormalofABSsystemwithsomethingcalledyawmomentincreasedelay.twisting/5twistiN/扭轉axis/5Aksis/軸verticalhorizontal第17頁/共51頁2.1.DifferentABSsystems-ControlunitECUelectroniccontrolunitHCUhydrauliccontrolunitEHCUelectronic-hydrauliccontrolunit.

Twoidenticalmicroprocessorswithidenticalprogramstructures.Receiveandanalysisinputsfromeachwheelspeedssensors.Errorifinputinformationdoesnotfallwithinspecificationoriftheoutputcomesfromthemicroprocessorsdifferduringthecrosscheck.Anti-lockwarninglampislit.crosscheck交叉校驗warninglamp警告燈lit–lit–light第18頁/共51頁Twogeneraltypes:?StandardABSsystems

?IntegralABSsystemsAconventionalbrakingsystemandthespecialABScomponentsareusedtogether.Examplesofstandardsystemsare:

?BoschABS2S;

?BoschABS2E;

?BendixAddonix;

?BendixMecatronic;

?TevesMkIV;

?TRWEBC430/440.2.2.DifferentABSsystems-DifferenttypesFortheintegralsystem,thehydraulicbooster,themastercylinderandmodulatevalveblockarebuilttogetherinoneunit.?TevesMkII;?BendixIntegratedBosch/b?:?/博世booster/5bu:stE/增壓器第19頁/共51頁2.3.DifferentABSsystems-BoschABS2BoschABS2isanadd-onsystemwhichisbuiltontoaconventionalbrakesystem.Theelectroniccontrolmoduleispositionseparatelyorintegratedinwiththehydraulicmodulator.Thesystemconsistedof:

?Electroniccontrolmodule;

?4wheelsensors;

?Ahydraulicmodulator;

?Abrakeswitch;

?ABSwarninglight.add-onsystem附加系統module/5mCdju:l/模塊brakeswitch制動開關第20頁/共51頁2.3.1.DifferentABSsystems-BoschABS2-EBCMTheelectronicbrakecontrolmodule(EBCM)iseitheranintegratedpartofthemodulatororremotelocated.Themodulereceivessignalfromwheelspeedsensors.Basedonthesignals,speed,acceleration,andaccelerationofthewheelsarecontinuallymonitored.Andareferencespeedandtendencytoawheellockupcalculatebytheunit.Twoidenticalmicroprocessorswithidenticalprogramstructures.Itisassumedthatthereisanerrorinthesystemiftheinputinformationdoesnotfallwithinthespecificationsoriftheoutputcommandsdifferduringthecrosscheck.Whentheignitionsturnedon,thecontrolmodulerunsaself-check.IfafaultisdetectedtheABSfunctionwillbeshutdown.referencespeed參考車速ignition/i^5niFEn/

點火開關self-check自校驗function~shutdown第21頁/共51頁2.3.2.DifferentABSsystems-BoschABS2-FunctionPhase1,Pressureincrease:Thisisthenormalpositionofthevalvefornon-ABSbrakingandduringthepressureincreasephaseofABSbraking.TheEBCMispassive,anddoesnotenergizethesolenoidvalve,ifthereisnoindicationthewheellock.Thispositiondirectlyconnectsthemastercylinderandwheelcircuit,Mastercylinderpressureappliestothewheelcircuit.solenoid/‘s?ul?n?id/電磁螺線管（線圈）Pressure~increasedecrease第22頁/共51頁2.3.3.DifferentABSsystems-BoschABS2-FunctionPhase2,Pressuremaintain:Whenthewheelsensorsignalindicatesexcessivedeceleration,theelectronicbrakecontrolmodulecommandsthesolenoidvalveforthatcircuittomaintainthehydraulicpressurebyisolatingthecircuit.WhentheEBCMpressuremaintain,itseemstoaccount50%ofthemaximumaccount,approximate2Athroughthesolenoid,thenmovethevalve,sothewheelcircuitisclosed.decelerationaccelerationisolate/5aisEleit/使隔離excessive/ik5sesiv/過度的approximate/E5prCksimeit/接近于第23頁/共51頁2.3.4.DifferentABSsystems-BoschABS2-FunctionPhase3,Pressurereduce:Ifisolationofthewheelcircuitdoesnotreducethelockingtendency,theEBCMcommandsthevalveforthatcircuitreducethehydraulicpressure.Todoso,theEBCMsends100persecondcurrentapproximate5Athroughthesolenoid,whichmovethevalvefarenoughtoopenthecircuitbetweenthewheelandaccumulator.Theexcesspressurewillbedumptotheaccumulator.Atthesametime,theEBCMenergizethereturnpumpwhichsendsfluidfromthewheelcircuitbacktothemastercylinderagainstbrakepedalpressure.ThereturnpumpcontinuestorunduringtherestoftheABScycle.accumulator/E5kju:mjuleitE/蓄能器

dump/dQmp/傾瀉returnpump回油泵第24頁/共51頁3.AdjacentsystemsCriticaldrivenconditionsarenotonlyrevealedwhenbraking.Alsoapparentwhenthevehiclestartsoff,duringaccelerationandduringcornering.Suchconditionsoftenputgreatstrainonthedriverwhomayreactincorrectly.revealed==apparentstrain/strein/壓力第25頁/共51頁3.1.1.Principle-TractioncontrolTractioncontrolispartoftheABSsystem.Itusesthesamecomponentsbutaffectthedrivingwheelonly.Components：?Wheelsensors?Toothring?Hydrauliccontrolunit?Hydraulicactuatorsoneach?Drivingwheel?ElectroniccontrolunitWhenoneofthedrivingwheelstartstoslip,theelectroniccontrolunitdetectsthedifferenceinwheelspeedrotationviathewheelspeedsensors,thetractioncontrolappliesthebrakingtotheslippingwheel,thatinturntransfersmoreenginetorqueorpowertotheotherwheel.toothring齒圈via/5vaiE/通過slippingwheel打滑的車輪inturn反過來（依次）第26頁/共51頁3.1.2.Principle-ElectronicBrakeDistribution(EBD)OnmoreandmorecarstheABSandpowercontrolsareequippedwiththefollowingadditionalfunctions.?Thespeedofthecarmustbegreaterthan50km/h.?Theretardationforcemustbegreaterthan0.25G.?Therelativeslipbetweenthefrontandtherearwheelsmustbemorethan3km/h.?TheECMwillswitchtonormalABSfunctionifanyofthewheelstendstolockup.?ThebrakelightswitchmustsignalECMthatthebrakesareapplied.ElectronicBrakeDistribution–EBDkm/h

–kilometersperhourretardation/7ri:tB:5deiFEn/減速signalnv發(fā)信號/通知

第27頁/共51頁3.1.3.Principle-BrakeAssist(BA)Thebrakeassistssystemisdesigntoreducethestoppingdistanceinapanicsituation.Brakeassistswitchonconditions:?Brakelightswitch“on”,?Releaseswitch“on”,?Applicationspeed＞100mm/s,?Carvelocity＞8km/h.Brakeassistswitchoffconditions:?Pedalforcelessthan20N,?Brakelightswitch“off”,?Brakeassistactivation＞20s,?Carvelocity＜3km/h.BrakeAssists–BAstoppingdistance制動距離panic/5pAnik/恐慌light~switchonswitchoffvelocity/vi5lCsiti/速度mm/s–millimeterspersecondgreaterthanlessthan第28頁/共51頁3.1.4.Principle-ElectroHydraulicBraking(EHB)Hasthefollowingbenefits:

?Improvedpedalfeelresponse;

?Reductionofstoppingdistances;

?Improvednoisereduction;

?Improvedbrakeforceapportioning;

?Adjustablepedalfeelbysoftwareselection;

?Andhigherbrakeperformanceefficiency.Electronicbrakemanagementsystemforactuationandbrakemodulation.EHBintegratesthefollowingfeatures:

?ABSandtractioncontrol(ABS/TC);

?Vehiclestabilitycontrol(VSC);

?Panicbrakefunction(BA);

?Brakepressureboost;

?Compatibilitywithsystemsuchasadaptivecruisecontrol.stability/stE5biliti/穩(wěn)定性compatibility/kEm7pAti5biliti/兼容性adaptive/E5dAptiv/適應性的cruise/kru:z/巡航noisereduction噪聲降低第29頁/共51頁3.1.5.Principle-EngineDrag-TorqueControl(MSR)Asystemthatpreventsthedrivingwheelsfromdraggingduringdecelerationonslipperyroadsurfaces,thuspreventingapotentialskid.WhentheECUdetectsthatthedrivingwheelsareabouttodrag,forinstanceasaresultofsuddenreleaseofacceleratorpedalontheslipperyroad,itcanincreaseenginetorquebyadjustingtheelectronicthrottle.slipperyroad濕滑路面acceleratorpedal油門踏板releasepresselectronicthrottle電子節(jié)氣門第30頁/共51頁3.1.6.Principle-ElectronicParkingBrake(EPB)Besidethedevelopmentslikepowerwindows,electricseatormirroradjustment,thereisarisingdemandforcomfortinaccordancewithincreasingsafetyrequirements,thisisleadtothedevelopmentoftheelectricallypoweredparkingbrake.Benefits:?Lowoperatingforcesduetotheusesofaswitchinsteadofalever;?Parkingbrakecablesarereplacebywiring,nofreezingortearingofcables;?HighsafetylevelduetotheuseofasoftwaresimilartoABSwhichavoidsblockingwiththeparkingbrakewhenbeenoperatedwhiledriving;?Maximumbrakepowerinallconditions;ElectronicParkingBrake–EPBpowerwindow電動車窗electricseat電調座椅safetyrequirements安全要求brakecable制動拉索Brakepower制動功率第31頁/共51頁3.2.Adjacentsystems-ASR-tractioncontrolAccelerationSlipRegulation–ASRAcarisaccelerating,buttherighthandfrontwheelisstartingtoslip,causingitswheelspeedtoincrease.Theanimationshowsatractioncontrolsystemusingthebrakestodecreasethespeedofthespinningwheel.Threedifferentwaystodecreasethespeedofthewheel:

?Brakeonly;

?Engineonly;

?Bothbrakeandengine.AccelerationSlipRegulation–ASRanimation/7Ani5meiFEn/動畫therighthandfrontwheelleftrear第32頁/共51頁3.2.1.ASR-tractioncontrol–brakeonlyExample:StartsituationThrottleisappliedthelowμwheelslipincreases.Detectsthewheelslipandappliesthebrakeonthelowμwheel.Thebraketorqueisshiftedtothehighμsideviaadifferential.startstomovewithanaccelerationlinkedtotheusedTCbraketorque.differential/7difE5renFEl/差速器第33頁/共51頁3.2.2ASR-tractioncontrol–engineonlyThemaximumstabilizationofadrivingsituationisthemaintargetofanengineonlysystem.Example:anotherstartsituationBothwheelsareonlowμsurfaces.Throttleisappliedwheelslipincreasesonbothwheels.Detectsthiswheelslipandenginetorqueisreduced.Moveswiththemaximumsteerabilityandsufficientacceleration.stabilization/7steibilai5zeiFEn/surface/5sE:fis/地面（表面）steerability轉向能力sufficient/sE5fiFEnt/足夠的第34頁/共51頁3.2.3.ASR-tractioncontrol–bothbrakeandengineAchievesamaximumofuseradvantages.SplitμsurfaceswithoutTC;Throttleisappliedenginetorqueisshiftedtothelowμside.SplitμsurfaceswithTC;TCappliesbrakepressureonthelowμwheel.Torqueisthenshiftedtothehighμwheelandthevehiclestartstomove.HomogenousμsurfacewithoutTC;theμfactoristoolowfortheappliedenginetorque,Thevehicledoesnotmove.HomogenousμsurfacewithTC;TCreducestheenginetorque,Thevehiclestartstomove.homogenous/hE5mCdVinEs/同質的torque~reduceincrease第35頁/共51頁3.3.Adjacentsystems-Vehiclestabilitycontrol(VSC)VSCalsoknownasvehicledynamiccontrolsystem.Designedtohelpextendthedriver’srangeofvehiclecontrol.Usesinformationfrom:

?Ayaw-ratesensor;

?Alateralaccelerationsensor;

?Sensorsforsteeringangle,anti-lockbrakingandtraction.VehicleStabilityControl–VSCyaw-ratesensor橫擺角速度傳感器

lateralaccelerationsensor側向加速度傳感器第36頁/共51頁3.3.1.Vehiclestabilitycontrol–PrincipalfunctionDetermineswherethedriverwantstogoby:?Measuringthesteeringwheelangle,theyawrate,howmuchthecaristurning,thelateralacceleration,andtheindividualwheelspeeds.?Thencomparingthisinformationwiththepreprogramdata.Oversteerappliestheoutsidefrontand/orrearbrakes.Understeerappliestheinnerfrontand/orrearbrakes.steeringwheel方向盤preprogram==prescribedoversteerundersteeroutsideinner第37頁/共51頁3.3.2.Vehiclestabilitycontrol–Components?ElectroniccontrolunitECU;

?Dynamicstabilitycontrolswitch;

?Brakeforcebooster;

?Brakepressuresensor,

?Yawrateandlateralaccelerationsensor;

?Steeringwheelanglesensor;

?Wheelspeedssensors;

?Hydraulicunit;

?Brakeswitch;

?Warninglamps;

?Diagnosticconnector.anglesensor角度傳感器Diagnostic/7daiE^5nCstik/Diagnose~Diagnosisconnector/kE5nEktE(r)/接線器第38頁/共51頁3.3.3.Vehiclestabilitycontrol–AcriticalunstablesituationAcriticallyunstablesituationTohelpsteerthecarinthedesireddirection,?Thesystemappliedthebrakeontheleftrearwheel.?Brakesappliedtherightfrontbrake,therearwheelsareturningfreely.Tostoptherearendofthecarswingout,Brakesappliesonfrontleftwheel.TheDSCsystemstopsworkingwheninstabilityiscorrected.DynamicStabilityControl-DSCrearendfrontendswingout外擺第39頁/共51頁3.3.4.Vehiclestabilitycontrol–HillassistantSupportanydriverslaunchingavehicleuphill.Activationcriteria:

?Theignitionmustbeon;

?Minimuminclinationis+/-3%;

?Sensorandgeardirectionsmatch;

?Zerowheelspeed;

?Brakesactivatedbythedriver;

?Clutchactivated.Thesystemwillautomaticallyswitchoffifthefrictionlevelistoolowandthevehiclecannotbehilledsafelywiththeriskofmovingdownhill.launch==start~vehicleuphilldownhill~adj.n.advcriteria~criterion/krai5tiEriEn/條件gear/^iE/齒輪，傳動裝置inclination/7inkli5neiFEn/傾角incline/in5klain/n.vi,vt“TopGear”——BBC第40頁/共51頁4.1.Translation-1.1.6DualcircuittypebrakesFrontrearsplit:Inthefrontrearsplitoneofthetwocircuitssuppliedbyatandemmastercylinderisconnectedtothefrontbrakes,andtheothercircuittotherearbrakes.Thisisthesimplestsystem,andiscommonlyfittedtocarswithrearwheeldrive.Withthislayout,itisparticularlyimportantthatrearwheellockingispreventedinthecaseoffrontcircuitfailure.Frontaxleandonerearsplit:FrontaxleandonerearsplitknowsastheLsplit,requiresfourpistonstencircuitcaliperstobefittedtothefront,oneofthetwofrontbrakecircuitsitthenconnectedtooneoftherealbrakes.Andthesecondcircuittotheotherrealbrake.Intheeventofacircuitfailurethefrontaxleisalwaysinvolvedinthebrakingwithhalfoftheoriginalbrakingforce,thusincreasethestability.ThesystemlikethatwhichfollowsisnotascommonasthefrontrearandXsplits.tandem/5tAndEm/串聯

rearwheeldrive后輪驅動第41頁/共51頁Whentheignitionisturnedon,theelectroniccontrolunitwillrunitselfcheck,whereallcircuitsarecheckedonthevalveandexerciseforamoment,thisinternalself-checkontheABSsystemisthenperformedmanytimespersecondduringnormalvehicleoperation.Ifafaultisdetected,theABSwarninglamplitupandtheABSfunctionwillbedisenabled.Thesensorisnormallyoneoftwotypes,passivewherenocurrentisnormallypresentbutthemagneticfieldisgeneratedattheexposedpoleoftheunitastheexciterringpasses,andactiveinwhichthecurrentispassedthroughthesensorandtheexciterringinpassingcreatesasignal.4.2.Translation-1.2.1ABSControlunitmagnetic/mA^5netik/field磁場

exciter/ik5saitE/勵磁機第42頁/共51頁TheEHBsystemcombinestheabilitytoprovideoptimumpressureatorforbrakecorners,withthecapabilitytosupplybrakepressurefasterthantheconventionalbrakesystem,thismeansreducestoppingdistances.BecausedriverpedaleffectsnolongeraffectsbrakeperformanceintheEHBsystem,pedalfeelcanbeeasilytailoredtovehiclemanufacturerrequirements.Alsothereisnopedalpositionduringdynamicfunction,suchasantilockbrakingsystemevents.Studieshaveshownthattheabsenceofpedalvibrationcanhaveapositiveeffectonthedriver’sbehavior.4.3.Translation-.EHB-electrohydraulicbrakingtailored/5teilEd/定制的第43頁/共51頁ViaamodifiedABShydraulic,it’spossibleforthebrakeonlysystemtoincreasebrakepressureindividuallyforeachdrivenwheel.Becauseoffailsafereasons,pressureriseperformedthatalldrivenwheelsatthesametimecouldbecritical.Withthepressureincreaseononewheel,atypeoflockabledifferentialeffectcanbeachieved.Thishasonedisadvantage:enginetorqueiswastedinonebrake.4.4.Translation-3.2.1.Brakeonlyfailsafe失效安全drivenwheeldrivingwheel第44頁/共51頁Viaamodifiedenginecontroller,it’spossibletodecouplethedriverfromthethrottleinput.Thereforeanenginetorquereductioncanberealized.Theresultofsuchcontrolisinoppositiontothebrakeintervention.Withanengineintervention,it’sonlypossibletoovercomesymmetricalproblemsonhomogenysurfaces.Themaximumstabilizationofadrivingsituationisthemaintargetofane