发布时间 : 星期一 文章汽车转向控制中英文对照外文翻译文献更新完毕开始阅读fe70602566ec102de2bd960590c69ec3d5bbdb6d
除了ABS防抱死系统和牵引控制系统所具有的关系传感器外，VDC/ESP运用了偏航比率传感器，横向加速度传感器，转向角传感器，制动压力传感器来获取汽车的加速，摇摆或者刹车的信息。系统通过管理员获得所需的通常的路面信息。方向盘上的传感器由一组安装在方向盘上的发光二极管和光敏二极管上组成。一只硅压力传感器通过控制前轮刹车内压力油的压力控制制动压力（因为制车压力来源于驾驶员）。
确定车辆实际的行驶路线是一项非常复杂的工作。通过必须的纵向滑动车轮速度传感器提供给反向制动或者牵引控制系统的车轮转速信号，以对可能发生的动作作出精确的分析，无论如何侧向难预料的运动分析是必须的，所以系统必须再拓展两个额外的传感器---偏航比率传感器和侧向加速度传感器。
横向加速度表检测沿曲线行驶时所带来的受力状况。这种类似的传感器通过一台直线霍尔发电机把弹簧的直线运动转变成电信号来实现对弹簧机构的控制。这种传感器必须很灵敏，它的控制角为±1.4g。
偏航比率回转仪
最新的稳定调节系统的核心在于类似于陀螺仪的偏航比率回转仪。传感器测量车辆对竖直轴的旋转。这个测量原理来源于航空工业，并且被博施公司大规模的应用于汽车工业。现有的回转仪市场提供两种选择，一种是应用与航空航天业的价值6000美元（由位于英国罗彻斯特的美国通用电器公司航空股份有限公司提供），另一种是用于照相机的价值160美元。由SAE报得知博施公司采取一种圆柱形设计方案以实现低成本下的高性能。这种传感器需要一项更大的投资以应对汽车所处的极端环境状态。同时偏航比率回转仪的价格必须降低，这样才能充分应用与汽车。
偏航比率回转仪有一个复杂的内部结构，其内部是有一个很小的圆柱形钢管伺服测量元件。圆柱的薄壁上有压电元件能够在15千赫兹的频率下震动。四对这样的感应器安放在圆柱体的周围，一对元件的位置与另一对的位置相对。其中的一对通过应用正弦电压引起柱体在其固有频率下产生共振，并将振动传送给变频器。在每一对传感器之间，振颤节点绕着汽车的垂直轴作细微的运动。这时如果没有偏航输入，震动曲线就是一条稳定的曲线。如果有信号输入，节点的位置和曲线的波谷就会在相对的防线绕着圆筒壁做旋转运动（科里奥利加速度）。这个轻微的位移就会成为汽车偏航比率的度量标准。
许多司机都相互宣传他们的车辆在光滑转弯处，车尾部将要被甩出去的时候，新系统会把车辆“推”回到正确的轨迹上方面的经验。
许多观察员指出，稳定调节系统可能会使司机在较低摩擦力的路面上过分自信，尽管他们占少数。或许需要指导司机怎样来恰当的使用车辆稳定调节系统。就像当初让司机学习不能向防抱死制动系统里泵油一样。
虽然只介绍了很少的关于为未来汽车研制的新一代主动安全系统（远远超过了雷达扫描仪类似的系统），但避免交通事故仍然是汽车安全工程的主题。美国国际电信公司负责人指出“当稳定调节技术伴随着汽车结构全面性能稳步提高的时候，多数可避免的事故将不再发生了”。新一代的安全系统也会起到同样的效果。
附件：Spin control for cars
Stability control systems are the latest in a string of technologies focusing on improved diriving safety. Such systems detect the initial phases of a skid and restore directional control in 40 milliseconds, seven times faster than the reaction time of the average human. They correct vehicle paths by adjusting engine torque or applying the left- or-right-side brakes, or both, as needed. The technology has already been applied to the Mercedes-Benz S600 coupe.
Automatic stability systems can detect the onset of a skid and bring a fishtailing vehicle back on course even before its driver can react.
Safety glass, seat belts, crumple zones, air bags, antilock brakes, traction control, and now stability control. The continuing progression of safety systems for cars has yielded yet another device designed to keep occupants from injury. Stability control systems help drivers recover from uncontrolled skids in curves, thus avoiding spinouts and accidents.
Using computers and an array of sensors, a stability control system detects the onset of a skid and restores directional control more quickly than a human driver can. Every microsecond, the system takes a \exactly in the direction it is being steered. If there is the slightest difference between where the driver is steering and where the vehicle is going, the system corrects its path in a split-second by adjusting engine torque and/or applying the cat's left- or right-side brakes as needed. Typical reaction time is 40 milliseconds - seven times faster than that of the average human.
A stability control system senses the driver's desired motion from the steering angle, the accelerator pedal position, and the brake pressure while determining the vehicle's actual motion from the yaw rate (vehicle rotation about its vertical axis) and lateral acceleration, explained Anton van Zanten, project leader of the Robert Bosch engineering team. Van Zanten's group and a team of engineers from Mercedes-Benz, led by project manager Armin Muller, developed the first fully effective stability control system, which regulates engine torque and wheel brake pressures using
traction control components to minimize the difference between the desired and actual motion.
Automotive safety experts believe that stability control systems will reduce the number of accidents, or at least the severity of damage. Safety statistics say that most of the deadly accidents in which a single car spins out (accounting for four percent of all deadly collisions) could be avoided using the new technology. The additional cost of the new systems are on the order of the increasingly popular antilock brake/traction control units now available for cars.
The debut of stability control technology took place in Europe on the Mercedes-Benz S600 coupe this spring. Developed jointly during the past few years by Robert Bosch GmbH and Mercedes-Benz AG, both of Stuttgart, Germany, Vehicle Dynamics Control (VDC). in Bosch terminology, or the Electronic Stability Program (ESP), as Mercedes calls it, maintains vehicle stability in most driving situations. Bosch developed the system, and Mercedes-Benz integrated it into the vehicle. Mercedes engineers used the state-of-the-art Daimler-Benz virtual-reality driving simulator in Berlin to evaluate the system under extreme conditions, such as strong crosswinds. They then put the system through its paces on the slick ice of Lake Hornavan near Arjeplog, Sweden. Work is currently under way to adapt the technology to buses and large trucks, to avoid jack-knifing, for example.
Stability control systems will first appear in mid-1995 on some European S-Class models and will reach the U.S. market during the 1996 model year (November 1995 introduction). It will be available as a $750 option on Mercedes models with V8 engines, and the following year it will be a $2400 option on six-cylinder 鉣?俕?嶏??????$1650 of the latter price is for the traction control system, a prerequisite for stability control.
Bosch is not alone in developing such a safety system. ITT Automotive of Auburn Hills, Mich., introduced its Automotive Stability Management System (ASMS) in January at the 1995 North American International Auto Show in Detroit. \best attributes of ABS and traction control into a total vehicle dynamics management