基于行人保護的轎車前保險杠設計與分析
基于行人保護的轎車前保險杠設計與分析,基于,行人,保護,維護,轎車,保險杠,設計,分析
畢 業(yè) 設 計（論 文）開 題 報 告
設計（論文）題目：基于行人保護的轎車前保險杠設計與分析
學生姓名：
2016 年 1 月 8 日
開題報告填寫要求
1．開題報告（含“文獻綜述”）作為畢業(yè)設計（論文）答辯委員會對學生答辯資格審查的依據(jù)材料之一。此
報告應在指導教師指導下，由學生在畢業(yè)設計（論文）工作前期內(nèi)完成，經(jīng)指導教師簽署意見及所在專業(yè)審查
后生效；
2．開題報告內(nèi)容必須用黑墨水筆工整書寫或按教務處統(tǒng)一設計的電子文檔標準格式打印，禁止打印在其它紙
上后剪貼，完成后應及時交給指導教師簽署意見；
3．“文獻綜述”應按論文的 成文， 書寫（或打?。┰?開題報告 一 目內(nèi)，學生寫文獻綜述的
文獻應 于15 （ ）；
4． 年月日 日期的填寫，應 按 標GB/T 7408—94 據(jù) 交 格式 交 日期 時?￠
￡?￥?§的要求，一currency1用'“? ?書寫。?“2004年4月26日”或“2004-04-26”。
5 開題報告（文獻綜述）?fifl按 fi –??書寫，行?·1.5 。
畢 業(yè) 設 計（論文） 開 題 報 告
1．??畢業(yè)設計（論文）?題?”，?據(jù)所查…的文獻資料，‰人 寫 于1000?? 的文獻綜述：
一 前`
′車保險杠??ˉ? ˙¨ ??， 護車?前后?的ˇ— 。 ′車 的 及交 日 ，
′車 ?， a 的人員 ?及??o ， 成為一 容 ?的 會 題。為 ?的人
員 ?及??o ， ′車??ˇ— 護 作為′車??的?要 成?分。作為車˙ 護 一?分的前
后保險杠，在′車 生 向碰撞時，對于 輕人員 ? 及′車o壞 ，a 可低估的作用。好的
保險杠設計， 但要 時尚的造型，還要 良好的ˇ—性。好的造型要 好的?品工藝保證,好的ˇ—性要
好的材料 設計??保證。
二 ?題研究領域的 狀及 展趨勢
我 ′車業(yè)的高速 展，帶動我 ′車保險杠市場需求持續(xù)大幅 長。二十年前，轎車前后保險杠? 金屬
材料為主，用厚 為3毫米 上的鋼板 壓成U型槽鋼，￠面處理鍍鉻，與車 縱梁鉚 或焊 在一a，與車
? 一段較大的?隙，好象?一件附 上去的?件。 ′車工業(yè)的 展，′車保險杠做為一種?要的ˇ—
也走向了革新的道路上。
保險杠屬于易o品，其市場主要由新車配套市場 售后更 市場 成，其?配套市場（OEM）由新車? 決§，
售后更 市場與′車保 成 比。? ′車? 基 大， 速快，˙資企業(yè) 斷 速在? 布局。目前，?
保險杠市場的˙資企業(yè)主要 —耐塑料，佛吉亞，麥格納， 摩比斯，雙葉工業(yè)，韓一理化，蒙塔薩 。
其?，在? 保險杠市場占據(jù) 較大份額的?—耐塑料。
保險杠未來的設計 展趨勢：
1)輕 化設計，保險杠??簡單， 用新材料 新工藝 及??優(yōu)化的方?相??，實 保險杠輕 化設
計，對整車的輕 化設計具 ?要意義，也相對容易實 ，?目前研究的熱點。
2)前保險杠?傳統(tǒng)的被動ˇ—?件，主動ˇ—與被動ˇ—相??進行研究，?一 值得研究的?題。
3)集成性，? 文獻單獨從碰撞 行人– 保護 ，或 單獨 碰撞 ? 大為目標，進行設
計優(yōu)化， ˙ 文獻 時 碰撞? 行人保護或 時 碰撞? ??成型的研究。綜? 行
人保護 碰撞? 保險杠 與保險杠的 的?理 配 ˙?造型 動?學 性 進行
? 優(yōu)化設計，實 優(yōu)設計的研究 ， ?未來研究的方向。
?
?題從基于行人保護的基 理論 ，分析′車前保險杠的 及目前 在的 之處，對其 之處
的 進意見，設計 在 造型 輕 化的 件下，更 效 保護行人ˇ—的前保險杠。?題? 用
CATIA 件 ′車前保險杠 型， 型導?￠ANSYS 件?進行 ￡ 分析，?據(jù)分析??設計 在
造型 輕 化的 件下，更 效 保護行人ˇ—的前保險杠。
文獻：
[1] ￥?§, currency1生.′車前?保險杠的耐撞性及??優(yōu)化方?[J].′車工 ,2008(11).
[2] '“? .′車碰撞ˇ—??[M].fifl： –工業(yè) ? ,2003.
[3] 新?,· ,???.轎車保險杠行人保護??分析[J].上?工 ??大學學報,2009(03).
[4] ”?,…‰, ? ,`′,? ?.基于 ￡ ?的行人 ?ˇ—保護研究[J]. –?造,2006(04).
[5]ˉ ,?˙.人車碰撞 ¨ 與行人保護研究[J].′車工 ,2009(01).
[6]￥??.ANSYS ￡ 分析實用教 [M].fifl： ?大學 ? ,2005.
[7] ?,? ˇ. ANSYS?—種 方?的研究[J]. –，2005(06) .
[8] 占 , ?, 金 .?文?CATIA V5R21完—學 [M]. fifl： ?大學 ? ,2014.
[9] ? . 布 設計對行人保護的?要 [J].′車工 師,2009(02).
[10] .行人保護進行時[J]. ¨′車,2009(06).
[11]' .開 行人保護 統(tǒng)[J]. ˙塑料,2005(06).
[12] ??,?金金, a, , .造型設計?段行人保護的設計[J].上?′車,2014(01).
[13] ??o,￥? , .行人保護– 碰撞分析[J].′車 ?,2013（01）.
[14] . ′車設計[M].fifl： ?大學 ? ，2001．
[15] ? ， . ANSYS ￡ 值分析?理與工 應用[M]．fifl： ?大學 ? ，2005.
[16] 亞.′車車???與設計[M].fifl： –工業(yè) ? ,2014.
[17]ˉ??, ??.′車車?輕 化??與輕 材料[M].fifl：fifl大學 ? ,2009.
畢 業(yè) 設 計（論文） 開 題 報 告
2． ?題要研究或 決的 題 用的研究 段（途徑）：
一 研究目標
?題從基于行人保護的基 理論 ， 用CATIA 件 ′車前保險杠 型， 型導?￠ANSYS 件?
進行 ￡ 分析，?據(jù)分析??設計 在 造型 輕 化的 件下，更 效 保護行人ˇ—的前保險杠。
二 研究 段 途徑
（1）做好理論基礎方面的準備，?車???的設計與分析， ￡ 分析 。
（2）查…′車專業(yè)書籍，了 ′車前保險杠的??。
（3）熟悉計算 件，掌握′車專業(yè)英 。
（4）查…大 書籍 論文，學 于?題領域的研究方?。
（5）?§ 項目預§目標 研究步驟 實?。
（6） 與指導老師 專業(yè)人員的交流，探討 決遇￠的疑難 題。
研究內(nèi)容
（1）用CATIA繪? ′車前保險杠的設計。
（2） CATIA 型導?￠ANSYS 件? 進行分析。
（3）′車前保險杠受?后的扭轉(zhuǎn)變形與應?分布。
（4）分析′車前保險杠 在的 之處。
（5）對其 之處 的 進意見及措?。
畢 業(yè) 設 計（論文） 開 題 報 告
指導教師意見：
1．對“文獻綜述”的評 ：
??專業(yè)特點，針對?題所涉及的′車保險杠方面的文獻資料進行廣泛…讀，且對文獻進行歸納 分析比較，
對?題研究領域的 狀 動 及 展方向 進行綜?分析 評述， 研究思路及 決的 題，
的見 。符?文獻綜述的要求。
2．對 ?題的深 廣 及工作 的意見 對設計（論文）??的預測：
?題首先對′車保險杠設計?則 ??及工藝 進行綜述，然后進行設計 進行 ￡ 分析，對 生來說具
一§深 廣 ，對于培養(yǎng)應用型 生的 研 ?具 一§的意義，其研究方?具 一§的 實用價值。
所涉及研究內(nèi)容必須要求在認 學 了相 專業(yè)? 后，再經(jīng) 進一步深?學 ￡ 分析方?及相 件
之后，才 做好 ?題的，工作 適?。該生一貫學 勤奮刻苦， 具 一§的 研工作 ?，經(jīng) 認 充分
學 準備工作，應 夠保 保 ?期完成畢業(yè)設計的。
3.?否 意開題：√ 意 □ 意
指導教師：
2016 年 03 月 09 日
所在專業(yè)審查意見：
意
負責人：
2016 年 04 月 07 日
畢 業(yè) 設 計（論 文）外 文 參 考
資 料 及 譯 文
譯文題目： Spin control for cars
汽車的轉(zhuǎn)向控制
學生姓名：
專 業(yè)：
所在學院：
指導教師：
職 稱：
2016年01月15日
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 "snapshot," calculating whether a car is going 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. And $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. "ASMS is a quantum leap in the evolution of antilock brake systems, combining the best attributes of ABS and traction control into a total vehicle dynamics management system," said Timothy D. Leuliette, ITT Automotive's president and chief executive officer.
"ASMS monitors what the vehicle controls indicate should be happening, compares that to what is actually happening, then works to compensate for the difference," said Johannes Graber, ASMS program manager at ITT Automotive Europe. ITT's system should begin appearing on vehicles worldwide near the end of the decade, according to Tom Mathues, director of engineering of Brake & Chassis Systems at ITT Automotive North America. Company engineers are now adapting the system to specific car models from six original equipment manufacturers.
A less-sophisticated and less-effective Bosch stability control system already appears on the 1995 750iL and 850Ci V-12 models from Munich-based BMW AG. The BMW Dynamic Stability Control (DSC) system uses the same wheel-speed sensors as traction control and standard anti-lock brake (ABS) systems to recognize conditions that can destabilize a vehicle in curves and corners. To detect such potentially dangerous cornering situations, DSC measures differences in rotational speed between the two front wheels. The DSC system also adds a sensor for steering angle, Utilizes an existing one for vehicle velocity, and introduces its own software control elements in the over allantilock-brake/traction-control/stability-control system.
The new Bosch and ITT Automotive stability control systems benefit from advanced technology developed for the aerospace industry. Just as in a supersonic fighter, the automotive stability control units use a sensor-based computer system to mediate between the human controller and the environment - in this case, the interface between tire and road. In addition, the system is built around a gyroscopelike sensor design used for missile guidance.
BEYOND ABS AND TRACTION CONTROL
Stability control is the logical extension of ABS and traction control, according to a Society of Automotive Engineers paper written by van Zanten and Bosch colleagues Rainer Erhardt and Georg Pfaff. Whereas ABS intervenes when wheel lock is imminent during braking, and traction control prevents wheel slippage when accelerating, stability control operates independently of the driver's actions even when the car is free-rolling. Depending on the particular driving situation, the system may activate an individual wheel brake or any combination of the four and adjust engine torque, stabilizing the car and severely reducing the danger of an uncontrolled skid. The new systems control the motion not only during full braking but also during partial braking, coasting, acceleration, and engine drag on the driven wheels, circumstances well beyond what ABS and traction control can handle.
The idea behind the three active safety systems is the same: One wheel locking or slipping significantly decreases directional stability or makes steering a vehicle more difficult. If a car must brake on a low-friction surface, locking its wheels should be avoided to maintain stability and steerability.
Whereas ABS and traction control prevent undesired longitudinal slip, stability control reduces loss of lateral stability. If the lateral forces of a moving vehicle are no longer adequate at one or more wheels, the vehicle may lose stability, particularly in curves. What the drive "fishtailing" is primarily a turning or spinning around the vehicle's axis. A separate sensor must recognize this spinning, because unlike ABS and traction control, a car's lateral movement cannot be calculated from its wheel speeds.
SPIN HANDLERS
The new systems measure any tendency toward understeer (when a car responds slowly to steering changes), or over-steer (when the rear wheels try to swing around). If a car understeers and swerves off course when driven in a curve, the stability control system will correct the error by braking the inner (with respect to the curve) rear wheel. This enables the driver, as in the case of ABS, to approach the locking limit of the road-tire interface without losing control of the vehicle. The stability control system may reduce the vehicle's drive momentum by throttling back the engine and/or by braking on individual wheels. Conversely, if the hteral stabilizing force on the rear axle is insufficient, the danger of oversteering may result in rear-end breakaway or spin-out. Here, the system acts as a stabilizer by applying the outer-front wheel brake.
The influence of side slip angle on maneuverability, the Bosch researchers explained, shows that the sensitivity of the yaw moment on the vehicle, with respect to changes in the steering angle, decreases rapidly as the slip angle of the vehicle increases. Once the slip angle grows beyond a certain limit, the driver has a much harder time recovering by steering. On dry surfaces, maneuverability is lost at slip-angle values larger than approximately 10 degrees, and on packed snow at approximately 4 degrees.
Most drivers have little experience recovering from skids. They aren't aware of the coefficient of friction between the tires and the road and have no idea of their vehicle's lateral stability margin. When the limit of adhesion is reached, the driver is usually caught by surprise and very often reacts in the wrong way, steering too much. Oversteering, ITT's Graber explained, causes the car to fishtail, throwing the vehicle even further out of control. ASMS sensors, he said, can quickly detect the beginning of a skid and momentarily activate the brakes at individual wheels to help return the vehicle to a stable line.
It is important that stability control systems be user-friendly at the limit of adhesion - that is, to act predictably in a way similar to normal driving.
The biggest advantage of stability control is its speed - it can respond immediately not only to skids but also to shifting vehicle conditions (such as changes in weight or tire wear) and road quality. Thus, the systems achieve optimum driving stability by changing the lateral stabilizing forces.
For a stability control system to recognize the difference between what the driver wants (desired course) and the actual movement of the vehicle (actual course), current cars require an efficient set of sensors and a greater computer capacity for processing information.
The Bosch VDC/ESP electronic control unit contains a conventional circuit board with two partly redundant microcontrollers using 48 kilobytes of ROM each. The 48-kB memory capacity is representative of the large amount of "intelligence" required to perform the design task, van Zanten said. ABS alone, he wrote in the SAE paper, would require one-quarter of this capacity, while ABS and traction control together require only one half of this software capacity.
In addition to ABS and traction control systems and related sensors, VDC/ESP uses sensors for yaw rate, lateral acceleration, steering angle, and braking pressure as well as information on whether the car is accelerating, freely rolling, or braking. It obtains the necessary information on the current load condition of the engine from the engine controller. The steering-wheel angle sensor is based on a set of LED and photodiodes mounted in the steering wheel. A silicon-micromachine pressure sensor indicates the master cylinder's braking pressure by measuring the brake fluid pressure in the brake circuit of the front wheels (and, therefore, the brake pressure induced by the driver).
Determining the actual course of the vehicle is a more complicated task. Wheel speed signals, which are provided for antilock brakes/traction control by inductive wheel speed sensors, are required to derive longitudinal slip. For an exact analysis of possible movement, however, variables describing lateral motion are needed, so the system must be expanded with two additional sensors - yaw rate sensors and lateral acceleration sensors.
A lateral accelerometer monitors the forces occurring in curves. This analog sensor operates according to a damped spring-mass mechanism, by which a linear Hall generator transforms the spring displacement into an electrical signal. The sensor must be very sensitive, with an operating range of plus or minus 1.4 g.
YAW RATE GYRO
At the heart of the latest stability control system type is the yaw rate sensor, which is similar in function to a gyroscope. The sensor measures the speed at which the car rotates about its vertical axis. This measuring principle originated in the aviation industry and was further developed by Bosch for large-scale vehicle production. The existing gyro market offers two widely different categories of devices: $6000 units for aerospace and navigation systems (supplied by firms such as GEC Marconi Avionics Ltd., of Rochester, Kent, U.K.) and $160 units for videocameras. Bosch chose a vibrating cylinder design that provides the highest performance at the lowest cost, according to the SAE paper. A large investment was necessary to develop this sensor so that it could withstand the extreme environmental conditions of automotive use. At the same time, the cost for the yaw rate sensor had to be reduced so that it would be sufficiently affordable for vehicle use.
The yaw rate sensor has a complex internal structure centered around a small hollow steel cylinder that serves as the measuring element. The thin wall of the cylinder is excited with piezoelectric elements that vibrate at a frequency of 15 kilohertz. Four pairs of these piezo elements are arranged on the circumference of the cylinder, with paired elements positioned opposite each other. One of these pairs brings the open cylinder into resonance vibration by applying a sinusoidal voltage at its natural frequency to the transducers; another pair, which is displaced by 90 degrees, stabilizes the vibration. At both element pairs in between, so-called vibration nodes shift slightly depending on the rotation of the car about its vertical axis. If there is no yaw input, the vibration forms a standing wave. With a rate input, the positions of the nodes and antinodes move around the cylinder wall in the opposite direction to the direction of rotation (Coriolis acceleration). This slight shift serves as a measure for the yaw rate (angular velocity) of the car.
Several drivers who have had hands-on experience with the new systems in slippery cornering conditions speak of their cars being suddenly nudged back onto the right track just before it seems that their back ends might break away.
Some observers warn that stability controls might lure some drivers into overconfidence in low-friction driving situations, though they are in the minority. It may, however, be necessary to instruct drivers as to how to use the new capability properly. Recall that drivers had to learn not to "pump" antilock brake systems.
Although little detail has been reported regarding next-generation active safety systems for future cars (beyond various types of costly radar proximity scanners and other similar systems), it is clear that accident-avoidance is the theme for automotive safety engineers. "The most survivable accident is the one that never happens," said ITT's Graber. "Stability control technology dovetails nicely with the tremendous strides that have been made to the physical structure and overall capabilities of the automobile." The next such safety system is expected to do the same.
汽車的轉(zhuǎn)向控制
控制系統(tǒng)穩(wěn)定性是針對提高駕駛安全性提出的一系列措施中最新的一個。這個系統(tǒng)能夠在40毫秒內(nèi)實現(xiàn)從制動開始到制動恢復的過程，這個時間是人的反應時間的七倍。他們通過調(diào)整汽車扭矩或者通過應用汽車左側(cè)或右側(cè)制動，如果需要甚至兩者兼用，來實現(xiàn)準確的行車路線。這個系統(tǒng)已被應用于奔馳S600汽車了。?
穩(wěn)定的機械自動系統(tǒng)能夠在制動時發(fā)現(xiàn)肇端，并且在駕駛?cè)藛T發(fā)現(xiàn)能夠反應以前實現(xiàn)車輛的減速。
?安全玻璃，安全帶，撞擊緩沖區(qū)，安全氣囊，ABS系統(tǒng)，牽引力控制系統(tǒng)還有現(xiàn)在的穩(wěn)定調(diào)節(jié)系統(tǒng)。汽車安全系統(tǒng)的連續(xù)升級，已經(jīng)產(chǎn)生了一種為保護汽車所有者安全的設計模式。穩(wěn)定調(diào)節(jié)系統(tǒng)幫助駕駛員從不可控制的曲線制動中解脫出來，從而避免了汽車的擺動滑行和交通事故。?
利用計算機和一系列傳感器，穩(wěn)定調(diào)節(jié)系統(tǒng)能夠檢測到制動輪的打滑并且能夠比人更快的恢復對汽車的方向控制。系統(tǒng)每百萬分之一秒作出一次快速捕捉，以及判斷汽車是否在按照駕駛員的路線行駛。如果檢測到汽車行駛路線和駕駛員駕駛路線存在一個微小的偏差，系統(tǒng)會在瞬間糾正發(fā)動機扭矩或者應用汽車左右制動。過程的標準反應時間是40毫秒----人的平均反應時間的七分之一。?
羅伯特博世工程系統(tǒng)負責人安東·范·桑特解釋說：“一個穩(wěn)定的控制系統(tǒng)能夠‘感覺’到駕駛員想要運動的方向，通過控制轉(zhuǎn)向角度，油門踏板的位置，制動板的狀態(tài)來確定汽車實際運動路線的偏航比率（汽車偏離方向軸的角度）和橫向加速度”。項目負責人阿明·馬勒領導著范桑特的工作小組和奔馳汽車公司的工程師發(fā)明了第一個完全有效的穩(wěn)定調(diào)節(jié)系統(tǒng)，該系統(tǒng)由發(fā)動機扭矩控制系統(tǒng)，制動系統(tǒng)，牽引控制系統(tǒng)組成以實現(xiàn)理想與現(xiàn)實運動之間的最小差距。?
汽車安全專家相信穩(wěn)定調(diào)節(jié)系統(tǒng)能夠減少交通事故的發(fā)生，至少是在傷亡嚴重的事故方面。安全統(tǒng)計表明，多數(shù)的單車撞擊事故傷亡（占傷亡事故發(fā)生的4%），事故能夠通過應用這項新技術避免。這項新系統(tǒng)的額外費用主要用于一系列目前汽車日益普遍應用的制動/牽引控制鎖組件。?
穩(wěn)定調(diào)節(jié)系統(tǒng)技術首次應用于歐洲的奔馳S600汽車，是由德國斯圖加特市的羅伯特博世公司和奔馳公司在過去幾年共同研制的。該系統(tǒng)在博世公司被稱為汽車動力控制（VDC），而默西迪稱它為穩(wěn)定電控系統(tǒng)（ESP），作用就是在任何狀況下維持車輛的穩(wěn)定性。博世公司開發(fā)了這項系統(tǒng)，奔馳公司把它應用于車輛。工程師默西迪絲在柏林應用戴姆勒奔馳汽車虛擬駕駛模擬器在極限情況下對系統(tǒng)進行評估，例如極強的側(cè)風。然后他們在瑞典的安杰普勞附近的后娜瓦安湖的冰面上進行性能測試。工作通常是在公路上進行以適用于公共汽車和大卡車。?
穩(wěn)定調(diào)節(jié)系統(tǒng)將在1995年中應用于歐洲S系列產(chǎn)品上，隨后會在1996年進入美國市場（1995年11月產(chǎn)品）。用戶可以選擇750美元的系統(tǒng)，就像應用于默西迪絲的試驗用的V8發(fā)動機上的，也可以選擇價格為2400美元的應用于六缸發(fā)動機汽車的系統(tǒng)。后者的系統(tǒng)中差不多有1650美元是用于牽引控制系統(tǒng)，該系統(tǒng)是穩(wěn)定性系統(tǒng)的先決條件。?
并不是只有博世公司一家在開發(fā)這樣的安全系統(tǒng)，美國密歇根州的ITT（美國國際電信公司）汽車公司的奧伯恩·希爾，在1995年1月底特律北美國際汽車展覽會上展示用戶管理系統(tǒng)（ASMS），“車輛控制器應該像空對地導彈的控制器那樣，比較而言，事實上那已經(jīng)實現(xiàn)了，不同的是兩者的費用不同”，美國國際電信公司駐歐洲空對地導彈控制工程負責人約翰尼斯·格雷得說。北美ITT公司“汽車制動和底盤工程”主管湯姆·麥茲指出，在未來十年美國國際電信公司的系統(tǒng)要首先出現(xiàn)在車輛上。很多工程師正在六輛特殊制造的精密車輛模型上調(diào)試這種系統(tǒng)。?
一個比較簡單和較低效率的博世的穩(wěn)定調(diào)節(jié)系統(tǒng)也在1995年出現(xiàn)在慕尼黑寶馬公司的AG系列750iL和850Ci?V-12兩款車上。寶馬公司的穩(wěn)定調(diào)節(jié)系統(tǒng)（DSC）運用的車輪速度傳感器同牽引控制系統(tǒng)和標準ABS防抱死系統(tǒng)一樣能夠識別外部情況，使車輛更容易實現(xiàn)曲線行駛和轉(zhuǎn)彎。為了檢測出車輛轉(zhuǎn)彎時潛在的危險，DSC系統(tǒng)檢測的是兩前輪在轉(zhuǎn)彎時的速度差，DSC系統(tǒng)添加了一個更高級的角度傳感器利用現(xiàn)有的一個車輛速度，并且引入了它自身帶有的關于完全抱死系統(tǒng)，牽引控制系統(tǒng)，穩(wěn)定調(diào)節(jié)系統(tǒng)軟件控制原理。?
新的博世和ITT自動穩(wěn)定調(diào)節(jié)系統(tǒng)得益于航空工業(yè)高級技術的發(fā)展，就像超音速發(fā)動機，汽車的穩(wěn)定調(diào)節(jié)單元運用一個基于計算機系統(tǒng)的傳感器來調(diào)和人與系統(tǒng)之間的，還有輪胎與地面之間差異。另外，系統(tǒng)采用了用于導彈制導系統(tǒng)的回旋傳感器。?
優(yōu)于ABS防抱死系統(tǒng)和牽引控制系統(tǒng)之處：?
根據(jù)范·桑特和博世公司的瑞娜·伊哈德，杰瑞·帕夫在《汽車工程師》雜志所提到的，穩(wěn)定調(diào)節(jié)系統(tǒng)是ABS防抱死系統(tǒng)和牽引控制系統(tǒng)的合理擴展。但是ABS系統(tǒng)的作用發(fā)生在制動時車輪轉(zhuǎn)向?qū)⒈绘i死時，牽引控制是預防加速時的車輪滑動，穩(wěn)定系統(tǒng)是當汽車自由轉(zhuǎn)向時能獨立于駕駛員作出操作。依靠不同的駕駛狀況系統(tǒng)可以使每個車輪制動或者迅速使四個輪轉(zhuǎn)速適合于發(fā)動機的扭矩，從而使車輛穩(wěn)定和減少由于制動失控帶來的危險。新系統(tǒng)不僅僅控制完全制動還可以作用與部分制動，行車路線，加速度，車輪與發(fā)動機動作的滯后等，這些是ABS防抱死系統(tǒng)和牽引控制系統(tǒng)所遠遠不能達到的。?
三種主動的安全系統(tǒng)的作用時刻是一致的，那就是一個車輪被鎖死或者車輪漸漸失去方向穩(wěn)定性或者車輪使得行駛更加困難。如果一輛車必須在較低摩擦系數(shù)的路面制動，必須避免車輪抱死以保持行駛穩(wěn)定性和可駕駛性。?
ABS防抱死系統(tǒng)和牽引控制系統(tǒng)能夠預防側(cè)滑，而穩(wěn)定性系統(tǒng)采取減少側(cè)面受力的穩(wěn)定措施。如果行駛車輛的側(cè)力不再適當?shù)姆峙湓谝粋€或者更多輪上，車輛就會失穩(wěn)，尤其是車輛沿曲線行駛時。駕駛員感覺到的“搖擺”起初是轉(zhuǎn)彎或者與車的軸線形成一個紡錘形時。一個獨立的傳感器必須能夠識別這個“紡錘”，而?ABS防抱死系統(tǒng)和牽引控制系統(tǒng)通過車輪的轉(zhuǎn)速不能檢測車輛的橫向運動。?
轉(zhuǎn)向操作：?
新系統(tǒng)通過對微小的汽車不足轉(zhuǎn)向（當車輛對于方向盤操作反應遲緩）和方向盤的“過敏”反應（后輪發(fā)生來回擺動）。當車輛在轉(zhuǎn)向時如果發(fā)生不足轉(zhuǎn)向和過度轉(zhuǎn)向運動時，穩(wěn)定調(diào)節(jié)系統(tǒng)能夠通過后輪進行內(nèi)部制動（針對曲線）糾正錯誤。這種情況是駕駛員不能感覺類似于ABS防抱死系統(tǒng)接近于抱死極限，而使車輛不失去控制。穩(wěn)定調(diào)節(jié)系統(tǒng)能夠通過發(fā)動機降速或者單輪制動來減小推動力。?
博世公司的研究員解釋說：“側(cè)面偏離角度表明此時車輛的偏航靈敏性，并反映為轉(zhuǎn)向角度，轉(zhuǎn)向角度隨著車輛偏離角度的增大而減小。一旦偏離角度超過某一限度，駕駛員就很難重新進行操作。在干燥的路面偏離角度不能夠超過10度，而在積雪路面上極限偏離角度為4度。”?
多數(shù)司機沒有從制動中恢復的經(jīng)驗。他們不知道輪胎和地面之間的摩擦系數(shù)，更不知道他們的車的側(cè)緣穩(wěn)定邊界。當極限被沖破時，駕駛員通常會很緊張以至于做出錯誤的反應。ITT的格雷柏解釋說：“過度轉(zhuǎn)向引起車輛擺尾，使汽車更快的失控。ASMS傳感器能夠快速的檢測到制動開始時各個車輪的活動，從而使車輛恢復到穩(wěn)定行駛軌道?！?
對于穩(wěn)定調(diào)節(jié)系統(tǒng)界面的可操作性是很重要的，這樣可以預示帶有穩(wěn)定系統(tǒng)的駕駛和普通駕駛給人的感覺沒有什么區(qū)別。
穩(wěn)定系統(tǒng)最大的優(yōu)點在于速度，它不僅可以對制動作出快速反應，還可以對車輛狀況（例如車重變化，輪胎磨損），路面質(zhì)量作出快速反應統(tǒng)就能夠通過改變側(cè)面受力平橫處理，達到最好的駕駛穩(wěn)定性。?
穩(wěn)定系統(tǒng)識別駕駛員想達到的（理想路線）和車輛實際行駛路線（實際路線）的不同，目前的汽車需要一套高效的傳感器和一臺高效處理信息的處理器。?
博世公司的VDC/ESP電子控制單元是一個由兩個48兆的ROM組成的傳統(tǒng)實驗電路板。范桑特說：“48KB的內(nèi)存容量是大量用以完成設計任務的‘智能’的代表”。他在SAE中指出。ABS防抱死系統(tǒng)是獨立的，只提供四分之一的這樣的容量，而ABS和牽引控制系統(tǒng)組合在一起的容量只有這個軟件容量的一半。?
除了ABS防抱死系統(tǒng)和牽引控制系統(tǒng)所具有的關系傳感器外，VDC/ESP運用了偏航比率傳感器，橫向加速度傳感器，轉(zhuǎn)向角傳感器，制動壓力傳感器來獲取汽車的加速，搖擺或者剎車的信息。系統(tǒng)通過管理員獲得所需的通常的路面信息。方向盤上的傳感器由一組安裝在方向盤上的發(fā)光二極管和光敏二極管上組成。一只硅壓力傳感器通過控制前輪剎車內(nèi)壓力油的壓力控制制動壓力（因為制車壓力來源于駕駛員）。? ?
確定車輛實際的行駛路線是一項非常復雜的工作。通過必須的縱向滑動車輪速度傳感器提供給反向制動或者牽引控制系統(tǒng)的車輪轉(zhuǎn)速信號，以對可能發(fā)生的動作作出精確的分析，無論如何側(cè)向難預料的運動分析是必須的，所以系統(tǒng)必須再拓展兩個額外的傳感器---偏航比率傳感器和側(cè)向加速度傳感器。?
橫向加速度表檢測沿曲線行駛時所帶來的受力狀況。這種類似的傳感器通過一臺直線霍爾發(fā)電機把彈簧的直線運動轉(zhuǎn)變成電信號來實現(xiàn)對彈簧機構(gòu)的控制。這種傳感器必須很靈敏，它的控制角為±1.4g。?
偏航比率回轉(zhuǎn)儀：?
最新的穩(wěn)定調(diào)節(jié)系統(tǒng)的核心在于類似于陀螺儀的偏航比率回轉(zhuǎn)儀。傳感器測量車輛對豎直軸的旋轉(zhuǎn)。這個測量原理來源于航空工業(yè)，并且被博施公司大規(guī)模的應用于汽車工業(yè)?，F(xiàn)有的回轉(zhuǎn)儀市場提供兩種選擇，一種是應用與航空航天業(yè)的價值6000美元（由位于英國羅徹斯特的美國通用電器公司航空股份有限公司提供），另一種是用于照相機的價值160美元。由SAE報得知博施公司采取一種圓柱形設計方案以實現(xiàn)低成本下的高性能
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