翻译马自达公司的速度感应四轮转向系统车辆工程外文翻译

Threeandahalfdecadesago,twoyoungMazdadesignersarrivedatafar-sightedandwell-calculatedconclusionthatwasquiterevolutionaryforthetime.IntheirtechnicalpresentationattheOctober26,1962JapaneseAutomotiveEngineers*SocietyTechnicalConferenee,DrTadashiOkadaandengineerToshiakisummarisedtheirarduousresearchconcerningvehicledynamicsasfollows.1・Thebasicdifferenceinthecharacteristicsofoversteerandundersteerliesinthemagnitudeoftimedelayandresponse.avehiclethatisstableunderhighspeedmustpossessundersteercharacteristicstherearwheeltyrereflectsheavilyonthestabilityandamajorimprovementoncontrolandstabilitymaybeanticipatedbymeansoftheautomaticrearwheelsteeringsystem・TheconclusionsandformulationspresentedbythesetwoengineersestablishedthefoundationforMazda*spresent・dayreputedsuspensiontechnology.Overyearsofdedicatedresearchanddevelopmentexpertise,theiroriginaldiscoveriesandtheorieshavecontributedtosomeofthemostsignificantachievementswithintherecenthistoryofautomotivechassisengineering,incorporatedbyMazdawithinitsseriesproductionproducts.Thesedevelopmentsincludethetwintrapezoidallinkrearsuspension,firstemployedintheoriginalfront-wheeldriveMazda323(1980)andtheMazda626(1982),andthenperfectedwithintheupdatedMazda626;theawardwinningDynamicTrackingSuspensionSystemofthesecondgenerationMazdaRX-7(1985);andtheelaborateE-linkrearsuspensionofthenewMazda929(1987).WhilevariousexternalforcesandloadsareexertedtotherearwheelsofavehicleasitcombatstheelementsofthelawofmotionasdefinedbySirIsaacNewton,thesenewsuspensionsystemsconvertthoseforcesinto”4WSeffects"whichpositivelyaidinvehiclestabilityandagility.TheMazdadesigners*andengineers*ultimategoalwasstillapositivemeasuretogenerateforcesforpositivecontrols;aFour-WheelSteeringsystem.In1983,Mazdaastonishedtheautomotiveworldwiththeintroductionofanengineeringconceptcar,theMX-02,exhibitedattheTokyoMotorShow.Thisfour-doorSedan,withgenerouspassengeraccommodationonanunusuallylongwheelbase,incorporatedamongitsnumerousadvancedfeaturesatrue4WSsystemthataidedhigh-speedstabilityaswellasitslow-speedmanoeuvring.Thedegreeofrearwheelsteeringwasdeterminedbythemeasurementofbothfrontwheelsteeringangleandvehiclespeed,bymeansofacentralcomputerunit.TheMX-02wasfollowedbyanotherexcitingconceptcar;theMX-03,firstexhibitedattheFrankfurtMotorShowinSeptember1985.Thissleekfourseatfuturisticcoupeofthe1990scombinedarefinedelectronically-controlled4WSsystemwithacontinuallyvaryingtorque-split,four-wheeldrivesystemandapowerfulthree-rotaryengine.MazdaElectronically-ControlledFour-WheelSteeringSystem:ABeneficialTechnologyMazda'selectronically-controlled,vehicle-speed-sensingFour-WheelSteeringSystem(4WS)steerstherearwheelsinadirectionandtoadegreemostsuitedtoacorrespondingvehiclespeedrange.Thesystemismechanicallyandhydraulicallyactuated,producinggreatlyenhancedstability,andwithincertainparameters,agility.ThedriverofaMazda4WS-equippedcarderivesfivestrategicbenefits,overandabovetheconventionalvehiclechassis.SuperiorcorneringstabilityImprovedsteeringresponsivenessandprecisionHigh-speedstraightlinestabilityNotableimprovementinrapidlane-changingmanoeuvresSmallerturningradiusandtight-spacemanoeuvrabilityatlowvehiclespeedrangeThemostoutstandingadvantageoftheMazda4WSisthatitcontributestoanotablereductionindriverfatigueoverhigh-speedandextendedtravelling.Thisisachievedbyoptimally:reducingtheresponsedelaytosteeringinputandactionandeliminatingthevehicle'sexcessivereactiontosteeringinputInessence,byprovidingtheoptimumsolutiontothephenomenaresearchedbythetwoyoungMazdaengineersintheearlysixties・bythemethodadvocatedbythem・the4WSsystemhasemergedasafullybeneficialtechnology.StrategicConstructionTheMazda4WSconsistsofarack-and・pinionfrontsteeringsystemthatishydraulicallyassistedbyatwin-tandempumpmainpowersource,withanoverallsteeringratioof14.2:1.Therearwheelsteeringmechanismisalsohydraulicallyassistedbythemainpumpandelectronicallycontrolledaccordingtothefrontsteeringangleandvehiclespeed.Therearsteeringshaftextendsfromtherackbarofthefrontsteeringgearassemblytotherearsteering-phasecontrolunit.Therearsteeringsystemiscomprisedoftheinputendoftherearsteeringshaft,vehiclespeedsensors,asteering-phasecontrolunit(determiningdirectionanddegree),apowercylinderandanoutputrod.Acenteringlockspringisincorporated,whichlockstherearsysteminaneutral(straightforward)positionintheeventofhydraulicfailure.Additionally,asolenoidvalvethatdisengageshydraulicassist(therebyactivatingthecenteringlockspring)incaseofanelectricalfailureisincluded.The4WSsystemvariesthephaseandratiooftherear-wheelsteeringtothefrontwheels,accordingtothevehiclespeed.Itsteerstherearwheelstowardtheoppositephase(direction)ofthefrontwheelduringspeedslessthan35krrVh(22mph)foratighterturnand-neutralizes-them(toastraightforwarddirection,asina

conventionaltwo-wheelsteeringprinciple)at35km/h(22mph).Abovethatspeed,thesystemsteerstowardthesamephase-directionasthefrontwheels,therebygeneratinganincreasedcorneringforceforstability.Themaximunsteeringangleoftherearwheelsextends5degreestoeitherleftorright,ameasurementthatMazdahasdeterminedtobeoptimallyeffectiveandnaturaltohumansensitivity.Sclf-Stabili£^ngChEiractcrkstiesoftheYchiiJtrSt^eiiriQ啊h址IstetTing£o(Mr®jrtitFrontpo»ersteering知亡紆1sensorsOilCQi'iitoiunOilpurrip刊殂七Sclf-Stabili£^ngChEiractcrkstiesoftheYchiiJtrSt^eiiriQ啊h址IstetTing£o(Mr®jrtitFrontpo»ersteering知亡紆1sensorsOilCQi'iitoiunOilpurrip刊殂七cunLfw：jni；驱徒fS品龌Steppernx>torRes：-stetringL"rjft蘇亡-1皆「I<tdt牛¥决tingConirjJvoLe口PrimaryComponents1・VehiclespeedsensorsInterpretspeedometershelfrevolutionsandsendsignaltotheelectroniccomputerunit.twosensors,onewithinthespeedometerandtheotheratthetransmissionoutput,areusedtocrosschecktheotherforaccuracyandfailsafemeasures・Steeringphasecontrolunit，Conveystothepowersteeringcylinderboostervalvethedirectionandstrokeofrearwheelsteeringbythecombinedmovementofthecontrolyokeangleandbevelgearrevolutions.ElectricsteppermotorPerformsalteringoftheyokeangleandbevelgearphasingRearsteeringshaftTransmitsfrontwheelsteeringanglebyturningthesmallbevelgearinthesteeringphasecontrolunit,whichrotatesthemainbevelgearintheassembly.ControlvalveFeedshydraulicpressuretothesteeringactuator,accordingtothephaseandstrokerequiredforappropriaterearwheelsteering.HydraulicpowercylinderOperatestheoutputrodbyhydraulicpressureandsteerstherearwheels・Itlockstherearwheelsina“neutral”(straightforward)positionwiththecenteringlockspring,whichisactivatedbyasolenoidvalveincaseoffailuretoensureanormal2WSfunctionforthevehicle.Hydraulicpump.Provideshydraulicpressuretoboththefrontandrearsteeringsystems.OilpumpiVheclLeft.WbtciFrontSlcorin^SystemControlPrfliiawreOilpumpiVheclLeft.WbtciFrontSlcorin^SystemControlPrfliiawreR盘um‘fiha-rtRtfjJbltjefng*shaftDetailsofSteeringPhaseControlUnitThesteeringphasecontrolunitaltersthedirectionanddegreeofrearwheelsteering.Itconsistsofasteppermotorthatcontrolstherearsteeringratio,acontrolyoke,aswingarmfamainbevelgearengagedtotherearsteeringshaftviaasmallbevelgear,andacontrolrodconnectedtothecontrolvalve.Itoperates:Oppositephase(direction)steeringunder35km/h(22mph)1・ControlYokeisatanangleactivatedbythesteppermotorFrontwheelsaresteeredtotheright.ThesmallbevelgearisrotatedindirectionXbytherotationoftherearsteeringshaft・Thesmallbevelgear,inturn‘rotatesthemainbevelgear.Rotationofthemainbevelgearcausesmovementofthecontrolrodtowardthecontrolvalve.Inputrodofthecontrolvalveispushedtotheright,accordingtothedegreeofthecontrolrod*smovement(determinedbythedispositionoftheswingarm)twhichispositionedtomoveinanupwarddirection,totheright.Therearwheelsarethussteeredtotheleft,inanoppositedirectiontothefrontwheels.AstheangleofthecontrolyokeisincreasedindirectionAasvehiclespeeddecreases,therear-to-frontsteeringratioproportionatelyincreasesandthevehicle'ssteeringlocktightens.Samephase(direction)over35km/h(22mph)Theoperationofthisphaseisthereverseoftheoppositephaseone,becausethecontrolyokeisangledtoward”positive”inthisvehiclespeedrange,asillustrated.Thephasingoftheswingarm,yokerodandbevelgearsteerstherearwheelstowardtheright-thesamedirectionasthefrontwheels.Neutralphase,at35km/h(22mph)Thecontrolyoke'sangleishorizontal(neutral).Thus,theinputrodisnotaffected,evenifthecontrolrodismovedwiththerotationofthebevelgearunit.Asaresult,therearwheelsarenotsteeredinthismodePhaseControlUnitControlyokeSteeringratiosensorMainbevelCmjfod ControlvalveInputrodSteppermotorSwin9armRearshaft5rnalb1z刨ControlvalvegearPowerCylinderThemovementoftheinputrodofthecontrolvalveunitistransmittedtothepowercylinder'sspool.Thespoorsdisplacementtothesleevecausesapressuredifferencebetweentherightandleftsidechambersinthehydraulicpowercylinder.Thepressurediffereneeovercomestheoutputshaftloadandinitiatessleevemovement.Thesleeve-powerrodassemblyismovedinthedirectionoftheinputrodbyaproportionatedegree.Theoutputrodtransmitssteeringactiontothetierodoneitherendoftherearwheelsteeringcontrol-mechanismunit,therebysteeringtherearwheels.Fail-SafeMeasuresThesystemautomaticallycounteractspossiblecausesoffailure,bothelectronicandhydraulic.Ineithercase,thecenteringlockspringhousedinthesteeringsystemunitreturnstheoutputrodsinthe”neutrarstraightforwardposition,essentiallyalternatingtheentiresteeringsystemtoaconventional2WSprinciple.Specifically,ifahydraulicdefectshouldrenderareductioninpressurelevel(byamovementmalfunctionorabrokendrivingbelt),therearwheelsteeringmechanismisautomaticallylockedinaneutralposition,activatingalow-levelwarninglight.Intheeventofanelectricalfailure,suchwouldbedetectedbyaself-diagnosticcircuitintegratedwithinthe4WScontrolunit,whichstimulatesasolenoidvalveandthenneutralizeshydraulicpressureandreturnlines,therebyalternatingthesystemagaintothatofa2WSprinciple.Henceforth,thewarninglightreferencingthe4WSsystemwithinthemaininstrumentdisplayisactivated,indicatingasystemfailure翻译马自达公司的速度感应四轮转向系统三十五年前，两个马自达设il・师提出了一个远见的、有计算认为是相当革命性的结论。他们在1962年10月26日日本汽车工程师学会技术会议上TadashiOkada博士和Toshiaki工程师总结了他们关于车辆动力学的辛勤研究如下：基本特性差别在于过度转向与不足转向的量和时间上的延迟和响应。汽车在髙速状态下应具备不足转向特点。后方的稳定很大程度上反映岀车轮和轮胎。4•控制与稳定的一大进步，可预期的方式自动引导系统后车轮.这种结论和提法被这两个工程师提岀并为良好悬架技术的研制成立了基金会多年来致力于研究和开发，原有的理论有一立的作用，一些最重要的成就在近代历史上汽车底盘工程,将在马自达的系列产品的生产.这些发展包括双斜后方的联系中断，首先采用原第一轮驱动323K(1980)马自达626(1982)，然后在更新完善马自达626.获奖的动态跟踪系统中断的第二代发票RC7(1985);并制泄电子后方联系中断新马自达929(1987).而与此同时各种外部压力和负荷作用与汽车后方的车轮，因为它违背牛顿的运动学原理，这些新系统中断将这些力量纳入"4ws效应〃，积极帮助稳左车辆和机敏.马自达的设计师和工程师们的最终目标仍是积极的方法产生积极的控制措施；四轮转向体系。1983年马自达将举世震惊的概念引入工程车MX—02中，并在东京会展上亮相。这辆四门私家轿车在不寻常的长轴距上布置了宽敞的乘客空间，它汇聚许多先进的特点具有高速稳泄和低速操控性能的真正意义的4WS系统。后方车轮的量取决于前方双轮的角度和汽车的速度，而这些是由中央计算机单元控制的。MX-02之后另一个令人振奋的概念车；MX-03于1985年9月第一次在法兰克福展出。这辆豪华的四座双门未来派轿车装配了90年代精确电子控制的4WS系统和不同扭矩均分系统，四轮驱动和强劲的三旋轮发动机。马自达电子控制四轮转向系统：有利的技术马自达的电子控制、汽车速度感应四轮转向系统（4\vs）驱动双后轮在一泄方向和量上是最适合汽车的速度范围的。这种系统是机械和液压系统驱动，伴随着生产稳左提高，并在某些参数上反应敏捷。马自达4WS装备车来自五个战略利益的驱动，超过了传统的底盘。优秀的转弯稳定性。改良的驾驶响应时间和精度控制。高速直线稳定性。急速换道的机动性大大改观。更小的转弯半径和低速范围狭小空间的可操纵性。马自达最显著的优势在于4WS系统能显著降低高速疲劳驾驶和长期驾驶，这是最优化后取得的。1•降低对驾驶输入和动作的反应延迟。消除汽车对驾驶输入的过度响应。从根本上说，在60年代初两位年轻的马自达工程师通过提供这个最佳解决现象的方法，-以这种方法他们提倡4WS系统已经作为一项完全有利的技术岀现。战略性建设马自达4WS系统由两个串联泵来提供主要的动力来源的液压辅助的前置式齿轮齿条副转向系统，该转向系的总的传动比为14.2：K后而的车轮的转向依然是靠主泵提供动力的液压辅助驱动和根拯前轮转角和汽车行驶速度来实现电子控制的装置。后轮的转向轴从前转向器的转向齿条延伸到转向控制单元。后而的转向系统包括转向轴后的输入端，车辆速度传感器，转向控制单元（确左方向和角度），一个动力气缸和一个输入轴。为了以防液压故障转向系统上面装了一个中央锁弹簧,它将系统锁止在中间位巻，另外一旦发生电类的故障作用在螺旋管阀液体压力将消失（因此此时将中央锁弹簧将被开启）。依据车速的不同变化“4WS”系统因应前轮的变化不断改变后轮的状态和比率。当汽车在急转弯时如果速度小于35kmlh（22mph）将使汽车的后轮与前轮