【正文】 dal voltage at its natural frequency to the transducers。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 rearend breakaway or spinout. Here, the system acts as a stabilizer by applying the outerfront 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 dr y surfaces, maneuverability is lost at slipangle values larger than approximately 10 degrees, and on packed snow at approximately 4 degrees. Most drivers have little experience recovering from skids. They aren39。 Chassis Systems at ITT Automotive North America. Company engineers are now adapting the system to specific car models from six original equipment manufacturers. A lesssophisticated and lesseffective Bosch stability control system already appears on the 1995 750iL and 850Ci V12 models from Munichbased BMW AG. The BMW Dynamic Stability Control (DSC) system uses the same wheelspeed sensors as traction control and standard antilock 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 allantilockbrake/tractioncontrol/stabilitycontrol 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 sensorbased puter 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 driver39。s desired motion from the steering angle, the accelerator pedal position, and the brake pressure while determining the vehicle39。美國國際電信公司負(fù)責(zé)人指出“當(dāng)穩(wěn)定調(diào)節(jié)技術(shù)伴隨著汽車結(jié)構(gòu)全面性能穩(wěn)步提高的時候，多數(shù)可避免的事故將不再發(fā)生了”。 許多觀察員指出，穩(wěn)定調(diào)節(jié)系統(tǒng)可能會使司機(jī)在較低摩擦力的路面上過分自信，盡管他們占少數(shù)。這時如果沒有偏航輸入，震動曲線就是一條穩(wěn)定的曲線。圓柱的薄壁上有壓電元件能夠在 15 千赫茲的頻率下震動。由 SAE 報得知博施公司采取一種圓柱形設(shè)計(jì)方案以實(shí)現(xiàn)低成本下的高性能。 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。 橫向加速度表檢測沿曲線行駛時所帶來的受力狀況。 除了 ABS 防抱死系統(tǒng)和牽引控制系統(tǒng)所具有的關(guān)系傳感器外， VDC/ESP 運(yùn)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。 4 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(shí)驗(yàn)電路板。 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(fù)到穩(wěn)定行駛軌道。 多數(shù)司機(jī)沒有從制動中恢復(fù)的經(jīng)驗(yàn)。穩(wěn)定調(diào)節(jié)系統(tǒng)能夠通過發(fā)動機(jī)降速或者單輪制動來減小推動力。一個獨(dú)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(yùn)動。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。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(yù)防加速時的車輪滑動 ，穩(wěn)定系統(tǒng)是當(dāng)汽車自由轉(zhuǎn)向時能獨(dú)立于駕駛員作出操作。 優(yōu)于 ABS 防抱死系統(tǒng)和牽引控制系統(tǒng)之處 根據(jù)范寶馬公司的穩(wěn)定調(diào)節(jié)系統(tǒng)（ DSC）運(yùn)用的車輪速度傳感器同牽引控制系統(tǒng)和標(biāo)準(zhǔn) ABS 防抱死系統(tǒng)一樣能夠識別外部情況，使車輛更容易實(shí)現(xiàn)曲線行駛和轉(zhuǎn)彎。北美 ITT 公司“汽車制動和底盤工程”主管湯姆后者的系統(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。然 2 后他們在瑞典的安杰普勞附近的后娜瓦安湖的冰面上進(jìn)行性能測試。 穩(wěn)定調(diào)節(jié)系統(tǒng)技術(shù)首次應(yīng)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。馬勒領(lǐng)導(dǎo)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(jī)扭矩控制系統(tǒng)，制動系統(tǒng)，牽引控制系統(tǒng)組成以實(shí)現(xiàn)理想與現(xiàn)實(shí)運(yùn)動之間的最小差距。 羅伯特博世工程系統(tǒng)負(fù)責(zé)人安東 利用計(jì)算機(jī)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比人更快的恢復(fù)對汽車的方向控制。 穩(wěn)定的機(jī)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(yīng)以前實(shí)現(xiàn)車輛的減速。 畢業(yè)論文（設(shè)計(jì)） 外文翻譯 題 目 ： 特種車輛制動系統(tǒng)改進(jìn)設(shè)計(jì) 1 控制系統(tǒng)穩(wěn)定性是針對提高駕