【正文】 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, ITT39。s president and chief executive officer. ASMS monitors what the vehicle controls indicate should be happening, pares that to what is actually happening, then works to pensate for the difference, said Johannes Graber, ASMS program manager at ITT Automotive Europe. ITT39。 雖然只介紹了很少的關(guān)于為未來(lái)汽車研制的新一代主動(dòng)安全系統(tǒng)（遠(yuǎn)遠(yuǎn)超過(guò)了雷達(dá)掃描儀類似的系統(tǒng)），但避免交通事故仍然是汽車安全工程的主題。在每一對(duì)傳感器之間，振顫節(jié)點(diǎn)繞著汽車的垂直軸作細(xì)微的運(yùn)動(dòng)?，F(xiàn)有的回轉(zhuǎn)儀市場(chǎng)提供兩種選擇，一種是應(yīng)用與航空航天業(yè)的價(jià)值 6000 美元（由位于英國(guó)羅徹斯特的美國(guó)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(jī)的價(jià)值 160美元。通過(guò)必須的縱向滑動(dòng)車輪速度傳感器提供給反向制動(dòng)或者牽引控制系統(tǒng)的車輪轉(zhuǎn)速信號(hào)，以對(duì)可能發(fā)生的動(dòng)作作出精確的分析，無(wú)論如何側(cè)向難預(yù)料的運(yùn)動(dòng)分析是必須的，所以系統(tǒng)必須再拓展兩個(gè)額外的傳感器 偏航比率傳感器和側(cè)向加速度傳感器。范桑特說(shuō) ：“ 48KB 的內(nèi)存容量是大量用以完成設(shè)計(jì)任務(wù)的‘智能’的代表”。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。 轉(zhuǎn)向操作 新系統(tǒng)通過(guò)對(duì)微小的汽車不足轉(zhuǎn)向（當(dāng)車輛對(duì)于方向盤操作反應(yīng)遲緩）和方向盤的“過(guò)敏”反應(yīng)（后輪發(fā)生來(lái)回?cái)[動(dòng)）。依靠不同的駕駛狀況系統(tǒng)可以使每個(gè)車輪制動(dòng)或者迅速使四個(gè)輪轉(zhuǎn)速適合于發(fā)動(dòng)機(jī)的扭矩，從而使車輛穩(wěn)定和減少由于制動(dòng)失控帶來(lái)的危險(xiǎn)。為了檢測(cè)出車輛轉(zhuǎn)彎時(shí)潛在的危險(xiǎn)， DSC 系統(tǒng)檢測(cè)的是兩前輪在轉(zhuǎn)彎時(shí)的速度差， DSC 系統(tǒng)添加了一個(gè)更高級(jí)的角度傳感器利用現(xiàn)有的一個(gè)車輛速度，并且引入了它自身帶有的關(guān)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。 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(guó)密歇根州的 ITT（美國(guó)國(guó)際電信公司）汽車公司的奧伯恩該系統(tǒng)在博世公司被稱為汽車動(dòng)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。范 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)。他們通過(guò)調(diào)整汽車扭矩或者通過(guò)應(yīng)用汽車左側(cè)或右側(cè)制動(dòng)，如果需要甚至兩者兼用，來(lái)實(shí)現(xiàn)準(zhǔn)確的行車路線。如果檢測(cè)到汽車行駛路線和駕駛員駕駛路線存在一個(gè)微小的偏差 ，系統(tǒng)會(huì)在瞬間糾正發(fā)動(dòng)機(jī)扭矩或者應(yīng)用汽車左右制動(dòng)。安全統(tǒng)計(jì)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(guò)應(yīng)用這項(xiàng)新技術(shù)避免。 穩(wěn)定調(diào)節(jié)系統(tǒng)將在 1995 年中 應(yīng)用于歐洲 S 系列產(chǎn)品上，隨后會(huì)在 1996 年進(jìn)入美國(guó)市場(chǎng)（ 1995 年 11 月產(chǎn)品）。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)。伊哈德，杰瑞如果行駛車輛的側(cè)力不再適當(dāng)?shù)姆峙湓谝粋€(gè)或者更多輪上，車輛就會(huì)失穩(wěn)，尤其是車輛沿曲線行駛時(shí)。一旦偏離角度超過(guò)某一限度，駕駛員就很難重新進(jìn)行操作。 穩(wěn)定系統(tǒng)最大的優(yōu)點(diǎn)在于速度，它不僅可以對(duì)制動(dòng)作出快速反應(yīng)，還可以對(duì)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(yīng)統(tǒng)就能夠通過(guò)改變側(cè)面受力平橫處理，達(dá)到最好的駕駛穩(wěn)定性。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。 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。圓柱的薄壁上有壓電元件能夠在 15 千赫茲的頻率下震動(dòng)。 許多觀察員指出，穩(wěn)定調(diào)節(jié)系統(tǒng)可能會(huì)使司機(jī)在較低摩擦力的路面上過(guò)分自信，盡管他們占少數(shù)。s desired motion from the steering angle, the accelerator pedal position, and the brake pressure while determining the vehicle39。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 oversteer (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 roadtire interface without losing control of the vehicle. The stability control system may reduce the vehicle39。 another pair, which is displaced by 90 degrees, stabilizes the vibration. At both element pairs in between, socalled 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 handson 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 lowfriction 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 nextgeneration active safety systems for future cars (beyond various types of costly radar proximity scanners and other similar systems), it is clear that accidentavoidance is the theme for automotive safety engineers. The most survivable accident is the one that never happens, said ITT39。s actions even when the car is freerolling. Depending on the particular driving situation, the system may activate an individual wheel brake or any bination of the four and adjust engine torque, stabiliz