中英文文献翻译-轮毂式电动汽车驱动系统
轮毂式电动汽车驱动系统外文文献翻译、中英文翻译、外文翻译
轮毂式电动汽车驱动系统外文文献翻译、中英文翻译、外文翻译The wheel type electric car is a type of electric car thatutilizes a driving system。
There are two main forms of this system: the direct driving type ___。
This system is installed on the wheel hub of the motor。
___。
n。
main cer。
___。
it allows for the ___。
making electric control technology possible。
As a result。
the wheel type electric car is expected to e the ___ electric cars.2.Advantages and disadvantagesThe wheel type electric car has many advantages。
First。
it has a simple and compact structure。
Second。
it has high n efficiency。
which improves the overall performance of the car。
Third。
it has good ___。
it has a low noise level。
However。
there are also some disadvantages。
First。
the cost of the wheel type electric car is relatively high。
Second。
the maintenance costis also high。
Third。
the wheel type electric car has ___.The wheel type electric car has a simple and compact structure。
轮毂式电动汽车驱动系统发展综述&
A 版新能源汽车轮毂式电动汽车驱动系统发展综述王玲珑 黄妙华 (武汉理工大学)【摘要】 轮毂式电动汽车是直接将电机安装在车轮轮毂内的新型电动汽车。
轮毂式电动汽车的关键技术就在于对轮边电机的控制,特别是转向时的差速控制。
文章介绍了轮毂式电动汽车的发展历程、转向电子差速控制和关键技术。
【主题词】 电动汽车 轮毂电机 驱动系统收稿日期:2006-09-081 轮毂式电动汽车发展现状轮毂式电动汽车是一种新兴的驱动式电动汽车,有两种基本形式,即直接驱动式电动轮和带轮边减速器电动轮。
它直接将电机安装在车轮轮毂中,省略了传统的离合器、变速器、主减速器及差速器等部件,简化了整车结构,提高了传动效率,并且能通过控制技术实现对电动轮的电子差速控制。
电动轮将成为未来电动汽车的发展方向。
目前国际上对轮毂式电动汽车的研究主要以日本为主。
日本庆应义塾大学的电动汽车研究小组已试制了5种不同形式的样车。
其中,1991年与东京电力公司共同开发的4座电动汽车I Z A ,采用N i 2Cd 电池为动力源,以4个额定功率为618k W 、峰值功率达到25k W 的外转子式永磁同步轮毂电机驱动,最高速度可达176k m /h 。
1996年,该小组联合日本国家环境研究所研制了电动轮驱动系统的后轮驱动电动汽车ECO ,该车的电动轮驱动系统选用永磁直流无刷电动机,额定功率为618k W ,峰值功率为20k W ,并配以行星齿轮减速机,该电动轮采用机械制动与电机再生制动相结合的方式。
2001年,该小组又推出了以锂电池为动力源,采用8个大功率交流同步轮毂电机独立驱动的电动轿车K AZ 。
该车安装了8个车轮,大大增加了该车的动力,从而使该车的最高速度达到311k m /h 。
K AZ 的电动轮系统中采用高转速、高性能内转子型电动机,其峰值功率可达55k W ,提高了K AZ 轿车的极限加速能力,使其0～100k m /h 加速时间达到8s 。
为了使电动机输出转速符合车轮的实际转速要求,K AZ 电动轮系统匹配行星齿轮减速机构。
轮毂电机驱动电动汽车的电气系统设计
学术|制造研究ACADEMIC轮毂电机驱动电动汽车的电气系统设计(深圳职业技术学院 518055)张亚琛、江智林、陈曼君摘要：轮毂电机驱动电动汽车是以“中国大学生电动方程式汽车大赛”的参赛车型为研究对象，设计了电动汽车的电气系统,包括驱动、仪表、照明与信号系统、总线、雷达通信系统、电池管理系统等。
该电气系统已达到学生方程式电车的功能和性能要求。
关键词：纯电动方程式赛车；轮毂电机驱动；电气系统；线控中图分类号：U462.1 文献标识码：A 基金项目：2019年广东大学生科技创新培育专项资金(攀登计划专项资金pdjh2019b0854）：轮毂电机驱动电动汽车照明与信号系统。
0 引言纯电动方程式赛车的结构与燃油车主要区别，就在于从发动机驱动变为电动机驱动，由电池组来提供能量。
车辆的驱动系统和转向系统是赛车中的关键部分，对车辆行驶的动力性、稳定性和机动性至关重要。
本项目开发的电动方程式赛车是以车载电源为动力，用两后轮独立电机驱动车轮行驶，两前轮转向为主，两后轮转向为辅的方式。
本论文主要介绍深职魅影车队参赛作品轮毂电机驱动电动汽车的电气系统。
该电气系统能实现以下功能和技术指标。
（1）轮毂电机独立驱动转向控制。
实现车速PID 精确控制、电子差速、转向精确控制和轮毂电机保护等功能。
（2）显示报警功能。
实现LCD 实时显示系统，能将车况实时的提供给司机，并利用蜂鸣器的报警方式进行报警提示。
（3）照明与信号功能。
可实现在车及手机遥控照明与报警信号。
（4）倒车雷达功能。
实现倒车时对障碍物距离的探测并分等级报警。
（5）电池管理功能。
对电池组的电压、输出电流和温度信号进行实时采集，主控单元会根据软件设置的情况进行电池组管理和保护等措施。
1 轮毂电机驱动电动汽车的电气系统介绍1.1 轮毂电机驱动电动汽车的电气系统组成车身电气系统主要由仪表、照明、雷达、四轮转向驱动和电池管理模块组成[1]。
控制单元采用集中控制方式，4个轮毂电机和4个转向电机的采集信号和控制信号都和主控芯片直接电气连接，实现四轮全方位转向和四轮驱动控制，能进行电子差速和电子转向角度差等。
轮毂电机驱动系统在电动汽车上的应用
轮毂电机驱动系统在电动汽车上的应用作者：吕金山秦滔文学肖建军来源：《今日自动化》2021年第11期[摘要]輪毂电机驱动系统被应用于电动汽车之上，有着较为优良的表现。
轮毂电机驱动系统在应用在呈现部分问题，例如电动汽车生命周期管理、汽车运行可靠性等，针对此类问题对轮毂电机驱动系统实际应用中进行改进优化，加装冷却风扇、使用电子差速控制系统、控制零部件质量等。
通过这些技术优化和改进，进一步提升了轮毂电机驱动系统在电动汽车上的应用广度和深度，为电动汽车发展添砖加瓦。
[关键词]轮毂电机;电差速;电动汽车;应用分析[中图分类号]U469.72 [文献标志码]A [文章编号]2095–6487（2021）11–00–02Application of Hub Motor Drive System in Electric VehicleLV Jin-shan， Qin Tao， Wen Xue， Xiao Jian-jun[Abstract]Hub motor drive system is applied to electric vehicle， which has a better performance. The application of hub motor drive system presents some problems， such as electric vehicle life cycle management， vehicle operation reliability， etc. in view of these problems， the practical application of hub motor drive system is improved and optimized， such as adding cooling fan，using electronic differential control system， controlling the quality of parts， etc. Through the optimization and improvement of these technologies， the application breadth and depth of hub motor drive system in electric vehicles are further improved， which contributes to the development of electric vehicles.[Keywords]hub motor; electric differential; electric vehicle; application analysis轮毂电机技术在实际应用的过程中表现出了非常明显的优势，即占用资源较少、整车结构简洁、可利用空间较大、应对故障能力较强、车辆操控性能好等，并且通过对此技术的应用，还有效的实现了电子差速的有效控制。
中英文文献翻译-轮毂式电动汽车驱动系统
附录A外文翻译英文资料翻译[原文]Wheel type electric cars driving system1. Development situation and overviewWheel type electric car is a kind of driving type electric cars, there are two basic forms, namely direct driving type electric wheels and belt wheel edges reducer electric wheels. It will be installed on the wheel hub of motor is omitted, traditional clutch, the transmission, the main reducer and differential unit etc, simplifies configuration and improve the transmission efficiency, and to realize the electric control technology through the electronic differential control wheels. Electric wheel will become the future development direction of electric cars.The electric car wheel type of the study in Japan. Japan's keio university of electric car research group has developed five different forms of vehicles. In 1991, with Tokyo electric power company jointly developed by IZA electric car seat, Cd - battery power method, with four rated power for 6.8 kW, 25kW reached the peak power of the rotor permanent magnet synchronous motor driving wheel speed can reach the highest, 176km/h. In 1996, the Japanese national institute of environmental groups jointly developed electric wheel drive system of rear wheel drive electric cars, the ECO electric wheel drive system chooses permanent brushless dc motor, power rating for 6.8 kW, for 20kW peak power, and planetary gear reducer, the electric wheels adopt mechanical braking and motor is a combination of regenerative braking. In 2001, the group launched by using lithium battery for power supply, eight high power ac synchronous motor driving wheel independent KAZ electric car. The installation of the eight wheels, and greatly increased the power, thereby the highest speed 311 km/h. The electric system KAZ used in high speed, high performance of motor rotor inside, the peak power can reach 55 kW, improve the ability of the limit speed KAZ cars, make its 0 ~ 100km/h acceleration time reach 8s. In order to make the motor output speed with the actual requirements, wheel rotation KAZ electric system matching planet gear. Using KAZ front disc brake drum brake using, rear. In 2003, Toyota motor company launched in Tokyo motor show the fuel cell concept car is also used to end an argument - N electric wheel drive technology. General motors corp. In 2001, the new trial wire four wheel drive car fuel cell concept also USES electric wheel drive Autonomy,electric wheel drive system of flexible control and arrangement, the better able to realize control technology.Domestic electric wheel drive mode study also made some progress. Tongji university "chunhui" series of fuel cell vehicles using the concept of four brushless dc motor driving wheel independent electric wheels module. Byd in 2004 Beijing auto ET concept car also adopted new drive electric car: four wheel drive motor independent pattern edge. Chinese academy of sciences, Beijing three-ring general electric company developed electric car brushless dc motor with wheels, say again electric wheels. A single wheel electric power, voltage 7.5 kW, double rear 264 V direct drive. The Chinese institute of four wheel corporation 724 electric automobile, motor performance index for the power rating: 3 kW, rated speed 3000r/min, rated voltage is 110 V.2.Structure analysisWheel electric drive system have direct driving type electric wheels and belt wheel edges reducer electric wheels are two basic forms. It depends on the rotor speed is using high-speed rotor motor or within. Direct drive a car with the rotor motor, electric wheels and a complete parts assembly wheel, electronic differential mode, motor, decorate in the wheels within wheels drive vehicle driven directly. Its main advantage is the motor, small volume, light quality and low cost, high transmission efficiency, compact structure, vehicle structure layout and design, also facilitate the retrofit design. This electric wheel directly in the installation of the wheel rim driving wheel rotation. But when the electric car in large torque, need is installed in the direct drive motor must type electric wheels can provide large in low torque. In order to make the car can have good performance, motor must also has a wide range of torque and speed adjustment. The work of the impact and vibration and the wheel rims wheels, request must be strong and reliable supporting, at the same time, because of the spring load, to ensure the quality of the comfort of vehicle suspension systems, elastic elements and damping element optimization design, motor output torque and power is limited, the system of wheel size high cost.Belt wheel gear wheel drive electric power while using high-speed rotor motor system in modern high-performance electric cars, suitable for the operation. It KuangYongChe originated from the traditional electric wheels, belongs to the slowdown driven type, the electric motor speed wheels allow in operation, usually the highest speed motor design in 4000-20000 r/min, its purpose is to obtain higher than the power, and the other performance of motor without special requirement, and can be used in ordinary speed motor rotor. In motor and reducer institution arrangement between the wheels, deceleration and increase torque of electric cars, thus ensuring the role in the speed to make enough big torque. Motor output shaft through institutions and wheel drive shaft, motor bearing not connected directly under the load and the road wheels, improve the working conditions of the bearings, Adoptsfixed planetary gear reducer, ratio of the system with large range of speed and torque, give full play to the characteristics of the motor speed, eliminate the motor torque and power under the influence. Size wheel In the design of main consideration should be given to the solution of gear noise and lubrication problem, work of motor and internal system structure design requirements. Figure 1 for wheel edges deceleration ware electric wheels.3.Wheel type electric car key technology(1)The wheel motor and its control technologyCurrently used electric wheels of the rotor motor speed and high-speed rotor motor are within the radial magnetic flux permanent magnet motor wheel. Within the high-speed rotor motor structure and the traditional permanent magnet synchronous motor or brushless dc motor are basically the same. The highest speed motor coil and mainly by friction loss and variable factors such as organization ability. As the rotor wheeled permanent magnet motor electric car driven directly by the actuator, motor NdPeB installation of the surface of the rotor surface-mounted stator slots structure more rare. The wheel diameter had substructure of constraint conditions make the armature diameter increase and improve the motor ability, At the same time, had made motor cooling conditions worsen substructuring for long time, overload ability have certain effect. Adopt stator slots structure, few &reduce volume, simplified structure, to generate electricity needed to improve the indexes of harmonic. Magnetic rotor position sensor adopts magnetic resistance type, and motor multipole rotating transformer ontology integration installation, compact structure.Motor driven by axial Angle transform technique, use axis rotation Angle transform chip will output signal is transformed into digital signals, for the current instruction position of each phase of the synthesis of circuit current instruction, With the current negative feedback signal current instruction by current regulator (CR), control type inverter power circuit, SPWM drive motor running.Wheel type electric vehicle generally has two or four wheel edges of multiple motor, implement coordinated control. The key to achieve technology is the drive motor operating control, including the vehicle steering stability control, differential control system dynamic performance optimization and control, etc. In the stability control, traction control system for the main research direction, the comprehensive energy strategy in battery technology progress, not enough before are equally important. In order to research on vehicles, electric cars and the optimization design of effective mathematical model and the rapid and effective system operation control algorithm is also world research hotspot.(2) Energy and energy management systemBattery electric vehicle is the source, is also restricted the development of key factors of electric cars. Electric car battery is the main performance indexes than energy, energy density, power, circle life and cost, etc. To make electric cars and fuel automobilecompetition, the key to develop high energy, power and long-life efficient battery.So far, the electric car battery after three generations of development, has achieved breakthrough progress. The first generation is lead-acid batteries, mainly is the valve-control lead-acid battery (VRLA), due to its high price lower than energy, and discharge, high magnification is currently only high-volume production electric car batteries. Second generation is mainly alkaline battery, have Ni - Cd, Ni fd-mh, making - S, Li ion - and Zn/Air etc. Various battery, the ratio of energy and power than lead-acid battery is high, can greatly improve the performance of the electric vehicle dynamic range and lead-acid batteries, but the price is high. Article 3 the batteries in fuel cells. Fuel cells directly will fuel energy into electricity, high efficiency, energy transformation of energy and power than than all high, and can control the reaction process, energy conversion process can be continuous, is the ideal car batteries, but is still in the development stage, and some key technology is still a breakthrough.Because the electric vehicle Co., LTD, its energy vehicle driving car fuel mileage far less than the level of energy management system, the purpose is to maximize the use of the vehicle, increase energy limited trip mileage. Intelligent energy management systems acquisition from each subsystem, the sensor information input these sensors and temperature sensor, including car when the source current and voltage recharge sensor, motor current and voltage sensor, speed and acceleration sensor and the outside environment and climate, sensors, etc. Energy management system can realize the following basic functions: the energy distribution system, The prediction of the surplus energy and continue to trip mileage, Provide the best driving mode, When the regenerative braking rationally adjust the renewable energy, Automatic temperature control and adjustment. Intelligent management system as the brain, electric car, with great flexibility and adaptability.4.ConclusionThe paper introduces development status of electric vehicle wheel type and structure characteristics, illustrates the steering wheel motor-driven car control model and key technologies. Compared with the traditional electric cars and electric car wheel type of vehicle structure, transmission efficiency and dynamic performance, range, etc are very obvious advantages, is the future development direction of electric cars. At present, low quality of high power, wheel motor research is still hot. At the same time, the power steering wheel, driving, braking torque and speed of motor control is the key and difficult point for future research.轮毂式电动汽车驱动系统1、发展现状轮毂式电动汽车是一种新兴的驱动式电动汽车，有两种基本形式，即直接驱动式电动轮和带轮边减速器电动轮。
轮毂电驱动系统、驱动轮和车辆发明专利
轮毂电驱动系统、驱动轮和车辆技术领域本发明涉及汽车领域，尤其是涉及一种轮毂电驱动系统、驱动轮和车辆。
背景技术相关技术中，纯电动汽车动力系统中，现有的轮毂电机采用多拍行星齿轮机构进行减速，而在需要进一步增加减速比时，空间的限制而导致电机或减速机构的体积受限，电机的扭矩和减速比均无法满足更大的驱动扭矩的需求。
发明内容本发明旨在至少解决现有技术中存在的技术问题之一。
为此，本发明的一个目的在于提出一种用于车辆的轮毂电驱动系统，该轮毂电驱动系统的结构紧凑、轴向尺寸小，且可以实现大传动比和大扭矩的需求。
本发明还提出一种具有上述轮毂电驱动系统的驱动轮。
本发明还提出一种具有上述驱动轮的车辆。
根据本发明的用于车辆的轮毂电驱动系统，所述轮毂电驱动系统设置在所述车辆的驱动轮的轮毂内，所述轮毂电驱动系统包括：电机；轮毂减速器，所述轮毂减速器包括：小行星轮系，所述小行星轮系包括：小太阳轮、小行星架和小齿圈，所述小太阳轮、所述小行星架和所述小齿圈中的一个固定以构造为固定端、一个与电机所述电机相连以构造为小行星轮系动力输入端、一个构造为小行星轮系动力输出端；大行星轮系，所述大行星轮系包括：大太阳轮、大行星架和大齿圈，所述大太阳轮、所述大行星架和所述大齿圈中的一个固定以构造为固定端、一个与小行星轮系动力输出端相连以构造为大行星轮系动力输入端、一个构造为大行星轮系动力输出端且与所述轮毂相连；其中所述小行星轮系和所述大行星轮系同轴径向布置，所述大行星轮系动力输入端与所述小行星轮系动力输出端在径向上至少部分重叠。
根据本发明的轮毂电驱动系统，轮毂减速器中通过将小行星轮系和大行星轮系的设置，使轮毂减速器相较于平行轴减速器具有更大的减速比例，同时在小行星轮系和大行星轮系中，大行星轮系动力输入端与小行星轮系动力输出端在径向上至少部分重叠，缩短了轮毂减速器的轴向尺寸，轮毂减速器的结构更加紧凑，占用空间小，方便于车辆动力传动系统的布置。
根据本发明的一个实施例，所述小行星架固定以构造为固定端，所述小太阳轮与所述电机相连以构造为小行星轮系动力输入端，所述小齿圈构造为小行星轮系动力输出端。
(完整版)汽车制动系统英文文献及翻译)
Automobile Brake SystemThe braking system is the most important system in cars. If the brakes fail, the result can be disastrous. Brakes are actually energy conversion devices, which convert the kinetic energy (momentum) of the vehicle into thermal energy (heat).When stepping on the brakes, the driver commands a stopping force ten times as powerful as the force that puts the car in motion. The braking system can exert thousands of pounds of pressure on each of the four brakes.Two complete independent braking systems are used on the car. They are the service brake and the parking brake.The service brake acts to slow, stop, or hold the vehicle during normal driving. They are foot-operated by the driver depressing and releasing the brake pedal. The primary purpose of the brake is to hold the vehicle stationary while it is unattended. The parking brake is mechanically operated by when a separate parking brake foot pedal or hand lever is set.The brake system is composed of the following basic components: t he “master cylinder” which is located under the hood, and is directly connected to the brake pedal, converts driver foot’s mechanical pressure into hydraulic pressure. Steel “brake lines” and flexible “brake hoses” connect the master cylinder to the “slave cylinders” located at each wheel. Brake fluid, specially designed to work in extreme conditions, fills the system. “Shoes” and “pads” are pushed by the slave cylinders to contact the “drums” and “rotors” thus causing drag, which (hopefully) slows the car.The typical brake system consists of disk brakes in front and either disk or drum brakes in the rear connected by a system of tubes and hoses that link the brake at each wheel to the master cylinder (Figure).Basically, all car brakes are friction brakes. When the driver applies the brake, the control device forces brake shoes, or pads, against the rotating brake drum or disks at wheel. Friction between the shoes or pads and the drums or disks then slows or stops the wheel so that the car is braked.In most modern brake systems (see Figure 15.1), there is a fluid-filled cylinder, called master cylinder, which contains two separate sections, there is a piston in each section and both pistons are connected to a brake pedal in the driver’s compartment. When th e brake is pushed down, brake fluid is sent from the master cylinder to the wheels.At the wheels, the fluid pushes shoes, or pads, against revolving drums or disks. The friction between the stationary shoes, or pads, and the revolving drums or disks slows and stops them. This slows or stops the revolving wheels, which, in turn, slow or stop the car.The brake fluid reservoir is on top of the master cylinder. Most cars today have a transparent r reservoir so that you can see the level without opening the cover. The brake fluid level will drop slightly as the brake pads wear. This is a normal condition and no cause for concern. If the level drops noticeably over ashort period of time or goes down to about two thirds full, have your brakes checked as soon as possible. Keep the reservoir covered except for the amount of time you need to fill it and never leave a cam of brake fluid uncovered. Brake fluid must maintain a very high boiling point. Exposure to air will cause the fluid to absorb moisture which will lower that boiling point.The brake fluid travels from the master cylinder to the wheels through a series of steel tubes and reinforced rubber hoses. Rubber hoses are only used in places that require flexibility, such asat the front wheels, which move up and down as well as steer. The rest of the system uses non-corrosive seamless steel tubing with special fittings at all attachment points. If a steel line requires a repair, the best procedure is to replace the compete line. If this is not practical, a line can be repaired using special splice fittings that are made for brake system repair. You must never use copper tubing to repair a brake system. They are dangerous and illegal.Drum brakes, it consists of the brake drum, an expander, pull back springs, a stationary back plate, two shoes with friction linings, and anchor pins. The stationary back plate is secured to the flange of the axle housing or to the steering knuckle. The brake drum is mounted on the wheel hub. There is a clearance between the inner surface of the drum and the shoe lining. To apply brakes, the driver pushes pedal, the expander expands the shoes and presses them to the drum. Friction between the brake drum and the friction linings brakes the wheels and the vehicle stops. To release brakes, the driver release the pedal, the pull back spring retracts the shoes thus permitting free rotation of the wheels.Disk brakes, it has a metal disk instead of a drum. A flat shoe, or disk-brake pad, is located on each side of the disk. The shoes squeeze the rotatin g disk to stop the car. Fluid from the master cylinder forces the pistons to move in, toward the disk. This action pushes the friction pads tightly against the disk. The friction between the shoes and disk slows and stops it. This provides the braking action. Pistons are made of either plastic or metal. There are three general types of disk brakes. They are the floating-caliper type, the fixed-caliper type, and the sliding-caliper type. Floating-caliper and sliding-caliper disk brakes use a single piston. Fixed-caliper disk brakes have either two or four pistons.The brake system assemblies are actuated by mechanical, hydraulic or pneumatic devices. The mechanical leverage is used in the parking brakes fitted in all automobile. When the brake pedal is depressed, the rod pushes the piston of brake master cylinder which presses the fluid. The fluid flows through the pipelines to the power brake unit and then to the wheel cylinder. The fluid pressure expands the cylinder pistons thus pressing the shoes to the drum or disk. If the pedal is released, the piston returns to the initialposition, the pull back springs retract the shoes, the fluid is forced back to the master cylinder and braking ceases.The primary purpose of the parking brake is to hold the vehicle stationary while it is unattended. The parking brake is mechanically operated by the driver when a separate parking braking hand lever is set. The hand brake is normally used when the car has already stopped. A lever is pulled and t he rear brakes are approached and locked in the “on” position. The car may now be left without fear of its rolling away. When the driver wants to move the car again, he must press a button before the lever can be released. The hand brake must also be able to stop the car in the event of the foot brake failing. For this reason, it is separate from the foot brake uses cable or rods instead of the hydraulic system.Anti-lock Brake SystemAnti-lock brake systems make braking safer and more convenient, Anti-lock brake systems modulate brake system hydraulic pressure to prevent the brakes from locking and the tires from skidding on slippery pavement or during a panic stop.Anti-lock brake systems have been used on aircraft for years, and some domestic car were offered with an early form of anti-lock braking in late 1990’s. Recently, several automakers have introduced more sophisticated anti-lock system. Investigations in Europe, where anti-lock brakin g systems have been available for a decade, have led one manufacture to state that the number oftraffic accidents could be reduced by seven and a half percent if all cars had anti-lock brakes. So some sources predict that all cars will offer anti-lock brakes to improve the safety of the car.Anti-lock systems modulate brake application force several times per second to hold the tires at a controlled amount of slip; all systems accomplish this in basically the same way. One or more speed sensors generate alternating current signal whose frequency increases with the wheel rotational speed. An electronic control unit continuously monitors these signals and if the frequency of a signal drops too rapidly indicating that a wheel is about to lock, the control unit instructs a modulating device to reduce hydraulic pressure to the brake at the affected wheel. When sensor signals indicate the wheel is again rotating normally, the control unit allows increased hydraulic pressure to the brake. This release-apply cycle occurs several time per second to “pump” the brakes like a dr iver might but at a much faster rate.In addition to their basic operation, anti-lock systems have two other things in common. First, they do not operate until the brakes are applied with enough force to lock or nearly lock a wheel. At all other times, the system stands ready to function but does not interfere with normal braking. Second, if the anti-lock system fail in any way, the brakes continue to operate without anti-lock capability. A warning light on the instrument panel alerts the driver when a problem exists in the anti-lock system.The current Bosch component Anti-lock Braking System (ABSⅡ), is a second generation design wildly used by European automakers such as BWM, Mercedes-Benz and Porsche. ABSⅡsystem consists of : four wheel speed sensor, electronic control unit and modulator assembly.A speed sensor is fitted at each wheel sends signals about wheel rotation to control unit. Each speed sensor consists of a sensor unit and a gear wheel. The front sensor mounts to the steering knuckle and its gear wheel is pressed onto the stub axle that rotates with the wheel. The rear sensor mounts the rear suspension member and its gear wheel is pressed onto the axle. The sensor itself is a winding with a magnetic core. The core creates a magnetic field around the winding, and as the teeth of the gear wheel move through this field, an alternating current is induced in the winding. The control unit monitors the rate o change in this frequency to determine impending brake lockup.The control unit’s functi on can be divided into three parts: signal processing, logic and safety circuitry. The signal processing section is the converter that receives the alternating current signals form the speed sensors and converts them into digital form for the logic section. The logic section then analyzes the digitized signals to calculate any brake pressure changes needed. If impending lockup is sensed, the logic section sends commands to the modulator assembly.Modulator assemblyThe hydraulic modulator assembly regulates pressure to the wheel brakes when it receives commands from the control utuit. The modulator assembly can maintain or reduce pressure over the level it receives from the master cylinder, it also can never apply the brakes by itself. The modulator assembly consists of three high-speed electric solenoid valves, two fluid reservoirs and a turn delivery pump equipped with inlet and outlet check valves. The modulator electrical connector and controlling relays are concealed under a plastic cover of the assembly.Each front wheel is served by electric solenoid valve modulated independently by the control unit. The rear brakes are served by a single solenoid valve and modulated together using the select-low principle. During anti-braking system operation, the control unit cycles the solenoid valves to either hold or release pressure the brake lines. When pressure is released from the brakelines during anti-braking operation, it is routed to a fluid reservoir. There is one reservoir for the front brake circuit. The reservoirs are low-pressure accumulators that store fluid under slight spring pressure until the return delivery pump can return the fluid through the brake lines to the master cylinder.汽车制动系统制动系统是汽车中最重要的系统。
四轮定位系统外文文献翻译、中英文翻译、外文翻译
1.1.2发明概述：
本发明的的一个目的是提提高车轮定位操作的速度和精度。
本发明的另一个目的是提供一种新的和改进的车轮定位装置，该定位装置可以与已知的车轮定位装置一起使用，或者可以直接在车轮上使用，而不需要去除它们。
进一步参考图1，参考图3和图4，可以看出，本发明的固定装置10包括在侧杆30之间延伸的多个大致管状的圆柱形杆。杆包括缩回杆40，中心螺杆42和稳定杆44。这三个杆大致平行，并且缩回杆和稳定杆40,44分别具有比中心螺杆42大的直径。
在侧杆30之间并且在与杆大致相同的平面中，固定装置10设置有滑块46和引导块48。
译文标题
四轮定位系统
原文标题
FOUR-WHEEL ALIGNMENT SYSTEM
作者
William P. Hastings
译名
威廉姆.哈斯汀
国籍
美国
原文出处
United States Patent
摘要：本四轮定位系统提供了包括四个车辆支承装置和四个定位装置。这些定位装置可能与支承装置相连或者直接与车轮及引导块和多个可旋转的轮缘爪，以确保它们可以快速，牢固和精确地附接，从而提高车轮定位操作的速度和精度。
本发明的又一个目的是提供一种四轮定位系统，执行以下诊断过程：四轮外倾，脚趾外翻，脚轮，轴距和胎面宽度补偿，单个前部和后趾，方向盘定心，推力线，后退和SAI是方便和有效的。
参考以下描述和附图及权利要求，本发明的其它目的，优点和特征将变得显而易见。
1.1.3具体实施方式
参考附图，图1示出了车轮定位系统2.该系统被示出为可以连接到典型的汽车6的支柱组件4.系统2包括支撑组件8，固定装置10和电子传感器或处理器12。在图1中示出了一个系统2。如图1所示，应当理解，本发明的车轮定位系统2是四轮定位系统，图1仅仅包括本发明的四个大部分相似的系统中的一个。
新能源乘用车用永磁同步轮毂电机系统
5 试验方法
5.1 总则
除以下规定的试验方法外，其它试验项目的试验方法按 GB/T 18488.2 及 QC/T 1069 执行。 如无特殊说明，测量仪器的精度要求按 GB/T 18488.2 执行。
5.2 峰值转矩 按照GB/T 18488.2规定的实验方法执行。
5.3 峰值功率 按照GB/T 18488.2规定的实验方法执行。
5.5 低速转矩脉动
鉴于测功机带来的脉动影响，建议采用如下测试方法： 采用 5.4 堵转测试的方法，记录脉动周期内的堵转转矩值，最大值与最小值之差除以记录值的平 均值作为转矩脉动。 也可采用供需双方共同商定的方法进行测试，计算方法同上。
5.6 平均效率
根据整车工况对应的轮毂电机常用工作区域，按照 GB/T 18488.2 规定的实验方法进行效率测试， 然后计算常用工作区域内的总输出功率、总输入功率，将总输出功率与总输入功率的比值作为其平均 效率值。
αn=△α*(n-1)/m+360/p*k （n=2,3, ……, m）
(式 2)
其中 k 为任选自然数。
例如：某轮毂电机极槽数为 48 槽 40 极，则其最小公倍数为 240，则△α 为 1.5°，即 90 分，分
10 个点测试，每个点的测试角度如下表所示：
序号 1 2 3 4 5 6 7 8 9 10
1,2,3
驱动电机绕组对机壳的工频
GB/T 18488.1
耐工
√
—
√
√
耐电压
5.2.8.2.1
XX/X XXXXX—20XX
前言
本标准按照按照 GB/T1.1-2009 给出的编写规则编写。 本标准在 GB/T 18488.1、GB/T 18488.2 以及 QC/T 1069 的基础上,根据新能源乘用车用永磁同步轮 毂电机系统的特点编制而成。 本标准的某些内容可能涉及专利，标准的发布机构不承担识别这些专利的责任。 本标准由电动汽车产业技术创新战略联盟提出。 本标准起草单位： 本标准主要起草人： 本标准为首次制定。
轮式驱动电动汽车驱动系统的研究
轮式驱动电动汽车驱动系统的研究一、本文概述随着全球对环境保护和能源消耗的日益关注，电动汽车（EV）作为一种清洁、高效的交通方式，正逐渐受到人们的青睐。
作为电动汽车的核心组成部分，驱动系统的性能直接影响到整车的动力性、经济性和舒适性。
本文旨在深入研究轮式驱动电动汽车的驱动系统，探讨其设计原理、性能特点以及优化策略，为电动汽车的进一步发展提供理论支持和实践指导。
本文首先介绍了轮式驱动电动汽车的基本原理和分类，阐述了轮式驱动系统相较于传统驱动系统的优势，如结构紧凑、传动效率高、驱动力分配灵活等。
接着，文章详细分析了轮式驱动电动汽车驱动系统的关键技术，包括电机选型、控制系统设计、能量管理策略等。
在此基础上，文章进一步探讨了轮式驱动系统在实际应用中的挑战和问题，如热管理、振动噪声、可靠性等，并提出了相应的解决方案和优化措施。
本文总结了轮式驱动电动汽车驱动系统的研究现状和发展趋势，展望了未来可能的研究方向和应用前景。
通过本文的研究，期望能够为轮式驱动电动汽车的驱动系统设计提供理论依据和技术指导，推动电动汽车行业的可持续发展。
二、轮式驱动电动汽车驱动系统概述轮式驱动电动汽车（Wheel-Driven Electric Vehicles, WDEVs）是电动汽车（EVs）领域的一种创新技术，它打破了传统电动汽车采用中央驱动轴的设计，将电动机直接安装在每个车轮内部或者车轮附近。
这种设计模式使得车辆可以更灵活、更高效地驱动和控制，是电动汽车技术发展的重要方向之一。
轮式驱动电动汽车驱动系统的核心在于将电动机、减速器和制动器等关键部件集成到车轮内部或附近，使得每个车轮都可以独立地进行驱动和制动。
这种设计不仅简化了车辆结构，减少了传动系统的复杂性，还提高了车辆的动态性能和操控性能。
每个车轮的独立驱动使得车辆可以更好地适应不同路况和行驶需求，例如独立调节车轮的驱动力和制动力，实现更精准的操控和更平稳的行驶。
轮式驱动电动汽车驱动系统还具有更高的能量利用效率和更低的能耗。
真正的四轮驱动车辆外文文献翻译、中英文翻译
资料来源：True Four Wheel Drive System For Vehicle Four Wheel Drive System For Vehicle真正的四轮驱动车辆ABSTRACTA drive train for a four wheel drive vehicle including a front difforential engaged with a front drive shaft and front axles through a front differential gear set. The front differential includes a front bi-directional overrunning clutch that con-trols transmission of torque transfer between the front drive shaft and the front axles. A rear differential is engaged with rear axles and the transmission through a rear differential gear set. The rear differential includes a rear bi-directional over-running clutch that controls torque transfer between the trans-mission and the rear axles. The differentials are configured with a gear ratio that is within five percent of a l: 1 gear ratio.TRUE FOUR WHEEL DRIVE SYSTEM FOR VEHICLERELATED APPLICATIONThis application is related to and claims priority from U.S. Provisional Application 61/677,820, the disclosure of which is incorporated herein by reference in its entirety.FIELD OF THE INVENTIONThe invention relates to drive systems and, more particularly, to an improved drive system designed to provide substantially true four wheel drive capability.BACKGROUNDprovide four wheel drive capability. Those systems are all designed to engage all four wheels but also allow a speed differential across the axle. However, many of those systems do not provide true four wheel drive where each wheel pro-vides substantially the same speed during all drive conditions. Instead, the systems permit some degree of slippage.Current Four Wheel Drive Bi-Directional Overrun-ning Clutch SystemsI illustrates the drive system for a conventional four wheel drive vehicle with a front bi-directional over-rul111ing clutch. The drive system includes four wheels. The rear left wheel RLW is connected to a rear differential RD through a rear left axle RLA. The right rear wheel RRW is com1ected to the rear differential RD through a rear right axle RRA. The front left wheel FLW is col111ected to a front dif-ferential FD through a front left axle FLA. The front right wheelFRW is connected to the front differential FD through a front right axle FRA.mission T through a rear drive shaft RDS. The front differen-tial FD is connected to the transmission T through a front drive shaft EDS.Straight Line Operation:During straight line driving while the vehicle is in a four wheel on demand mode (i.e., four wheel drive engages only when needed) both rear wheels RLW, RRW are the primary drive wheels and are co1111ected through the rear differential RD to rotate at the same speed. In a non-slip condition of the rear wheels, the front drive shaft FDS is engaged to the front differential FD, but the front axles FLA, FRA are not engaged with the front differential. That is, the front axles FLA, FRA and front wheels FLW, FRW are gen-erally in an overrun condition such that the front differential FD is not driving the front axles FLA, FRA and, therefore, not transmitting any torque to the front wheels. This means that the front wheels FLW. FRW are free to rotate at their actual ground speeds.In order for the front wheels to be engaged, the rear wheels must slip (break traction) or spin increase speed approximately 20% faster than the front wheels. While driv-ing in a straight line, once the rear wheels slip 20%, the overrunning condition in the front differential ED is over-come and both front axles are engaged. This results in the transmission T transmitting torque to the front wheels thru the front drive which is geared in a way that decreases the vehicles ground speed. When the ground speed has increased so as to cause the rear wheel speed to be rotating less than 20% faster than the ground speed, or the speed of the rear wheel has decreased so as to be rotating less than 20% faster than the ground speed, the front wheels will start to overrun again and no torque will be transmitted to the front wheels.Turning Operation:In a comer all four wheels are trying to rotate at different speeds, This is shown on the chart in FIG. 4 which depicts wheel revolutions vs. turning radius for all four wheels. For a vehicle with alocked rear axle or solid axle (i.e., an axle where the rear axles RLA, RRA are connected, either physically or through gearing, such that they always rotate at the same speed) the ground speed is dictated by the rear outside wheel due to vehicle dynamics (i.e., the rear outside wheel has to cover more circumferential distance than the rear inside wheel when turning around a common axis.) Since both rear wheels are rotating at the same speed and the rear outside wheel is the drivewheel the rear inside wheel is beginuing to scrub or drag on the ground. This can cause inefficiencies, turf wear and/or tire wear.The primary reason conventional bi-directional ovemnming clutch four wheel drive systems have a 20% under drive is for turning. With the rear outside wheel dictat-ing ground speed the front inside wheel will go slower than the rear outside wheel as shown in FIG. 4. If there is no under drive the bi-directional oveITllllling clutch for the front inside axle would engage and begin to drive torque. This would cause the front inside wheel to travel at an incorrect speed and would create inefficiencies, turf wear, tire wear and, more importantly, torque steer.As mentioned above, during a tum the rear outside wheel is dictating ground speed, the rear inside wheel is scrubbing or dragging, and the front wheels are overrunning. Referring to FIG. 5 which depicts the percentage difference between the front and rear wheel speeds versus the turning radius of a locked rear axle, once the rear outside wheel slips or spins a certain percentage, dictated by vehicle geometry and turning radius. the bi-directional overru1ming clutch con-trolling the transfer of torque to the front inside wheel will engage and drive torque through the front inside wheel At this time both rear wheels and the front inside wheel are driving torque and their speed is dictated by the drive line, not ground speed. The front outside wheel is still ovemmning allowing it to spin at the rotational speed dictated by ground speed and vehicle geometry. When both rear wheels and the front inside wheel slip a certain percentage, again dictated by vehicle geometry and the turning radius, the bidirectional clutch con-trolling torque transfer to the front outside wheel will engage and torque will be transmitted to all four wheels, even though three of the wheels would be slipping.WedgingThe existing drive system is prone to a condition called wedging. Wedging occurs when torque is being driven through the bidirectional over-numing clutch and a rapid direction change occurs. This can cause the rollers in the clutch to be positioned or locked on the wrong side of the clutch profile preventing the output hubs from overru1ming. The effect causes the front drive to act like a solid axle, but with the 20% speed difference in the drive line it results in scrubbing of the front tires. This condition can cause exces-sive tire wear and turf wear. This also effects steering effort and stability of the vehicle. The vehicle will try to maintain a straight line due to the effect of the front drive acting like a solid axle.Because of the wedging condition in the current systems precautions are put into place to help reduce wedging. One of these precautions is the use of a cut-off switch so that when the vehicle is shifted from the forward direction to the reverse direction so as to automatically disengage the bi-directional overrum1ing clutch (for example, shutting off the coil that is indexing the roll cage). This system also uses the cut-off switch when transitioning from the reverse direc-tion to the forward direction. Another way to reduce wedging is the use of a switch, when the brakes are applied, that will interrupt power to the 4 wheel drive system. Many other methods can be used to reduce wedging, but none are 100% percent effective with the 20% difference in drive line speeds.Conventional Drive Systems:A common conventional drive system would have the same vehicle layout as in FIG. 1, but the mechanisms in the front and rear differentials would be different. Most com-mon drive systems have an open differential with the ability to be locked into a solid axle in both the front and rear differen-tials. The drive line in a conventional system would also be using a drive line that is geared to a 1: 1 ratioStraight Line Operation:During straight line driving while the vehicle is in four wheel drive and all the axles are unlocked, all four wheels are rotating at the same speed. This is due to the drive line being geared at 1:1 ratio and the front and rear differen-tials are being driven at the same speed and no differentiation is needed across the axles. This is also the case when any or both of the front and rear differentials are in a locked position creating a solid axle.Turning operation:Conventional four wheel drive systems will nor-mally have the rear differential locked and the front drive will be in the open state until the solid axle mode is selected by the user. During turning with a solid axle in the rear differential and an open differential in the front, only one tire is turning at the correct ground speed. Due to vehicle dynamics the rear outside wheel is considered the drive wheel and is turning at ground speed. The inside rear wheel is being driven at the same speed as the rear outside, but the ground speed is slower. This causes the inside rear wheel to scrub or slip during a tum. (0023] Since the two front wheels are connected to an open differential, they are allowed to differentiate across the axle, However, the differential is beingdriven at an incorrect speed. That is, the front open differential takes the input speed and averages it across the axle. In a normal non slip condition the average speed across the axle is centered about the middle of he vehicle. Since the rear outside wheel is traveling at a different speed ( or arc) than the average of the two front wheels, both front wheels are scrubbing when in a tum caus-ing un-needed drive line torque or drive line bind.Once the operator selects the solid axle mode of the vehicle, both front wheels are locked together and they now rotate at the same speed. When turning, the outside front wheel is going slower than what ground speed dictates, thus causing the wheel to scrub. At the same time the inside front wheel is going faster than the ground speed dictates causing it to, likewise, scrub.Due to the wheels being driven at the wrong speeds in a comer, conventional drive systems are not very efficient. They cause severe turf damage or wear due to the tires scrub-bing. They also cause tire wear due to the scrubbing. The tires being driven at the wrong speeds also cause issues with steer-ing and turning performance of the vehicle. The difference between ground and actual wheel speed results in the wheels trying to straighten the vehicle out. This cause's increased wear in steering components, as well as rider fatigue since increased input is needed to maintain the vehicle in the tum. Many manufacturers have added power steering to try to minimize operator input when cornering because of the four wheel drive operations.A need therefore exists for an improved four wheel drive system that incorporates bi-directional overrunning clutches in a drive system that minimizes scrubbing in all wheels while permitting 1.1 or near 1: 1 gear ratio between the front and rear axles.SUMMARY OF THE INVENTIONThe present invention is directed to drive train for a four wheel drive vehicle. The drive train includes a front drive shaft connected to a transmission. Two front axles with each axle connected to a corresponding front wheel. A front dif-ferential is engaged with the front drive shaft and the front axles through a front differential gear set. The front differen-tial includes a front bi-directional overrunning clutch that controls transmission of torque transfer between the front drive shaft and the front axles.The front bi-directional ovemmning clutch includes a front clutch housing connected to the front drive shaft so as to be rotatable by the front drive shaft, the front clutch hous-ing including an inner cam surface. A front roller assembly is located inside the front clutch housing andadjacent to the cam surface. The front roller assembly includes a roll cage with a plurality of rollers arranged in two sets within slots formed in the roll cage, the rollers are rotatable inside the slots. A plurality of springs are arranged in the roll cage to position the rollers within the slots. The roll cage is rotatable within the front clutch housing. (0029] Two front hub are located in the front clutch hous-ing. Each hub is positioned radially inward from a set of the rollers located between an outer surface of the front hub and the im1er cam surface. Each front hub is engaged with an axial end of one of the front axles so as to rotate in combination with the axle. The front hubs are independently rotatable within the roll cage and the front clutch housing.A front engagement control assembly is located within the housing and controls engagement and disengage-ment of the front bi-directional overrunning clutch. The front engagement control assembly includes an electromechanical device that is controllable for impeding rotation of the roll cage relative to the front clutch housing so as to index the roll cage relative to the front clutch housing.When the engagement control assembly is activated and the roll cage is indexed relative to the clutch housing, the front bi-directional overrunning clutch is configured to trans-mit torque from the front drive shaft to the front axles when the front clutch housing is rotating faster than the front axles. Also, when the vehicle is traveling straight the front differen-tial is configured to begin to transmit torque from the front drive shaft to the front axles at a first speed.The gear train including two rear axles, each axle com1ected to a corresponding rear wheel.A rear differential is engaged with the rear axles and the transmission through a rear differential gear set. The rear differential including a rear differential housing and a rear bi-directional overrunning clutch that controls torque transfer between the transmission and the rear axles.The rear bi-directional overrunning clutch includes a rear clutch housing located within the rear differential !mus-ing and rotatable by the transmission, the rear clutch housing including an inner cam surface. A rear roller assembly is located inside the rear clutch housing and adjacent to the cam surface. The rear roller assembly includes a roll cage with a plurality of rollers arranged in two sets within slots formed in the roll cage. The rollers are rotatable inside the slots. A plurality of springs are arranged so as to position the rollers within the slots. The roll cage is rotatable within the rear clutch housing.Two rear hubs are located in the rear clutch housing. Each hub is positioned radially inwardfrom a set of the rollers located between an outer surface of the rear hub and the im1er cam surface. Each rear hub is engaged with an axial end of one of the rear axles so as to rotate in combination with the axle. The rear hubs are independently rotatable within the roll cage and the rear clutch housing.The rollers in each set of the rear roller assembly are adapted to wedgingly engage the corresponding rear hub to the rear clutch housing when one of either the rear hub or rear clutch housing is rotating faster than the other so as to trans-mit torque from whichever is faster to whichever is slower.The differentials are configured such that when the vehicle is traveling straight and the rear differential is trans-mitting torque to the rear axles. The rear differential is con-figured to rotate the rear axles at a second speed, and where the difference between the first speed and the second speed is five percent or less. In one preferred embodiment, the differ-ence between the first speed and the second speed is less than about three percent. In another embodiment there is substan-tially no difference between the first speed and the second speed.In one embodiment, the front bi-directional over-running clutch includes an armature plate that is engaged or connected with the front roll cage such that the armature plate rotates with the roll cage. The front engagement control assembly impedes rotation of the roll cage relative to the front clutch housing by engaging the amiature plate so as to index the roll cage relative to the clutch housing.Preferably the hubs are substantially coaxially aligned with each other within the housing. and are adapted to rotate about a common axis within the housing.In one embodiment, the rear differential is part of a transaxle which is engaged with the transmission. 。
汽车驱动系统的英语文章
汽车驱动系统的英语文章The drive system is one of the most important systemsin electric vehicles. The running performance of electric vehicle is mainly determined by its driving system.The electric vehicle drive system is composed of traction motor, motor controller, mechanical transmission device, wheel, etc. Its energy storage power source is the battery pack.Motor controller receives from the accelerator pedal (the equivalent of fuel automobile throttle), brake pedal and PDRN (parking, forward, reverse, neutral) output signal control handle, the control of the traction motor rotation, through reducer, transmission shaft, differential and half shaft mechanical transmission device (when electric vehicles use electric wheel mechanical transmission device is different) drives the driving wheel.When the vehicle slows down, the motor plays a braking role for the vehicle forward. At this time, the motor is in the running state of the generator and charges the energy storage power source, which is called regenerative braking.The regenerative braking function of the power drive system is very important, which can increase the drivingrange of an electric car by 15 to 25 percent on a single charge.驱动系统是电动汽车最主要的系统之一。
轮毂式电动汽车驱动系统外文翻译
Xxxxxxxxx毕业设计外文文献翻译Wheel type electric vehicle drivesystem学生姓名：学号：系名：专业：指导教师：职称：2019年月日Wheel type electric vehicle drive system 1．Development statusThe hub-type electric vehicle is a new type of drive-type electric vehicle, and there are two basic forms, namely a direct-drive electric wheel and an electric wheel with a wheel reducer. It directly installs the motor in the wheel hub, omitting the components such as the traditional clutch, transmission, main reducer and differential, simplifies the structure of the entire vehicle, improves the transmission efficiency, and realizes the electronic control of the electric wheel through the control technology. Differential control. Electric wheels will become the future direction of electric vehicles.At present, the research on hub-type electric vehicles in the world mainly focuses on Japan. The electric vehicle research team at Keio University in Japan has prototyped five different prototypes. Among them, IZA, a four-seater electric vehicle jointly developed with Tokyo Electric Power Company in 1991, uses an Ni-Cd battery as a power source, and is driven by four external rotor permanent magnet synchronous hub motors with a rated power of 6.8 kW and a peak power of 25 kW. The maximum speed can reach 176km/h. In 1996, the team teamed up with the National Institute of Environmental Studies in Japan to develop a rear wheel drive electric vehicle ECO with an electric wheel drive system. The electric wheel drive system of this car uses a permanent magnet brushless DC motor with a rated power of 6.8 kW and a peak power of 20 kW. , And with a planetary gear reducer, the electric wheel using mechanical braking and motor regenerative braking combined. In 2001, the team also introduced an electric car KAZ that uses lithium batteries as the power source and is independently driven by eight high-power AC synchronous wheel hub motors.The car is equipped with eight wheels, which greatly increase the power of the car, so that the maximum speed of the car reaches 311km/h. KAZ's electric wheel system uses a high-speed, high-performance inner-rotor motor with a peak power of55 kW, which improves the KAZ's ultimate acceleration capability and enables the0-100 km/h acceleration time to reach 8 s. In order to make the motor output rotation speed meet the actual rotation speed of the wheel, the KAZ electric wheel system is matched with the planetary gear reduction mechanism. KAZ uses disc brakes on the front wheels and drum brakes on the rear wheels. The FINE-N, a fuel cell concept car that Toyota Motor Corporation of Japan introduced at the Tokyo Motor Show in 2003, also uses electric wheel drive technology. The Autonomy, a new four-wheel drive fuel cell concept car developed by General Motors in 2001, also uses electric wheel drive type and flexible control and layout of the electric wheel drive system, which enables the car to achieve better line control technology.Domestic research on electric wheel drive has also made some progress. The “Chunhui” series fuel cell concept car developed by Tongji University uses four electric wheels driven by brushless hub motors independently. The ET concept vehicle BYD displayed at the Beijing Auto Show in 2004 also adopted the latest driving mode of electric vehicles: 4 wheel-side motors with independent drive mode. The brushless hub motor for electric cars developed by the Beijing Sanhuan General Electric Company of the Chinese Academy of Sciences is also called an electric wheel. The single electric wheel has a power of 7.5kW, a voltage of 264V, and dual rear wheels are directly driven. The four-wheeled electric vehicle of the 724 Research Institute of China National Shipbuilding Corporation has its motor performance indicators: rated power 3kW, rated speed 3000r/min, and rated voltage 110V.2. Structural analysisThe wheel-type electric drive system has two basic forms of a direct-drive electric wheel and a wheel-side reducer electric wheel. This depends on whether a low speed outer rotor or a high speed inner rotor motor is used. Direct-drive vehicles use low-speed external rotor motors. The electric wheels and wheels form a complete component assembly. The electronic differential type is adopted. The motor is arranged inside the wheels and drives the wheels directly to drive the car. Its main advantages are its small size, light weight, low cost, high system transmissionefficiency, and compact structure. It is not only beneficial to the layout of the vehicle and body design, but also facilitates retrofit design. This electric wheel directly mounts the outer rotor on the rim of the wheel to drive the wheel rotation. However, the electric vehicle requires a large torque at the time of starting, that is, the motor installed in the direct drive type electric wheel must be able to provide a large torque at a low speed. In order for the car to have better dynamics, the motor must also have a wide range of torque and speed adjustment. Due to the impact and vibration generated by the motor work, the wheel rim and wheel support must be sturdy and reliable. At the same time, due to the unsprung mass, to ensure the comfort of the vehicle, it is required to optimize the elastic and damping elements of the suspension system. The motor output torque and power are also limited by the wheel size and the system cost is high.The wheel-side reducer electric wheel electric drive system uses a high-speed inner rotor motor, which is suitable for the operation requirements of modernhigh-performance electric vehicles. It originated from the traditional electric wheel of a mining vehicle and belongs to a deceleration driving type. This kind of electric wheel allows the motor to run at a high speed. Usually, the maximum rotation speedof the motor is designed to be 4000-20000 r/min. Its purpose is to obtain a higher ratio. Power, but no special requirements on the other performance of the motor, can use ordinary inner rotor high speed motorThe deceleration mechanism is arranged between the motor and the wheel, and acts to decelerate and increase the torque, thereby ensuring that the electric vehicle can obtain sufficient torque at low speed. The output shaft of the motor is connected with the wheel drive shaft through the speed reduction mechanism, so that the motor bearing does not directly bear the load of the wheel and the road surface, and the working conditions of the bearing are improved; the fixed speed ratio planetary gear reducer is adopted to make the system have a larger speed range. And output torque, give full play to the characteristics of the drive motor speed, eliminating the motor output torque and power affected by the size of the wheel. In the design, the noise andlubrication problems of the gears should be mainly considered, and the design requirements for the structural design of the motor and the system should be higher.3. Hub-type electric vehicle key technologies3.1 Hub Motor and Control TechnologyAt present, the low speed outer rotor motor and the high speed inner rotor motor used in the electric wheel are radial magnetic flux permanent magnet type motors. The structure of the high-speed inner rotor motor is basically the same as that of a conventional permanent magnet synchronous motor or a brushless DC motor. The maximum speed of the motor is mainly limited by factors such as coil and friction loss and the capacity of the speed change mechanism. The external rotor-wheel permanent magnet motor is used as the actuator directly driven by the electric vehicle. The motor adopts a surface-mounted NdPeB magnetic steel outer rotor statormulti-pole groove structure. The outer rotor structure has the diameter of the armature increased under the constraint of the fixed diameter of the wheel, which increases the motor capacity. At the same time, the structure of the outer rotor deteriorates the heat dissipation condition of the motor and has a certain influence on the long-term overload capability. The stator adopts a multi-pole groove structure, which reduces the volume and simplifies the structure, and is favorable for generating the required potential harmonics to improve the index. The permanent magnet rotor position sensor adopts a magnetoresistive multipole rotary transformer, which is integrated with the motor body and has a compact structure.The motor drive adopts the shaft angle transformation technology, and the shaft angle transformation chip is used to convert the rotation output signal into a digital position signal for the phase current command synthesis circuit to generate the current command for each phase; the phase current command and the current negative feedback signal are passed through the current regulator (CR). Processing, control SPWM inverter power circuit, drive motor operation.Hub-type electric vehicles generally have 2 or 4 wheel-side motors that implement coordinated control of multiple motors. The key technology for realizing the electric vehicle drive is the drive control of the drive motor, which includes stability control of the vehicle's running, steering differential control, optimization of the system's dynamic performance, and energy-saving control. In the stability control, traction control is the main research direction, and the comprehensive energy-saving strategy of the system is also very important before the battery technology is sufficiently advanced. In order to better study and optimize the vehicle design, the effective mathematical model of the electric vehicle and the fast and effective system operation control algorithm are also hot topics in the world today.3.2 Energy and Energy Management SystemBatteries are the source of power for electric vehicles and are also the key factors that restrict the development of electric vehicles. The main performance indicators for electric vehicle batteries are specific energy, energy density, specific power, cycle life, and cost. To compete with electric vehicles and fuel vehicles, it is critical to develop high-efficiency batteries with high specific energy, high specific power, and long life. So far, electric vehicle batteries have made breakthroughs through the development of three generations. The first generation is a lead-acid battery. Currently, it is mainly a valve-regulated lead-acid battery (VRLA). Because of its high specific energy, low price, and high discharge rate, it is currently the only battery that can bemass-produced for electric vehicles. The second generation is an alkaline battery, which mainly includes Ni-Cd, Ni-MH, Na-S, Li-ion, and Zn/Air batteries. Its specific energy and specific power are higher than that of lead-acid batteries. The car's power performance and mileage, but its price is higher than lead-acid batteries. The third generation is a fuel cell-based battery. The fuel cell directly converts the chemical energy of the fuel into electric energy, has high energy conversion efficiency, high specific energy and specific power, and can control the reaction process, and the energy conversion process can be continuously performed. It is an ideal automotivebattery, but it is still under development. At the stage, some key technologies have yet to be broken.Due to the limited onboard energy of electric vehicles, the mileage of the electric vehicles is far below the level of the fuel vehicles. The purpose of the energy management system is to maximize the use of limited onboard energy and increase mileage. The smart energy management system collects sensor information input from various subsystems. These sensors include air temperature sensors inside and outside the vehicle, power supply current and voltage sensors during charging and discharging, motor current and voltage sensors, speed and acceleration sensors, and outside environment and climate sensors. The energy management system can achieve the following basic functions: optimizing the energy distribution of the system; predicting the remaining energy of the electric vehicle's power supply and continuing driving range; providing the optimal driving mode; adjusting the regenerative energy rationally during regenerative braking; and automatically adjusting the temperature control mode. The intelligent management system is like the brain of an electric car. It also has many features, flexibility, and adaptability.4 ConclusionThis article describes the development status and structural characteristics of wheeled electric vehicles, and explains the steering control model and key technologies of wheeled electric vehicles. Compared with traditional electric vehicles, the overall structure, transmission efficiency, power performance, and driving range of hub-type electric vehicles have obvious advantages and are the future direction of electric vehicles. At present, the research on low-quality, high-power hub motors is still hot. At the same time, the control of the motor torque and speed during the steering, driving and braking of the hub-type electric vehicle is the focus and difficulty of future research.轮毂式电动汽车驱动系统1.发展现状轮毂式电动汽车是一种新兴的驱动式电动汽车,有两种基本形式,即直接驱动式电动轮和带轮边减速器电动轮。
轮毂电机驱动系统发热及冷却问题研究
山东理工大学工程硕士学位论文轮毂电机驱动系统发热及冷却问题研究Research on Heating and Cooling of In-wheel Motor Drive System研究生： 宋 凡 指导教师： 谭迪 副教授协助指导教师：学 位 类 别： 工 程 硕 士专 业 领 域： 车 辆 工 程研究方向： 车辆系统动力学论文完成日期： 2019年04月20日单位代码：10433 学 号：16502040338分类号：TM351密 级：独创性声明本人声明所呈交的论文是我个人在导师指导下进行的研究工作及取得的研究成果。
尽我所知，除了文中特别加以标注和致谢的地方外，论文中不包含其他人已经发表或撰写过的研究成果，也不包含为获得山东理工大学或其它教育机构的学位或证书而使用过的材料。
与我一同工作的同志对本研究所做的任何贡献均已在论文中作了明确的说明并表示了谢意。
研究生签名：时间：年月日关于论文使用授权的说明本人完全了解山东理工大学有关保留、使用学位论文的规定，即：学校有权保留送交论文的复印件和磁盘，允许论文被查阅和借阅；学校可以用不同方式在不同媒体上发表、传播学位论文的全部或部分内容，可以采用影印、缩印或扫描等复制手段保存、汇编学位论文。
(保密的学位论文在解密后应遵守此协议)研究生签名：时间：年月日导师签名：时间：年月日山东理工大学硕士学位论文摘要摘要环境问题和能源问题目前已成为阻碍中国可持续发展的绊脚石。
随着全球石油资源的日益短缺以及汽车尾气排放所造成的大气污染的日趋严重，发展新能源汽车、实现从传统汽车到纯电动汽车的转型将有效地解决能源短缺以及环境污染问题。
轮毂电机驱动电动汽车省略了差速器等传动机构，整车结构简化，传动效率提高，在底盘可操纵性以及转向灵敏性等方面具有明显优势，因此必将成为纯电动汽车领域的主打产品。
轮毂电机既要满足汽车多工况行驶需求，还要受到安装空间和工作环境的限制，因此其一般具有较高的转矩/功率密度，能够承受高温、振动等恶劣的工作条件，但相应地，电机单位体积产生热量增加，电机整体温升增大。
汽车电动助力转向系统中英文对照外文翻译文献
汽车电动助力转向系统中英文对照外文翻译文献(文档含英文原文和中文翻译)原文：The auto electric power steering system researchAlong with automobile electronic technology swift and violent development, the people also day by day enhance to the motor turning handling quality request. The motor turning system hanged, the hydraulic pressure boost from the traditional machinery changes (Hydraulic Power Steering, is called HPS), the electrically controlled hydraulic pressure boost changes (Electronic Hydraulic Power Steering, is called EHPS), develops the electrically operated boost steering system (Electronic Power Steering, is called EPS), finally also will transit to the line controls the steering system (Steer By Wire, will be called SBW).The machinery steering system is refers by pilot's physical strength achievement changes the energy, in which all power transmission all is mechanical, the automobile changes the movement is operates the steering wheel by the pilot, transmits through the diverter and a series of members changes the wheel to realize. The mechanical steering system by changes the control mechanism, the diverter and major part changes the gearing 3 to be composed.Usually may divide into according to the mechanical diverter form: The gear rack type, follows round the world -like, the worm bearing adjuster hoop type, the worm bearing adjusterrefers sells the type. Is the gear rack type and follows using the broadest two kinds round the world -like (uses in needing time big steering force).In follows round the world -like in the diverter, the input changes the circle and the output steering arm pivot angle is proportional; In the gear rack type diverter, the input changes the turn and the output rack displacement is proportional. Follows round the world -like the diverter because is the rolling friction form, thus the transmission efficiency is very high, the ease of operation also the service life are long, moreover bearing capacity, therefore widely applies on the truck. The gear rack type diverter with follows round the world -like compares, the most major characteristic is the rigidity is big, the structure compact weight is light, also the cost is low. Because this way passes on easily by the wheel the reacting force to the steering wheel, therefore has to the pavement behavior response keen merit, but simultaneously also easy to have phenomena and so on goon and oscillation, also its load bearing efficiency relative weak, therefore mainly applies on the compact car and the pickup truck, at present the majority of low end passenger vehicle uses is the gear rack type machinery steering system.Along with the vehicles carrying capacity increase as well as the people to the vehicles handling quality request enhancement, the simple mechanical type steering system were already unable to meet the needs, the power steering system arise at the historic moment, it could rotate the steering wheel while the pilot to provide the boost, the power steering system divides into the hydraulic pressure steering system and the electrically operated steering system 2kinds.Hydraulic pressure steering system is at present uses the most widespread steering system.The hydraulic pressure steering system increased the hydraulic system in the mechanical system foundation, including hydraulic pump, V shape band pulley, drill tubing, feed installment, boost installment and control valve. It with the aid of in the motor car engine power actuation hydraulic pump, the air compressor and the generator and so on, by the fluid strength, the physical strength or the electric power increases the pilot to operate the strength which the front wheel changes, enables the pilot to be possible nimbly to operate motor turning facilely, reduced the labor intensity, enhanced the travel security.The hydraulic pressure boost steering system from invented already had about half century history to the present, might say was one kind of more perfect system, because its work reliable, the technology mature still widely is applied until now. It takes the power supply by the hydraulic pump, after oil pipe-line control valves to power hydraulic cylinder feed, through the connecting rod impetus rotation gear movement, may changes the boost through the change cylinder bore and the flowing tubing head pressure size the size, from this achieved changes the boost the function. The traditional hydraulic pressure type power steering system may divide into generally according to the liquid flow form: Ordinary flow type and atmospheric pressure type 2 kind of types, also may divide into according to the control valve form transfers the valve type and the slide-valve type.Along with hydraulic pressure power steering system on automobile daily popularization, the people to operates when the portability and the road feeling request also day by day enhance, however the hydraulic pressure power steering system has many shortcomings actually: ①Because its itself structure had decided it is unable to guarantee vehicles rotates the steering wheel when any operating mode, all has the ideal operation stability, namely is unable simultaneously to guarantee time the low speed changes the portability and the high speed time operation stability;②The automobile changes the characteristic to drive the pilot technical the influence to be serious;③The steering ratio is fixed, causes the motor turning response characteristic along with changes and so on vehicle speed, transverse acceleration to change, the pilot must aim at the motor turning characteristic peak-to-peak value and the phase change ahead of time carries on certain operation compensation, thus controls the automobile according to its wish travel. Like this increased pilot's operation burden, also causes in the motor turning travel not to have the security hidden danger; But hereafter appeared the electrically controlled hydraulic booster system, it increases the velocity generator in the traditional hydraulic pressure power steering system foundation, enables the automobile along with the vehicle speed change automatic control force size, has to a certain extent relaxed the traditional hydraulic pressure steering system existence question.At present our country produces on the commercial vehicle and the passenger vehicle uses mostly is the electrically controlled hydraulic pressure boost steering system, it is quite mature and the application widespread steering system. Although the electrically controlled hydraulic servo alleviated the traditional hydraulic pressure from certain degree to change between the portability and the road feeling contradiction, however it did not have fundamentally to solve the HPS system existence insufficiency, along with automobile microelectronic technology development, automobile fuel oil energy conservation request as well as global initiative environmental protection, it in aspect and so on arrangement, installment, leak-proof quality, control sensitivity, energy consumption, attrition and noise insufficiencies already more and more obvious, the steering system turned towards the electrically operated boost steering system development.The electrically operated boost steering system is the present motor turning system development direction, its principle of work is: EPS system ECU after comes from the steering wheel torque sensor and the vehicle speed sensor signal carries on analysis processing, controls the electrical machinery to have the suitable boost torque, assists the pilot to complete changes the operation. In the last few years, along with the electronic technology development, reduces EPS the cost to become large scale possibly, Japan sends the car company, Mitsubishi Car company, this field car company, US's Delphi automobile system company, TRW Corporation and Germany's ZF Corporation greatly all one after another develops EPS.Mercedes2Benz Siemens Automotive Two big companies invested 65,000,000 pounds to use in developing EPS, the goal are together load a car to 2002, yearly produce 300 ten thousand sets, became the global EPS manufacturer. So far, the EPS system in the slight passenger vehicle, on the theater box typevehicle obtains the widespread application, and every year by 300 ten thousand speed development.Steering is the term applied to the collection of components, linkages, etc. which allow for a vessel (ship, boat) or vehicle (car) to follow the desired course. An exception is the case of rail transport by which rail tracks combined together with railroad switches provide the steering function.The most conventional steering arrangement is to turn the front wheels using ahand–operated steering wheel which is positioned in front of the driver, via the steering column, which may contain universal joints to allow it to deviate somewhat from a straight line. Other arrangements are sometimes found on different types of vehicles, for example, a tiller orrear–wheel steering. Tracked vehicles such as tanks usually employ differential steering — that is, the tracks are made to move at different speeds or even in opposite directions to bring about a change of course.Many modern cars use rack and pinion steering mechanisms, where the steering wheel turns the pinion gear; the pinion moves the rack, which is a sort of linear gear which meshes with the pinion, from side to side. This motion applies steering torque to the kingpins of the steered wheels via tie rods and a short lever arm called the steering arm.Older designs often use the recirculating ball mechanism, which is still found on trucks and utility vehicles. This is a variation on the older worm and sector design; the steering column turns a large screw (the "worm gear") which meshes with a sector of a gear, causing it to rotate about its axis as the worm gear is turned; an arm attached to the axis of the sector moves the pitman arm, which is connected to the steering linkage and thus steers the wheels. The recirculating ball version of this apparatus reduces the considerable friction by placing large ball bearings between the teeth of the worm and those of the screw; at either end of the apparatus the balls exit from between the two pieces into a channel internal to the box which connects them with the other end of the apparatus, thus they are "recirculated".The rack and pinion design has the advantages of a large degree of feedback and direct steering "feel"; it also does not normally have any backlash, or slack. A disadvantage is that it is not adjustable, so that when it does wear and develop lash, the only cure is replacement.The recirculating ball mechanism has the advantage of a much greater mechanical advantage, so that it was found on larger, heavier vehicles while the rack and pinion was originally limited to smaller and lighter ones; due to the almost universal adoption of power steering, however, this is no longer an important advantage, leading to the increasing use of rack and pinion on newer cars. The recirculating ball design also has a perceptible lash, or "dead spot" on center, where a minute turn of the steering wheel in either direction does not move the steering apparatus; this is easily adjustable via a screw on the end of the steering box to account for wear, but it cannot be entirely eliminated or the mechanism begins to wear very rapidly. This design is still in use in trucks andother large vehicles, where rapidity of steering and direct feel are less important than robustness, maintainability, and mechanical advantage. The much smaller degree of feedback with this design can also sometimes be an advantage; drivers of vehicles with rack and pinion steering can have their thumbs broken when a front wheel hits a bump, causing the steering wheel to kick to one side suddenly (leading to driving instructors telling students to keep their thumbs on the front of the steering wheel, rather than wrapping around the inside of the rim). This effect is even stronger with a heavy vehicle like a truck; recirculating ball steering prevents this degree of feedback, just as it prevents desirable feedback under normal circumstances.The steering linkage connecting the steering box and the wheels usually conforms to a variation of Ackermann steering geometry, to account for the fact that in a turn, the inner wheel is actually traveling a path of smaller radius than the outer wheel, so that the degree of toe suitable for driving in a straight path is not suitable for turns.As vehicles have become heavier and switched to front wheel drive, the effort to turn the steering wheel manually has increased - often to the point where major physical exertion is required. To alleviate this, auto makers have developed power steering systems. There are two types of power steering systems—hydraulic and electric/electronic. There is also ahydraulic-electric hybrid system possible.A hydraulic power steering (HPS) uses hydraulic pressure supplied by an engine-driven pump to assist the motion of turning the steering wheel. Electric power steering (EPS) is more efficient than the hydraulic power steering, since the electric power steering motor only needs to provide assist when the steering wheel is turned, whereas the hydraulic pump must run constantly. In EPS the assist level is easily tunable to the vehicle type, road speed, and even driver preference. An added benefit is the elimination of environmental hazard posed by leakage and disposal of hydraulic power steering fluid.An outgrowth of power steering is speed adjustable steering, where the steering is heavily assisted at low speed and lightly assisted at high speed. The auto makers perceive that motorists might need to make large steering inputs while manoeuvering for parking, but not while traveling at high speed. The first vehicle with this feature was the Citroën SM with its Diravi layout, although rather than altering the amount of assistance as in modern power steering systems, it altered the pressure on a centring cam which made the steering wheel try to "spring" back to the straight-ahead position. Modern speed-adjustable power steering systems reduce the pressure fed to the ram as the speed increases, giving a more direct feel. This feature is gradually becoming commonplace across all new vehicles.Four-wheel steering (or all wheel steering) is a system employed by some vehicles to increase vehicle stability while maneuvering at high speed, or to decrease turning radius at low speed.In most four-wheel steering systems, the rear wheels are steered by a computer and actuators. The rear wheels generally cannot turn as far as the Alternatively, several systems, including Delphi's Quadrasteer and the system in Honda's Prelude line, allow for the rear wheels to be steered in the opposite direction as the front wheels during low speeds. This allows the vehicle to turn in a significantly smaller radius — sometimes critical for large trucks or vehicles with trailers.Electronic power steering systemWhat it isElectrically powered steering uses an electric motor to drive either the power steering hydraulic pump or the steering linkage directly. The power steering function is therefore independent of engine speed, resulting in significant energy savings.How it works :Conventional power steering systems use an engine accessory belt to drive the pump, providing pressurized fluid that operates a piston in the power steering gear or actuator to assist the driver.In electro-hydraulic steering, one electrically powered steering concept uses a high efficiency pump driven by an electric motor. Pump speed is regulated by an electric controller to vary pump pressure and flow, providing steering efforts tailored for different driving situations. The pump can be run at low speed or shut off to provide energy savings during straight ahead driving (which is most of the time in most world markets).Direct electric steering uses an electric motor attached to the steering rack via a gear mechanism (no pump or fluid). A variety of motor types and gear drives is possible. A microprocessor controls steering dynamics and driver effort. Inputs include vehicle speed and steering, wheel torque, angular position and turning rate.Working In Detail:A "steering sensor" is located on the input shaft where it enters the gearbox housing.The steering sensor is actually two sensors in one: a "torque sensor" that converts steeringtorque input and its direction into voltage signals, and a "rotation sensor" that converts the rotation speed and direction into voltage signals. An "interface" circuit that shares the same housingconverts the signals from the torque sensor and rotation sensor into signals the control electronics can process.Inputs from the steering sensor are digested by a microprocessor control unit that also monitors input from the vehicle's speed sensor. The sensor inputs are then compared to determine how much power assist is required according to a preprogrammed "force map" in the control unit's memory. The control unit then sends out the appropriate command to the "power unit" which then supplies the electric motor with current. The motor pushes the rack to the right or left depending on which way the voltage flows (reversing the current reverses the direction the motor spins). Increasing the current to the motor increases the amount of power assist.The system has three operating modes: a "normal" control mode in which left or right power assist is provided in response to input from the steering torque and rotation sensor's inputs; a "return" control mode which is used to assist steering return after completing a turn; and a "damper" control mode that changes with vehicle speed to improve road feel and dampen kickback.If the steering wheel is turned and held in the full-lock position and steering assist reaches a maximum, the control unit reduces current to the electric motor to prevent an overload situation that might damage the motor. The control unit is also designed to protect the motor against voltage surges from a faulty alternator or charging problem.The electronic steering control unit is capable of self-diagnosing faults by monitoring the system's inputs and outputs, and the driving current of the electric motor. If a problem occurs, the control unit turns the system off by actuating a fail-safe relay in the power unit. This eliminates all power assist, causing the system to revert back to manual steering. A dash EPS warning light is also illuminated to alert the driver. To diagnose the problem, a technician jumps the terminals on the service check connector and reads out the trouble codes.Electric power steering systems promise weight reduction, fuel savings and package flexibility, at no cost penalty.Europe's high fuel prices and smaller vehicles make a fertile testbed for electric steering, a technology that promises automakers weight savings and fuel economy gains. And in a short time, electric steering will make it to the U.S., too. "It's just just a matter of time," says Aly Badawy, director of research and development for Delphi Saginaw Steering Systems in Saginaw, Mich. "The issue was cost and that's behind us now. By 2002 here in the U.S. the cost of electric power steering will absolutely be a wash over hydraulic."Today, electric and hybrid-powered vehicles (EV), including Toyota's Prius and GM's EV-1, are the perfect domain for electric steering. But by 2010, a TRW Inc. internal study estimates that one out of every three cars produced in the world will be equipped with some form of electrically-assisted steering. The Cleveland-based supplier claims its new steering systems could improve fuel economy by up to 2 mpg, while enhancing handling. There are true bottom-line benefits as well for automakers by reducing overall costs and decreasing assembly time, since there's no need for pumps, hoses and fluids.Another claimed advantage is shortened development time. For instance, a Delphi group developed E-TUNE, a ride-and-handling software package that can be run off a laptop computer. "They can take that computer and plug it in, attach it to the controller and change all the handling parameters -- effort level, returnability, damping -- on the fly," Badawy says. "It used to take months." Delphi has one OEM customer that should start low-volume production in '99.Electric steering units are normally placed in one of three positions: column-drive, pinion-drive and rack-drive. Which system will become the norm is still unclear. Short term, OEMs will choose the steering system that is easiest to integrate into an existing platform. Obviously, greater potentialcomes from designing the system into an all-new platform."We have all three designs under consideration," says Dr. Herman Strecker, group vice president of steering systems division at ZF in Schwaebisch Gmuend, Germany. "It's up to the market and OEMs which version finally will be used and manufactured.""The large manufacturers have all grabbed hold of what they consider a core technology," explains James Handysides, TRW vice president, electrically assisted steering in Sterling Heights, Mich. His company offers a portfolio of electric steering systems (hybrid electric, rack-, pinion-, and column-drive). TRW originally concentrated on what it still believes is the purest engineering solution for electric steering--the rack-drive system. The system is sometimes refered to as direct drive or ball/nut drive.Still, this winter TRW hedged its bet, forming a joint venture with LucasVarity. The British supplier received $50 million in exchange for its electric column-drive steering technology and as sets. Initial production of the column and pinion drive electric steering systems is expected to begin in Birmingham, England, in 2000."What we lack is the credibility in the steering market," says Brendan Conner, managing director, TRW/LucasVarity Electric Steering Ltd. "The combination with TRW provides us with a good opportunity for us to bridge that gap." LucasVarity currently has experimental systems on 11 different vehicle types, mostly European. TRW is currently supplying its EAS systems for Ford and Chrysler EVs in North America and for GM's new Opel Astra.In 1995, according to Delphi, traditional hydraulic power steering systems were on 7596 of all vehicles sold globally. That 37-million vehicle pool consumes about 10 million gallons in hydraulic fluid that could be superfluous, if electric steering really takes off.The present invention relates to an electrically powered drive mechamsm for providing powered assistance to a vehicle steering mechanism. According to one aspect of the present invention, there is provided an electrically powered driven mechanism for providing powered assistance to a vehicle steering mechanism having a manually rotatable member for operating the steering mechanism, the drive mechanism including a torque sensor operable to sense torque being manually applied to the rotatable member, an electrically powered drive motor drivingly connected to the rotatable member and a controller which is arranged to control the speed and direction of rotation of the drive motor in response to signals received from the torque sensor, the torque sensor including a sensor shaft adapted for connection to the rotatable member to form an extension thereof so that torque is transmitted through said sensor shaft when the rotatable member is manually rotated and a strain gauge mounted on the sensor shaft for producing a signal indicative of the amount of torque being transmitted through said shaft.Preferably the sensor shaft is non-rotatably mounted at one axial end in a first coupling member and is non-rotatably mounted at its opposite axial end in a second coupling member, the first and second coupling members being inter-engaged to permit limited rotation therebetween so that torque under a predetermined limit is transmitted by the sensor shaft only and so that torque above said predetermined limit is transmitted through the first and second coupling members.The first and second couplingmembers are preferably arranged to act as a bridge for drivingly connecting first and second portions of the rotating member to one another.Preferably the sensor shaft is of generally rectangular cross-section throughout the majority of its length.Preferably the strain gauge includes one or more SAW resonators secured to the sensor shaft.Preferably the motor is drivingly connected to the rotatable member via a clutch.Preferably the motor includes a gear box and is concentrically arranged relative to the rotatable member.Various aspects of the present invention will hereafter be described, with reference to the accompanying drawings, in which :Figure 1 is a diagrammatic view of a vehicle steering mechanism including an electrically powered drive mechanism according to the present invention,Figure 2 is a flow diagram illustrating interaction between various components of the drive mechanism shown in Figure 1 ,Figure 3 is an axial section through the drive mechanism shown in Figure 1, Figure 4 is a sectional view taken along lines IV-IV in Figure 3,Figure 5 is a more detailed exploded view of the input drives coupling shown in Figure 3, andFigure 6 is a more detailed exploded view of the clutch showing in Figure 3. Referring initially to Figure 1 , there is shown a vehicle steering mechanism 10 drivingly connected to a pair of steerable road wheels The steering mechanism 10 shown includes a rack and pinion assembly 14 connected to the road wheels 12 via joints 15. The pinion(not shown) of assembly 14 is rotatably driven by a manually rotatable member in the form of a steering column 18 which is manually rotated by a steering wheel 19.The steering column 18 includes an electric powered drive mechanism 30 which includes an electric drive motor (not shown in Figure 1) for driving the pinion in response to torque loadings in the steering column 18 in order to provide power assistance for the operative when rotating the steering wheel 19.As schematically illustrated in Figure 2, the electric powered drive mechanism includes a torque sensor20 which measures the torque applied by the steering column 18 when driving the pinion and supplies a signal to a controller 40. The controller 40 is connected to a drive motor 50 and controls the electric current supplied to the motor 50 to control the amount of torque generated by the motor 50 and the direction of its rotation.The motor 50 is drivingly connected to the steering column 18 preferably via a gear box 60, preferably an epicyclic gear box, and a clutch 70. The clutch 70 is preferably permanently engaged during normal operation and is operative under certain conditions to isolate drive from the motor 50 to enable the pinion to be driven manually through the drive mechanism 30. This is a safety feature to enable the mechanism to function in the event of the motor 50 attempting to drive the steering column too fast and/or in the wrong direction or in the case where the motor and/or gear box have seized.The torque sensor 20 is preferably an assembly including a short sensor shaft on which is mounted a strain gauge capable of accurately measuring strain in the sensor shaft brought about by the application of torque within a predetermined range.Preferably the predetermined range of torque which is measured is 0-lONm; more preferably is about l-5Nm.Preferably the range of measured torque corresponds to about 0-1000 microstrain and the construction of the sensor shaft。
轮毂电机在电动车应用概述
轮毂电机在电动车应用概述1 轮毂电机系统的概念与应用领域轮毂电机系统是本文提出的概念。
通常，人们称其为轮毂电机，也有的研究者称其为轮式电机、车轮电机或者电动轮，英文名称以"in-wheel motor"居多，也有称"wheel motor"和"wheel direct drive motors"的。
实际上，以上称谓严格来说都是不准确的。
"轮毂电机、轮式电机和车轮电机"都侧重于电机，而"电动轮"侧重于车轮。
若从系统观点出发，我们所指确切应为驱动电机和车轮紧密集成而形成的一体化的多功能系统，即为"integrated motor and wheel system"。
为了方便起见，本文对已经被工程界广泛应用的"轮毂电机"和"in-wheel motor"稍作修改，以"轮毂电机系统"和"in-wheel motor system"作为中英文称谓。
轮毂电机系统在各种交通工具中都有应用。
不同的应用场合对轮毂电机的结构型式和技术性能等都提出了不同的要求，相应的产生了各种轮毂电机系统及其特色技术。
本文的主要研究对象是汽车用轮毂电机系统。
2 轮毂电机系统的发展历史轮毂电机系统的诞生可以一直追溯到电动汽车诞生的初期，而轮毂电机在电动汽车上的广泛应用主要集中在近几年的概念车上。
最早见诸于文献的有关轮毂电机及其应用来自于著名汽车公司保时捷的创始人保时捷（F. Porsche）。
1900年，保时捷研制了两个前轮装备轮毂电机的前轮驱动双座电动汽车，并在电动汽车比赛中取得了最好的成绩。
图2所示为保时捷研制的轮毂电机驱动电动汽车。
值得引起注意的是，保时捷在1902年就研制出了采用发动机和轮毂电机的混合动力汽车，取得山地汽车拉力赛的好成绩。
汽车的部件外文文献翻译、中英文翻译、外文翻译
附录一：汽车的部件发动机发动机的作用是为汽车提供动力，人们形象的称之为汽车的动力工厂。
大多数汽车发动机都是利用空气和汽油混合物的爆炸能量推动活塞的。
活塞能够转动与它连接在一起的曲柄连杆。
从而，曲柄产生牵引力使车轮转动。
有些汽车是靠另一种发动机来提供动力的。
这种发动机因为它的旋转阀，旋转内燃机或者转子发动机而被人熟知。
这种旋转阀式发动机也能够吸入空气和燃料的混合物，然后将它们压缩并燃烧。
另外，发动机会在一个椭圆形腔室中旋转，它与驱动汽车后轮的后轴相连接。
绝大多数的汽车里，发动机会被安装在汽车的前部末端，离合器和变速箱在它的后面。
最后，发动机、离合器和变速箱会被装配成一个整体。
想要使一个发动机能够正常工作还需要很多系统的支持。
润滑系统可以用来减小摩擦，减轻发动机磨损。
冷却系统可以使发动机的工作温度在安全的范围之内。
另外，发动机还必须由供油系统提供适量的燃料和空气。
在气缸里，空气和燃料的混合物必须由点火系统在适当的情况下点燃。
而后，电子系统被用来控制启动发动机用的电动机和为发动机的附属部件提供电能。
润滑系统发动机的部件会因为它们之间的相互运动而逐渐导致磨损。
在这些部件中间存在着发动机循环油。
它可以避免金属间的相互摩擦而导致的磨损。
在润滑剂的润滑作用下，各部件会仅受到很小的摩擦力，这可以使它们更容易运动。
因此，润滑系统可以将由摩擦引起的能量损失降到最小。
润滑剂的第二个作用是可以发挥冷却剂的作用，也可以作为密封介质来防止泄漏。
还有在气缸上产生的润滑薄膜也可以有助于活塞环密封，改善发动机的压缩性能。
冷却系统在气缸中，燃料会在空气的作用下剧烈燃烧，从而导致发动机各部件的温度升高。
温度的上升将直接影响发动机的性能，也会缩短发动机零件的寿命。
而冷却系统则可以使发动机在适宜的温度下工作。
无论驾驶条件如何，该系统都要被设计用来防止机器过冷或过热。
燃料供给燃料供给系统的主要作用是在机动车辆所能遇到的所有条件下（包括负载，速度，温度压力的变化梯度等），提供足够的压力，以一定的速度为化油器或注油系统提供燃料，来满足发动机的燃料要求。
轮毂电机驱动电动汽车的制动系统
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附录A外文翻译英文资料翻译[原文]Wheel type electric cars driving system1. Development situation and overviewWheel type electric car is a kind of driving type electric cars, there are two basic forms, namely direct driving type electric wheels and belt wheel edges reducer electric wheels. It will be installed on the wheel hub of motor is omitted, traditional clutch, the transmission, the main reducer and differential unit etc, simplifies configuration and improve the transmission efficiency, and to realize the electric control technology through the electronic differential control wheels. Electric wheel will become the future development direction of electric cars.The electric car wheel type of the study in Japan. Japan's keio university of electric car research group has developed five different forms of vehicles. In 1991, with Tokyo electric power company jointly developed by IZA electric car seat, Cd - battery power method, with four rated power for 6.8 kW, 25kW reached the peak power of the rotor permanent magnet synchronous motor driving wheel speed can reach the highest, 176km/h. In 1996, the Japanese national institute of environmental groups jointly developed electric wheel drive system of rear wheel drive electric cars, the ECO electric wheel drive system chooses permanent brushless dc motor, power rating for 6.8 kW, for 20kW peak power, and planetary gear reducer, the electric wheels adopt mechanical braking and motor is a combination of regenerative braking. In 2001, the group launched by using lithium battery for power supply, eight high power ac synchronous motor driving wheel independent KAZ electric car. The installation of the eight wheels, and greatly increased the power, thereby the highest speed 311 km/h. The electric system KAZ used in high speed, high performance of motor rotor inside, the peak power can reach 55 kW, improve the ability of the limit speed KAZ cars, make its 0 ~ 100km/h acceleration time reach 8s. In order to make the motor output speed with the actual requirements, wheel rotation KAZ electric system matching planet gear. Using KAZ front disc brake drum brake using, rear. In 2003, Toyota motor company launched in Tokyo motor show the fuel cell concept car is also used to end an argument - N electric wheel drive technology. General motors corp. In 2001, the new trial wire four wheel drive car fuel cell concept also USES electric wheel drive Autonomy,electric wheel drive system of flexible control and arrangement, the better able to realize control technology.Domestic electric wheel drive mode study also made some progress. Tongji university "chunhui" series of fuel cell vehicles using the concept of four brushless dc motor driving wheel independent electric wheels module. Byd in 2004 Beijing auto ET concept car also adopted new drive electric car: four wheel drive motor independent pattern edge. Chinese academy of sciences, Beijing three-ring general electric company developed electric car brushless dc motor with wheels, say again electric wheels. A single wheel electric power, voltage 7.5 kW, double rear 264 V direct drive. The Chinese institute of four wheel corporation 724 electric automobile, motor performance index for the power rating: 3 kW, rated speed 3000r/min, rated voltage is 110 V.2.Structure analysisWheel electric drive system have direct driving type electric wheels and belt wheel edges reducer electric wheels are two basic forms. It depends on the rotor speed is using high-speed rotor motor or within. Direct drive a car with the rotor motor, electric wheels and a complete parts assembly wheel, electronic differential mode, motor, decorate in the wheels within wheels drive vehicle driven directly. Its main advantage is the motor, small volume, light quality and low cost, high transmission efficiency, compact structure, vehicle structure layout and design, also facilitate the retrofit design. This electric wheel directly in the installation of the wheel rim driving wheel rotation. But when the electric car in large torque, need is installed in the direct drive motor must type electric wheels can provide large in low torque. In order to make the car can have good performance, motor must also has a wide range of torque and speed adjustment. The work of the impact and vibration and the wheel rims wheels, request must be strong and reliable supporting, at the same time, because of the spring load, to ensure the quality of the comfort of vehicle suspension systems, elastic elements and damping element optimization design, motor output torque and power is limited, the system of wheel size high cost.Belt wheel gear wheel drive electric power while using high-speed rotor motor system in modern high-performance electric cars, suitable for the operation. It KuangYongChe originated from the traditional electric wheels, belongs to the slowdown driven type, the electric motor speed wheels allow in operation, usually the highest speed motor design in 4000-20000 r/min, its purpose is to obtain higher than the power, and the other performance of motor without special requirement, and can be used in ordinary speed motor rotor. In motor and reducer institution arrangement between the wheels, deceleration and increase torque of electric cars, thus ensuring the role in the speed to make enough big torque. Motor output shaft through institutions and wheel drive shaft, motor bearing not connected directly under the load and the road wheels, improve the working conditions of the bearings, Adoptsfixed planetary gear reducer, ratio of the system with large range of speed and torque, give full play to the characteristics of the motor speed, eliminate the motor torque and power under the influence. Size wheel In the design of main consideration should be given to the solution of gear noise and lubrication problem, work of motor and internal system structure design requirements. Figure 1 for wheel edges deceleration ware electric wheels.3.Wheel type electric car key technology(1)The wheel motor and its control technologyCurrently used electric wheels of the rotor motor speed and high-speed rotor motor are within the radial magnetic flux permanent magnet motor wheel. Within the high-speed rotor motor structure and the traditional permanent magnet synchronous motor or brushless dc motor are basically the same. The highest speed motor coil and mainly by friction loss and variable factors such as organization ability. As the rotor wheeled permanent magnet motor electric car driven directly by the actuator, motor NdPeB installation of the surface of the rotor surface-mounted stator slots structure more rare. The wheel diameter had substructure of constraint conditions make the armature diameter increase and improve the motor ability, At the same time, had made motor cooling conditions worsen substructuring for long time, overload ability have certain effect. Adopt stator slots structure, few &reduce volume, simplified structure, to generate electricity needed to improve the indexes of harmonic. Magnetic rotor position sensor adopts magnetic resistance type, and motor multipole rotating transformer ontology integration installation, compact structure.Motor driven by axial Angle transform technique, use axis rotation Angle transform chip will output signal is transformed into digital signals, for the current instruction position of each phase of the synthesis of circuit current instruction, With the current negative feedback signal current instruction by current regulator (CR), control type inverter power circuit, SPWM drive motor running.Wheel type electric vehicle generally has two or four wheel edges of multiple motor, implement coordinated control. The key to achieve technology is the drive motor operating control, including the vehicle steering stability control, differential control system dynamic performance optimization and control, etc. In the stability control, traction control system for the main research direction, the comprehensive energy strategy in battery technology progress, not enough before are equally important. In order to research on vehicles, electric cars and the optimization design of effective mathematical model and the rapid and effective system operation control algorithm is also world research hotspot.(2) Energy and energy management systemBattery electric vehicle is the source, is also restricted the development of key factors of electric cars. Electric car battery is the main performance indexes than energy, energy density, power, circle life and cost, etc. To make electric cars and fuel automobilecompetition, the key to develop high energy, power and long-life efficient battery.So far, the electric car battery after three generations of development, has achieved breakthrough progress. The first generation is lead-acid batteries, mainly is the valve-control lead-acid battery (VRLA), due to its high price lower than energy, and discharge, high magnification is currently only high-volume production electric car batteries. Second generation is mainly alkaline battery, have Ni - Cd, Ni fd-mh, making - S, Li ion - and Zn/Air etc. Various battery, the ratio of energy and power than lead-acid battery is high, can greatly improve the performance of the electric vehicle dynamic range and lead-acid batteries, but the price is high. Article 3 the batteries in fuel cells. Fuel cells directly will fuel energy into electricity, high efficiency, energy transformation of energy and power than than all high, and can control the reaction process, energy conversion process can be continuous, is the ideal car batteries, but is still in the development stage, and some key technology is still a breakthrough.Because the electric vehicle Co., LTD, its energy vehicle driving car fuel mileage far less than the level of energy management system, the purpose is to maximize the use of the vehicle, increase energy limited trip mileage. Intelligent energy management systems acquisition from each subsystem, the sensor information input these sensors and temperature sensor, including car when the source current and voltage recharge sensor, motor current and voltage sensor, speed and acceleration sensor and the outside environment and climate, sensors, etc. Energy management system can realize the following basic functions: the energy distribution system, The prediction of the surplus energy and continue to trip mileage, Provide the best driving mode, When the regenerative braking rationally adjust the renewable energy, Automatic temperature control and adjustment. Intelligent management system as the brain, electric car, with great flexibility and adaptability.4.ConclusionThe paper introduces development status of electric vehicle wheel type and structure characteristics, illustrates the steering wheel motor-driven car control model and key technologies. Compared with the traditional electric cars and electric car wheel type of vehicle structure, transmission efficiency and dynamic performance, range, etc are very obvious advantages, is the future development direction of electric cars. At present, low quality of high power, wheel motor research is still hot. At the same time, the power steering wheel, driving, braking torque and speed of motor control is the key and difficult point for future research.轮毂式电动汽车驱动系统1、发展现状轮毂式电动汽车是一种新兴的驱动式电动汽车，有两种基本形式，即直接驱动式电动轮和带轮边减速器电动轮。