دانلود ترجمه مقاله عملکرد بدون سنسور اضافی درسیستم ترمز الکترونیکی – مجله Taylor & Francis

• فهرست مطالب:

چکیده
۱ مقدمه
۲ پیشگیری از ROLL OVER در سیستم EBS
۲ ۱ سیستم ترمز الکترونیکی
۲ ۲ سیستم پیشگیری از ROLL OVER در EBS
۲ ۳ سیستم کنترل پایداری به عنوان تابع اضافی EBS
۳ نتیجه گیری

• بخشی از ترجمه:

EBS به تنهایی قابلیت هایی بسیار بیش تری برای سیستم ترمز در مقایسه با سیستم پنوماتیک معمولی داشته و بهبود راحتی رانندگی و به طور کلی ایمنی خودرو را با کوتاه کردن فاصله توقف با استفاده ازکاهش زمان واکنش سیستم و بهبود عملکرد ABS دارد با این حال EBS نفوذ قابل توجهی در جهت ها و دینامیک جانبی ROLL-OVER وسیله نقلیه نداشته و اما یک پلت فورم خوبی برای سیستم مانند کنترل پایداری (ROP, DSC دارد. هیجان انگیز ترین موضوع این است که ROP نیاز به سنسور اضافی ندارد. تنها نیاز به اطلاعات نرم افزاری است، اما افزایش زیادی را در ثبات خودرو در عین ROLL-OVER از خود نشان می دهد.

• بخشی از مقاله انگلیسی:

. INTRODUCTION The most dangerous motions of combination vehicles can be classified into three groups. The first type is called jack-knifing, which is mainly caused by the uncontrolled large relative angular motion of the tractor and the trailer, which results in the lateral slip of the rear axles of the tractor. The jack-knifing phenomenon is one of the most common causes of serious traffic accidents in which tractor/semi-trailers are involved. The main problem with this type of stability loss is that if the articulation angle exceeds a certain critical limit, the driver becomes unable to control the motion of the vehicle by steering the tractor. Even before reaching this critical angle, the problem may become worse if the driver steers the tractor in an inappropriate direction. In solo vehicles, this accident type corresponds to the so called spin-out. The second typical class of dangerous motions of articulated vehicles is the lateral oscillation of the trailer, which may be caused by some disturbances (e.g., side wind gust, abrupt steering effort by the driver) acting on the vehicle. When the design and/or operating parameters of the system are close to the critical values, the vehicle becomes self-excited. This means that after some disturbance, the vehicle loses its stability and the system’s trajectory will tend to some other limit set, which normally results in an accident. Typical and the most dangerous commercial vehicle accident is the roll-over. Interesting statistical analysis was found, in which the roll-over accidents were categorised as follows (see in [1, 2]): • preventable, which means that the driver would have been able to avoid the accident if a warning device had been installed on the vehicle. Only 3.3% of a total accidents were judged to be preventable; • potentially preventable, which means rollover might have been prevented depending on the skill of the driver and performance of the warning device (38.4%); • non-preventable, into which class the 49.7% of the total accidents were categorised; and • preventable unknown, which involves only 8.6% of the total number of accidents. These statistics prove two facts: • a minority of the accidents might have been avoided if the vehicle had been installed with a warning system that would signal the driver to correct the vehicle’s motion in some appropriate way before roll-over occurs; and • the majority (almost 50%) of the roll-over accidents would not have been avoided with just a warning system as even a skilled driver would not have been able to control the vehicle motion behind a certain point. By analyzing the behavior of articulated vehicles, one can observe that the driver’s steering input is governed mainly by his/her reaction to the behavior of the lead vehicle unit (tractor or truck). Therefore, the behavior of the towed unit(s) (semitrailer or full trailer) in a real closed-loop driver-vehicle system is not controlled directly by the driver. The other problem is that the vehicle driver has only a limited number of actuators (steering wheel, accelerator and brake pedal), which are not enough in all situations. The other problems are the deficiencies of the driver, as human being: delayed action, wrong decisions, or disability to control the vehicle behavior on the stability limits. After analyzing the results of the above studies, the following main conclusions can be drawn: 1. The number of sensors in the vehicle has to be increased, or, if this is not possible, the existing sensor signals have to processed and used in different way. 2. Additional actuators have to be installed on the vehicle (sub)systems or the existing ones have to be used with other purpose. 3. If the driver is not in full control of the vehicle, the system has to support his/her action, taking action without his/her direct intention. Downloaded by [Ben Gurion University of the Negev] at 07:18 09 April 2015 roll-over prevention system 287 To fulfill the above listed requirements, several systems have been investigated and evaluated, among others the suspension control, active steering of tractor and/or trailer, hitch point control, jackknifing control and the appropriate brake control. The output of the analysis has made it obvious that the brake system has the largest potential to improve vehicle stability and also the existing system signals can be used for detection. The reason is that the tyre contact forces in any slip (both lateral and longitudinal) range can be manipulated most efficiently by using the brake system, from free rolling (maximum lateral force) up-to locking force (minimal lateral force) on any road surface.