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1.3 转向盘转角速度传感器工作参数和工作原理
转向盘转角速度传感器安装在转向盘内侧(图11)。
(1)转向盘转角速度传感器(光电式)的工作参数。该传感器的输出脉冲数量为45个脉冲/1周(一个脉冲周期为8°),输出信号占空比为50%±10%;电源电压为9V-16V; 相似文献
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5.输入速度传感器和输出速度传感器
输入速度传感器和输出速度传感器是霍尔式传感器,输出5V方波信号。输入速度传感器用于检测UD离合器的转速,UD离合器与涡轮轴相连;输出速度传感器监测的是差速器驱动齿轮的转速。TCM利用这两个速度传感器计算锁止离合器打滑、各挡位传动比、反馈控制及换挡时离合器压力控制等。 相似文献
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3)输出速度传感器(0SS) OSS传感器位于变速器壳体后部下面,安装在变速器壳体内部,与后内齿轮相对,后内齿轮通过花键连接至变速器输出轴总成(如图2l所示)。OSS传感器是一个电磁式传感器,当输出轴和后内齿轮转动时,后内齿轮上的轮齿经过磁性传感器,使传感器线圈产生交流电。因此,当车辆移动时,输出速度传感器产生与车速成比例的交流电压信号。在TCM中,交流信号被转化为5V电子方波,TCM由此计算出变速器的输出速度。 相似文献
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四、可变助力转向系统(VES)
可变助力转向系统(VES)的作用是当车轮速度变化或出现横向加速度时,改变车辆转向力的大小。电子制动控制模块(EBCM)接收转速、转向盘转角等信号,控制位于齿轮齿条式转向机中的执行器,以实现可变助力转向功能。VES系统输入信号、输出控制框图如图11所示,电路如图12所示,VES执行器位于转向机阀体上,位置如图13所示。 相似文献
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6电动式助力转向系统的功率组件 电动式助力转向系统的构成如图43所示,根据转向盘上的操纵输入状况,得用转向操纵传感器输出2种电压信号;一是与产生的力矩成正比的电压信号,另一个是与转向器转速成正比的电压信号 相似文献
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文章通过Carsim搭建汽车模型并配置道路障碍物等环境信息,并通过模拟传感器输出车道线、障碍物和本车运动状态信息,并通过接口配置发送到Simulink,再通过在Simulink中搭建自动变道的路径规划和跟踪控制算法输出方向盘转角信号给Carsim,实现对汽车自动变道的闭环仿真。 相似文献
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This paper discusses the development of a system model for the wireless steering wheel angle sensor and steering wheel system
for the evaluation of the steer by wire system in a vehicle dynamic system. The steering wheel sensor is a wireless, contact-less
sensor utilizing an optical medium for angle detection. The optical medium is operated based on a photodiode and photo-detector
head. A reflecting disc or code-wheel, working similar to a compact disc, is used to reflect the light from the photodiode
back to the photo-detector. The beam is reflected based on the content in the reflective disc to measure the relative angle
through a micro-controller. The proposed wireless steering sensor and steer by wire system is modeled using the Matlab/Simulink
and their performance is investigated to evaluate the steering response, vehicle dynamics, and steering feel of the system.
Finally, the feasibility of the proposed system is discussed based on the developed model and simulation results. 相似文献
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The main focus of this paper is to compensate the steady state offset error of the 6D IMU which provides the measurements that include the vehicle linear accelerations and angular rates of all three axes. Additionally, the sensor compensation algorithm exploits the wheel speed data and the steering angle information, since they are already available in most of the modern mass production vehicles. These inputs are combined with the inverse vehicle kinematics to estimate the steady state offset error of each sensor inputs as it is done in a disturbance observer, and the raw sensor measurements are compensated by the estimated offset errors. The stability of the error dynamics regarding the integrated signal processing system is verified, and finally, the performance of the system is tested via experiments based on a real production SUV. 相似文献