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汽车转向系统常见的故障主要有转向沉重和转向跑偏,而产生转向沉重故障的主要原因在转向系统的机械传动部分和液压转向助力部分.机械传动部分的故障(如转向机、横直拉杆、转向节等部位的磨损)比较容易解决,关键是液压转向助力部分不易检查,故障部位难以确定.检查液压转向助力系统最简捷而有效的方法,就是制作一个简单而可靠的动力转向检查仪.用转向检查仪进行检测,可以迅速而准确地查找到故障部位. 相似文献
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广州本田雅阁轿车采用常流式流压助力转向系统,该系统主要由动力转向装置、转向操纵机构和转向传动机构3部分组成,其动力转向系统的故障有一般故障、转向噪声和油液渗漏等。一般故障主要包括转向沉重、转向冲击、转向不灵及转向回跳等。对该车动力转向系统的故障进行了分析。 相似文献
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故障现象一辆长安铃木雨燕手动挡SC7150轿车,累计行驶约2万km,在行驶过程中出现转向时一边重一边轻的现象。故障诊断接车后首先确认故障现象。经试车确认,行驶转向时有时一边重一边轻,且转向盘抖动,多试几圈后,动力转向系统故障灯常亮,无转向助力。因为动力转向系统故障灯常亮,于是连接故障检测仪读取该系统的故障代码,结果调得的故障代码为C1145——动力转向电动机电路电流的测定值低于规定值。查阅 相似文献
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<正>故障现象一辆2008款蒙迪欧致胜车,行驶里程为6万km,在汽修厂更换了转向助力油后,出现了转向助力时有时无的故障现象。该故障发生后,先后更换了转向助力油(原厂)、转向油泵、转向器总成、转向助力油管等零件,但故障现象依旧,在反复维修无果后找到笔者进行协助处理。 相似文献
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故障现象一辆2002年款1.4 L MT波罗轿车助力转向泵电动机时常自行运转,转向有时变得很重,有时会很轻,仪表上助力转向指示灯K92亮过很多次,使用VCDS ZHS 908.1诊断软件读取的故障代码为00816——助力转向电路瞬间短路/断路,属偶发性故障,清除故障代码后行驶车辆,助力转向指示灯仍然会不定时亮起。 相似文献
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<正>故障现象:电动助力转向突然失效,转向盘没有助力。故障诊断:接车后,经问诊得知,此车方向机在行驶过程中突然没有转向助力功能,故障指示灯点亮,转动转向盘感觉很沉重,故到修配厂进行检查维修。连接诊断仪,查询故障码,显示有3个故障码存储在转向ECU之中,其故障码分别为C1511、C1516、C1526。C1511的故障含义为扭矩传感器异常,C1516的含义为扭矩传感器初始化未完成,C1526的 相似文献
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<正>故障现象一辆斯巴鲁力狮3.0L车,累计行驶9万km多,出现动力转向助力油缺失,转向时异响和转向沉重的故障。该车车主反映,自从更换过转向机控制阀体的上下油封后就出现了上述故障,并且在更换油封后多次出现动力转向助力油缺少,添加过几次的情况,现在转向异响越来越严重。 相似文献
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汽车转向系统发展至今,已经历了机械转向、液压助力转向、电控液压转向、电动助力转向、主动转向、后轮随动转向、线控转向和操纵手柄式转向等形式。本文对各种助力转向系统技术及控制策略进行研究,为转向系统的进一步研究提供理论基础。 相似文献
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P. E. Pfeffer M. Harrer D. N. Johnston 《Vehicle System Dynamics: International Journal of Vehicle Mechanics and Mobility》2008,46(5):413-428
For the on-centre handling behaviour of vehicles the steering system is absolutely important. To investigate the interaction of the vehicle and steering system a validated, especially tailored simulation model was developed. Some meaningful vehicle and steering system parameters are altered to show the influence on steering wheel torque, steering feel and understeer. The results underline the importance of an accurate steering system model. Identified measures to improve the centre feel and steering response were a stiffer torsion bar, a higher cornering stiffness or a lower overall steering ratio. The steering response, however, suffers when the centre feel is improved by a higher trail. The steering rack friction reduces mainly the steering response while the steering column friction decreases the centre feel whereas a stiffer torsion bar lessens the understeer tendency. 相似文献
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《Vehicle System Dynamics: International Journal of Vehicle Mechanics and Mobility》2012,50(5):413-428
For the on-centre handling behaviour of vehicles the steering system is absolutely important. To investigate the interaction of the vehicle and steering system a validated, especially tailored simulation model was developed. Some meaningful vehicle and steering system parameters are altered to show the influence on steering wheel torque, steering feel and understeer. The results underline the importance of an accurate steering system model. Identified measures to improve the centre feel and steering response were a stiffer torsion bar, a higher cornering stiffness or a lower overall steering ratio. The steering response, however, suffers when the centre feel is improved by a higher trail. The steering rack friction reduces mainly the steering response while the steering column friction decreases the centre feel whereas a stiffer torsion bar lessens the understeer tendency. 相似文献
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在分析全液压转向结构与转向偏差机理的基础上,设计了一种线控液压转向系统以实现车辆转向同步,消除转向偏差;针对现有方法确定的期望转向曲线可跟踪性差而无法实现转向同步,提出一种基于转向效率的期望转向曲线及其可行域确定方法,以最大、最小转向效率对应转向曲线为期望转向曲线可行域的上、下边界,确保期望转向曲线的可跟踪性;针对系统扰动不确定性及油液泄漏非线性,基于组合趋近律滑模控制,并引入饱和函数代替符号函数,在一定程度上抑制了控制系统的抖振;由于组合趋近律增益自适应性不足,导致车轮转角及角速度发生变化时,存在系统动态响应能力差的问题,通过分析车轮转角、角速度与趋近律增益的关系,制定了基于车轮转角及角速度的模糊规则表以自适应调整趋近律增益,实现增益模糊滑模控制,进一步提高油液补偿自适应能力和线控液压转向系统的鲁棒性;最后基于MATLAB/Simulink进行了仿真和试验验证。结果表明:提出的基于转向效率的期望转向曲线均具有良好的可跟踪性能;增益模糊滑模变结构控制具有良好的动态响应特性及控制精度,可有效地消除转向偏差,实现线控液压转向系统的同步转向。 相似文献
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运用CATIA三维数字模型"DMU Kinematics"模块,分别对转向管柱及转向传动轴相关件进行约束,获得转向传动轴运动模型及转向传动半轴运动包络、转向传动轴当量夹角,用于验证转向传动轴与周边件间隙及其力矩波动是否符合设计要求,进而为布置设计转向传动轴十字轴位置提供理论依据。 相似文献
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Proportional derivative (PD) steering assistance can greatly improve the control stability of a vehicle. However, for all
PD steering methods, the discomfort associated with the need to continuously turn the steering wheel during cornering is significant.
Because the steering return phenomenon of the steering wheel stop like this is not preferable, PD steering assistance should
be extremely weak (almost 0) during normal cornering. Alternatively, during drift cornering, during which the grip area of
the tires is exceeded, PD steering assistance is helpful because the driver has good control over counter-steering. Moreover,
the use of PD steering assistance is preferable during lane changes because the response and settling of a vehicle is greatly
improved when PD steering assistance is used. Based on these considerations, a previous report examined steering method controls
in which the PD steering assistance constant was incorporated along with the drivers’ perception changes in certain driving
situations. This study aimed to determine a suitable PD steering assistance constant in relation to the driving situation.
A proper PD steering assistance constant was found to exist for specific driving situations. Based on the results of gaze
detection using an eye mark recorder, the study was able to reduce the right and left difference of the gaze at the driver
by controlling PD steering assistance using a proper PD steering assistance constant for various driving situations. 相似文献