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外文翻译原文DevelopmentofControlledElectricMotor-DrivenPumpTypeHydraulicPowerSteeringSystemY.ObataY.Tera__eK.Ya__motoWithinaframeofdevelopmentofecologicalpowersteeringsystemsweh__ecompletedthedevelopmentofanelectricmotor-drivenpumptypehydraulicpowersteeringsystemequippedwithnotconventionalbrushedmotorbutbrushlessmotorcontrolledbyECUwhichhasachievedafurtherenergys__ing.Thefollowingdescribesthecontentofthissystem.keywords:energys__inghydraulicpowersteeringbrushlessmotor
1.IntroductionFromaviewpointofre__ntglobalecologicalproblemsanimprovementoffuelconsumptionandexhaustgasregulationssuchastheJapaneseAutomobileNOxlawh__ebeencomingtobeworldwideimportantissues.Regulationsandtaxationsthateachcountrytendstoimposeforenviro__entalprotectionareenumeratedasfollows
①Europe:Introductionofcarbontaxationineachcountry
②Japan:Regulationoffuelconsumptionsin__2000
③U.S.A.:IntensificationofCAFECorporate__erageFuelEconomyregulationactivityofEPAEnviro__entalProtectionAgencyandARBAirResour__sBoardOntodaysvehiclesdrivenbygasolineengineor___selengineahydraulicpowersteeringcalledhereafterNPSofwhichthepowersour__isanengine-drivenhydraulicpumpisgenerallymounted.Inthispowersteeringsystemahydraulicpumpasmentionedaboveisrotatedinproportionwitharevolutionspeedofengineandrunsathighrevolutionspeedevenduringastraight-aheadandhigh-vehiclespeeddrivingwithnosteeringoperationregardlessofane__ssityforpowerassistan__sothatitalwaysconsumesawastefulenergy.Itissaidthatanenergyconsumedbysuchpowersteeringsystemrepresentsapproxi__tely3%ofallthevehiclefuelconsumption.Thereforearequestforenergys__inginsuchpowersteeringsystemwouldbemoreandmoreintensifiedhereafter.Infacttheconventionalengine-drivenhydraulicpumpsh__ebeensu__ectedtodifferenttrialssuchasanapplicationoflowerflowratewithhigherpressureandanimplementationofenergys__ing.Howeverthesetrialsh__eexertedaneffectnotdrasticbutlimitedto__rtainextentonthefueleconomy.Inresponsetoarequestforfurtherfueleconomyweh__edevelopedanenergys__ingtypepowersteeringsystemthatisahydraulicpowersteeringsystembutcomprisingapumpdrivenbyanelectricmotorasapowersour__independentofenginesothatadrasticfueleconomycanberealized.Thefollowingisadescriptionofthiselectricmotor-drivenpumpcalledhereafterelectricpumptypehydraulicpowersteeringsystemcalledhereafterH-EPS.
2.OutlinesofElectricMotor-DrivenPumpTypeHydraulicPowerSteeringSystemH-EPS
2.1SecondGenerationH-EPSSin__19__weh__eprodu__dinFran__anelectricpumpFirstgenerationtypewithoutacontrollerconstitutedbyhighefficiencygearpumpandsin__1998weh__eprodu__dthereinapumpofthesamekindSecondgenerationtypeequippedwithabrushedDCmotorh__ingitsrevolutionspeedcontrolledbyaremotecontroller.Thistypedoesnotuseanexternalsensorbutamotorcurrentdetectioncircuitinsideofthecontrollerforcalculationofmotorcurrentvariation.Thismethodallowsajudgmentofsteeringconditionandacontrolofmotorrevolutionspeedbyavariationofmotordrivingvoltage.Asaresultanenergys__ingcanberealizedbyanefficientcontrolofelectricpumpmodulewithalowcosttypecontroller.Thiscontrolmethodconsistsofloweringthemotorrevolutionspeedduringnosteeringoperationstandbymodeandincreasingitwhenanysteeringoperationrequirespowerassistan__powermodeforthepowersteeringsystemoperation.Transitionfromthestandbymodetothepowermodeisrealizedbycontrollingthemotorrevolutionspeedasafunctionoftheamountandrateofamotorcurrentvariationundergivenpressureriseatsteeringoperation.Howeverthismethodcouldprovidealowresponsivenessatthemodetransitionand__kesteeringfeelingeasilyworsesothatsomesolutionshouldbetakensuchasahighermotorrevolutionspeedatstandbymode.Ifnotthismethodwouldcontributealittletoenergys__ing.Asasystemh__ingaresponsivenessbetterthanthatforthesecondgenerationelectricpumpandtargetingfurtherenergys__ingweh__edevelopedthethirdgenerationelectricpumpwhichintegratesabrushlessDCmotorandacontroller.Thispumphasbeenequippedwiththe
1.4Lto
2.0LofPSA307vehiclessuc__ssionto306sin__spring
2001.
2.2StructureofThirdGenerationH-EPSAnexampleofstructureofthissystemisshowninFig.
2.Inthissystemitssteeringgearisthesameasforthenor__lhydraulicpowersteeringwhileasour__ofhydraulicpressureischangedtoapumpdrivenbyabrushlessDCmotorpoweredfromabattery.Accordinglythissystemcomestobeabletoprovideasteeringfeelas__oothastheconventionalnor__lhydraulicpowersteeringsystem.Inadditionthissystemaimsatsupplyingrequiredamountofoiltoitssteeringgearmorepreciselyandrapidlybymeansofacombinationofasteeringanglesensorandabrushlessmotorforcontributingtoenergys__ingmuchmorethanthatoftheconventionalsecondgenerationtype.
2.3StructureofElectricPumpModuleThisstructurewhichisrepresentedbyamodularizationofabrushlessmotorcontrollergearpumpandreservoirhasaflexibilityinpackagingonvehicleregardlessofitslocation.Inadditionarrangementofthecontrollerbetweenthepumpandmotorhascometoredu__anexother__lenergyofdifferentelectroniccomponentsinthecontrollerandmotorundercoolingeffectofoilinapumpbody.Costreductionalsohasbeentriedbydecreasingthenumberofcomponentsinthismoduleatthetransitionfromthe2ndgenerationtypetothe3rdgenerationtype.Forpumpitselfapressure-balan__dtypegearpumphasbeenadoptedsin__the1stgenerationmoduleanditsefficiencyhasbeenmuchbetterthanthatofaconventionalvanepump.Figure3showsamodeldiagramofthegearpumpforthismodule.Theoperationalprincipleofthispumpisidenticaltothatofnor__lgearpumpswhereinhydraulicoilissuckedthroughitssuctionportandintrodu__dintoteeth-spa__sofitsgearswhenitsdrivinganddrivenpinionsaredrivenbyamotorandthencarriedcontinuouslytowarditsdischargeside.AsshowninFig.3thispumpisre__rkablycharacterizedbyafunctionasbearingofitssideplateenablingboththepinionstobefloatedforalimitationtotheminimumlevelofbearingfriction.Inadditionahighpressureleakedoilcircuitasformedinagrooveofthebearingportioncanserveasalubricationforpreventionofanincreasingwearontheportion.Andanintroductionofhighpressureoilintotherearsideofthesideplateallowstherearsidetocounterbalan__inpressurethetoothsidesothataconstantthrustfor__canbedesignedtobealwaysappliedonsuchsidefa__sinarangefromlowpressuretohighpressure.Suchstructureasmentionedabovehascometoenablethispumpnotonlytoh__eanefficiencymuchhigherthanthatofthevanepumpasshowninFig.4butalsotorealizethedownsizingandenergys__ing.
2.4PulsationofPumpFigure5showsacomparisonofpulsationvaluewithoutsteeringoperationonavehicleidlingconditionbetweenwiththiselectricpumpandwithanengine-drivenpump.Whenanengineisbeingidledtheelectricpumpisinastandbycontrolmodesothatitsdischargeflowrateisatlowlevel.Accordinglythispumpcanprodu__apulsationlowerthantheengine-drivenpumpsothattheformerhasanadvantageoverthelatterforpumpGoogroaningnoise.Inadditionreductionofabnor__lnoisegetseasierontheformerthanonthelatter.Asforpipinga__allerpulsationwouldleadtoa__allervibrationthusallowingasimplificationofpipingstructurebyforanexampleadisuseofflexibletubeaswellasasimplificationofclamp-likepipingfittingandaconsequentcostreductionexpected.
3.OutlinesofmotorControlforH-EPSControlofH-EPSsystemconsistsinoptimizingthecontrolofamotorasapowersour__inconnectionwithahydraulicpump.AsshowninFig.6acontrollerisallowedtosetatargetvalueofmotorrevolutionspeedaccordingtosignalsfromasteeringanglesensorandavehiclespeedsensor.ForadaptationofamotorrevolutionspeedtoitstargetvalueasignalfromamotorrevolutionsensorHallelementsensorisfedbacktoloopcontrolcircuitsothatanappropriatedrevolutioncanbetran__ittedtothehydraulicpumpforrealizationofopti__lsteeringfeel.Thefollowingisadescriptionofthiscontrol.Inorderforfurtherimprovementinresponsivenessandenergys__ingoftheabove-mentionedstandbycontrolaStopGocontrolhasbeendevelopedbyapplicationofalow-inertiabrushlessmotorex__llentinstartingpropertyandasteeringanglesensorasanexternalsensor.TheStopGocontrolhasbasicallythesameprincipleasthestandbycontrolthatisconsistinginstoppingthemotoratnosteeringoperationsuchasstraightaheaddrivingandvehiclestoppingandthenrampingupthemotorpromptlyfromitsstopstatustoitstargetrevolutionspeedon__steeringoperationbeginsbycalculationofasteeringspeedfromanoutputsignalofthesteeringanglesensorfollowedbyinstantaneousdefinitionofamotorrevolutionspeedsuitabletogenerationofanopti__lassistan__for__.Inthiscontrolaloweroilflowrateatnosteeringoperationcanrestrictanoiltemperatureincreasesothatnooilcoolercomestoberequired.ThefollowingcontrolsareadoptedinthisStopGocontrol:1Steeringspeedcontrol:Correctionbyvariationofmotorrevolutionspeedasafunctionofsteeringspeedis__deinorderforoilflowintohydraulicvalvetobekeepconstant.Figure7showsacontrolofmotorrevolutionspeedasafunctionofsteeringspeed.
②Motorstartingcontrol:Byavariationofmotorstartingvoltageasafunctionofsteeringspeedamotorcanbegraduallystartedatanextremelylowsteeringspeedwhileinstantaneouslystartedatahighsteeringspeed.Figure8showsacontrolchartofmotorstartingvoltageasafunctionofsteeringspeed.3Vehiclespeedcontrol:Fig.9showsacontrolchartofmotorrevolutionspeedvsvehiclespeed.Thepowersteeringsystemallowsasteeringefforttobecomelighteratlowvehiclespeedandhe__ierathighvehiclespeedforstabilityinsteeringbyacontrolofmotorrevolutionspeedfortheproposeofprovidingagoodsteeringfeel.
4.EvaluationResultofH-EPS
4.1BasicPerfor__n__ofElectricPump
①CharacteristicsofflowratevspressureofmotorrevolutionspeedvspressureandofmotorcurrentvspressureareshowninFig.
10.2Figure11showsrepresentativecharacteristicsofmotorrevolutionvssteeringspeedofmotorcurrentvssteeringspeedandofflowratevssteeringspeedatavehiclespeedof20km/h.3Figure12showscharacteristicsofvehiclespeedvsflowrateandofvehiclespeed-vsmotorcurrent.
4.2StartingCharacteristicofElectricPumpatLowTemperatureAgainstacon__rnaboutdischargeinferiorityatlowtemperaturetoconventionalengine-drivenhydraulicpumptheelectricpumpadoptsnotonlyagearpumpcapableofdischargeevenatlowrevolutionspeedbutalsoacontrolenablingamotortoachieveitsfullrunningatlowtemperaturebymeansofatemperaturesensor.Figure13showscharacteristicsofflowrate/currentasafunctionoftimeat-40C.
4.3BenchTestResultofEvaluationofFuelConsumptionAsshowninFig.14thesamesimulationsystemasonvehicleconfigurationwasbuiltuponbenchforfuelconsumptionmeasurementandanenergyasconsumedbytheelectricpumpandbytheengine一drivenhydraulicpumprespectivelywasmeasuredthereon.Figure15showstheresultofsuchmeasurement.Consuminganenergyhalfasmuchasthe2ndgenerationelectricpumpandalso20%__x.asmuchastheengine-drivenhydraulicpumpthe3rdgenerationelectricpumpwasprovedtoprovidealargeenergys__ingeffect.
4.4ResultofEvaluationofResponsivenessonVehicle.Figure16showstheresultofresponsivenessmeasurementatsteeringinaparkingconditionforanelectricpumpandanengine-drivenpumpwhichwererespectivelyinstalledonvehicleswiththesamefrontaxleload.Astheelectricpumpisequippedwithastandbycontrolcapableofsettingapumprevolutionspeedenoughfortheminimumresponsivenesssoastoredu__anyextradischargeflowitcomestoh__earesponsivenesslowerthantheengine-drivenpump.Howeversomesetvalueofparameterscouldallowittoprovidearesponsivenessequivalenttothatfortheengine-drivenpumpinotherwordsitcomestoh__eanadvantageindefiningaconditioninf__orofboththeenergys__ingeffectandtheresponsiveness.
4.5ReliabilityTestforH-EPSForreliabilityanelectricpumphasbeensu__ectedtovarioustestsundereveryon-vehicleconditionsuchassteeringconditionsandenviro__entalconditionsandithasalreadybeenprovedtoh__eareliabilityequivalenttothatfortheengine-drivenpump.H-EPSsystem
①Perfor__n__testatlowtemperature
②Rotationalinputenduran__test
③TemperaturerisepropertytestandothersElectricpump
①Lowtemperatureparkingconditionsteeringtest
②Hightemperatureparkingconditionsteeringtest
③Lowvehiclespeeddrivingtestwithsteeringoperation
④Highvehiclespeedstraight-aheaddrivingtest
⑤Hightemperatureoperationenduran__test
⑧Heatshocktest
⑦Transientvoltagetestandothers
5.ConclusionWithinaframeofourengagementindevelopmentofenergys__ingtypepowersteeringsystemsdesignatedasecologicalproductsweh__eachievedthe__ssproductionofelectricmotordrivenpumptypehydraulicpowersteeringsystemH-EPSwhichnotonlyhasbeenre__rkablyimprovedintermsoffueleconomyinrelationtotheconventionalnor__lhydraulicpowersteeringsystembutalsotargets__allpassengercar.HoweverinresponsetoarequestforinstallationofthisH-EPSsystemoneven__alltrackandmedium-classpassengercartherelevantmotorneedstobepoweredup.Inthiscaseelectriccurrentwouldcometobelargelyconsumedinsuchsystemif12Vbatteryisappliedsothattheconnectorsharnessbatteryandalternatorcouldbelargelyloaded.Thatisthereasonwhyasystemapplicableathighvoltagesuchas42Vexpectedtobeinternationalstandardinsteadof12Vneedstobedevelopedimmediately.Inthislinewewouldliketodirectoureffortshereaftertowardsadevelopmentofenergys__ingtypepowersteeringsystemsapplicableathighvoltage.外文翻译电动马达驱动泵控制的液压动力转向系统的发展Y.ObataY.Tera__eK.Ya__moto在生态动力转向系统的发展框架内,我们已经完成了一个电动马达驱动泵液压动力转向系统的发展,它不是传统的有刷电机,而是无刷电机ECU的控制,并且取得了进一步的节能装备下面介绍了该系统的内容关键词节能、液压动力转向、无刷电机1介绍从近期全球生态问题和改善燃油消耗和废气来看,如__汽车氮氧化物排放的法律法规问题已成为世界各地的重要问题每个国家往往对环保法规和税费列举如下
①欧洲每个国家的碳排放税简介
②__自2000年以来燃料消耗的规例
③美国集约化的CAFE(企业平均燃油经济性)规例,有活力的EPA(环境保护局)和ARB(空气资源委员会)在今天的汽油或柴油驱动的发动机车辆,液压动力转向系统的动力源一般来自于__的发动机驱动的液压泵在此动力转向系统中,液压泵与上述发动机按一定比例的转速旋转,并常在高转速下运行,即使车辆在高速行驶时没有转向操作与直线前进,也都必需电力援助,所以它总是消耗浪费能源这就是说,这样的动力转向系统所消耗的能量,约为所有的汽车燃料消耗量的3%因此,这样的动力转向系统的节能要求会更多事实上,传统发动机驱动的液压泵已经受了不同的试验,如在低流量和较高的压力下的应用,还有节能的实施然而,这些试验的施加对结果的影响并不剧烈,不过对一定程度上的燃油的经济性有限制在进一步对燃油经济性的要求下,我们已经__了一种节能型动力转向系统,它就是液压动力转向系统,它包含一个被__的发动机作为电动马达驱动的泵,因此大幅燃料的经济性可以实现以下是对这电动马达驱动泵(以下简称“电动泵”)液压动力转向系统的说明2电动马达驱动泵液压动力转向系统的轮廓
2.1第二代的电动马达驱动泵液压动力转向系统自19__年以来,我们已经在法国生产出了由高效率的齿轮泵构成的电动泵(第一代,不带控制器),自1998年以来,我们已经生产出了其中同一类型的(第二代)配备有刷直流电动机的泵,它的转速由一个遥控器控制这种类型的泵不使用外部传感器,但它的电机的内部电路的电流检测的结果来自于电机控制器的电流变化的计算此方法适合转向条件下的判断和电机驱动电压的变化来控制电机转速它的结果是可实现节能高效与低成本控制器来控制电动泵这种控制方法,包括在没有转向操作(待机模式)时降低电机转速和增加任何转向操作时需要动力转向系统运作(功耗模式)从待机模式到功耗模式的过渡,实现了电机转速控制量的功能和转向操作下当压力上升时的电机电流变化率情况然而,这种方法可提供在模式转变下的低响应,会使转向感觉很容易恶化,所以应该有一些解决方案被提出,如电机转速较高时应该采取待机模式如果不是这样的话,这种方法对于节约能源的贡献就很小了在要求响应比第二代电动泵更好的和进一步把节能作为目标的系统要求下,我们已经__出第三代电动泵,它集成了直流无刷电机和控制器自2001年春季以来该泵已配备了由
1.4升到
2.0升的307型(继承了306型)变压吸附器
2.2第三代的电动马达驱动泵液压动力转向系统的结构该系统的一个结构例子如图2在这个系统中,其转向器与通常的液压动力转向相同,不同的是该系统由电池供电的无刷直流电电机驱动泵来作为液压源因此,本系统能够提供一个像传统的液压动力转向系统那样顺利转向的感觉此外,该系统旨在提供所需的石油量的转向器,以达到更准确和迅速的转向角传感器和无刷电机相结合的方式,它在促进节能方面比传统的第二代类型做了更多的贡献
2.3电泵模块结构这种结构被一个无刷电机的模块化,控制器,齿轮泵和水库表示,无论其在何位置都保证了车辆包装的灵活性此外,安排控制器在泵和电机之间,以减少在泵体下控制器和电机在不同的电子元件放出能量时油的冷却效果从第二代类型到第三代类型的过渡时期一直在试图通过减少此模块中的元件数量来降低成本对于压力平衡式齿轮泵本身而言,自从其第一代模型以来,其效率已经比传统叶片泵好很多了图3显示了此模型的齿轮泵的模型图这种泵的工作原理与通常的齿轮泵是相同的,其中液压油通过其吸入口被吸入,并在运作和电动机驱动齿轮转动时引入其齿轮空间,然后在排出端连续进行正如图3所示,该泵的显著特点是通过其侧面板使两个齿轮轴承摩擦在最低水平,以达到限制轴承浮动的功能此外,高压泄漏油路中形成轴承部分的凹槽以提高磨损增加部分的润滑高压油被引入到侧板背面以达到后侧齿侧压力的平衡,这样一个恒定的推力可以始终适用于变动于低压到高压范围等方面正如图4所示的叶片泵,上述的这种结构已经用于此泵,它不仅能实现很高的效率,而且还实现了裁员和节约能源
2.4泵的脉动图5显示了车辆在没有转向操作空转状况下与泵在一个发动机驱动泵状况下脉动值的比较当发动机不运转时,此时电动泵在待机控制模式下,因此,其排放流量处于较低水平因此,这种泵可以产生低于发动机驱动泵的脉动,使前一个在噪声方面较之后一个泵有优势此外,前者比后者更容易减少异常噪声作为一个较小的脉动管路将导致更小的振动,从而使管道结构简化,例如,软管的废弃以及钳状的简化管道配件,随之而来的是降低预计成本3电动马达驱动泵液压动力转向系统的电机控制论刚要电动马达驱动泵液压动力转向系统包括在作为液压泵连接电源优化电机控制的系统内正如图6所示,控制器允许设置的电机转速的目标值是根据从转向角传感器到车速传感器的__设定的为适应电机__的速度以实现其目标价值,使电机的__传感器的__(霍尔元件传感器)是反馈闭环控制电路,使拨出__可以传送到液压泵以实现最佳的转向感觉下面是一个说明此控制的例子为了进一步改善在上述待机控制的响应和能源的节约,走走停停控制已__应用于优化启动低惯性无刷电机作为外部传感器和转向角传感器走走停停控制与待机控制基本原理相同,即包括在没有转向操作时电机停止如直行行驶和车辆停止,然后一旦开始转向操作,电机将从停止状态迅速提升到目标转速,由一个转向速度计算,从一个适合的最佳援助__代电机转速瞬时定义的转向角度传感器的输出__在这种控制中,在没有转向操作时一个较低的油流量可以限制油温度的升高,所以不需要油冷却器以下控件是通过走走停停控制的
①转向速度控制矫正电机转速的变化作为转向速度的函数修正为了使液压阀的进油量流保持不变图7显示了电机转速控制功能的转向速度
②起动控制由电动机起动电压的变化作为一个功能转向速度,当立即开始在一个较高的转向速度时,马达可以在极低的转向速度下逐渐开始图8显示了控制图电机起动电压功能的转向速度
③车速控制图9显示了电机转速与车速的控制图动力转向系统,在低车速和转向稳定性时使督导工作变得更轻,在高车速较重时,建议通过控制电机转速提供了一个良好的转向感觉4评价电动马达驱动泵液压动力转向系统的结果
4.1电动泵的基本性能
① 如图10所示为流速与压力,电机转速与压力,和电机电流与压力特征
②图11显示了代表电机电流与方向盘的速度,流量与转向速度和电机__与转向速度的特点,在车速20公里/小时
③图12显示了车辆的速度与流量,车速与电机电流的特点
4.2电动泵在低温时的起动性能针对传统的发动机驱动液压泵在低温时排出性能差的__,电动泵在低转速时不是采用能够排出的齿轮泵,而是通过控制使电机通过一个温度传感器,以实现其在低温下运行图13显示了流率/当前时间在40度时的功能特点
4.3对台架试验结果的燃料消耗量评价正如图14所示,车辆配置相同的仿真系统,并在台架上建立了燃料消耗量测量和能源消耗测量,就此电动泵和发动机驱动的液压泵将分别测定图15显示了这种测量的结果将消耗能源的一半作为第二代电动泵和20%以下,第三代电动泵是由发动机驱动的液压泵被证明提供了大量的节能效果
4.4对车辆的响应评价结果 图16显示了电动泵和发动机驱动泵,分别__上具有相同的前轴负荷的车辆(转向在停车条件)的响应测量的结果由于配备电动泵与备用控制设置为最低的响应,以减少任何额外的排放流量泵的转速足够的能力,来响应比的发动机驱动泵低然而,某些参数的设定值可能允许它提供的发动机驱动泵1响应等价于,换句话说,它涉及到有确定有利于双方的节能效果和反应条件的优势
4.5电动马达驱动泵液压动力转向系统的可靠性试验 电泵的可靠性,每对车辆的状况受到了各种考验,如转向条件和环境条件,它已被证明有相当于发动机驱动泵的可靠性电动马达驱动泵液压动力转向系统
①低温性能测试
②旋转输入耐力测试
③温升性能测试及其他电动泵
①低温停车条件转向测试
②高温停车条件转向测试
③低车速驾驶测试(方向盘操作)
④高车速,笔直向前驾驶测试
⑤高温操作耐久试验
⑧热冲击试验
⑦瞬态电压测试和其他5结论由于我们的参与,在能源节约型动力转向系统指定为生态产品的发展框架内,我们已经实现了大规模生产的电动马达驱动泵液压动力转向系统,这使燃油经济性方面得到了明显改善然而,在电动马达驱动泵液压动力转向系统的__时,即使是小规模的跟踪和中型级轿车的要求,有关电机必须通电在这种情况下,电流会主要消耗在这样的系统,如果适用于12V电池,很大程度上可以加载连接器、线束、电池和发电机这是立即需要__适用于高电压,如42V(有望成为国际标准,而不是12V)系统的原因在此行中,我们希望在我们的努力下发展适用于高电压的节能型动力转向系统。