电动助力转向ecu激励信号系统设计毕业设计论文

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汽车电动助力转向系统设计毕业论文

汽车电动助力转向系统设计毕业论文本章主要介绍汽车电动助力转向系统设计的背景和意义，以及论文的目的和结构安排。

汽车转向系统是车辆控制的重要组成部分，它直接影响着驾驶员的操控感受和行车安全性。

随着科技的发展，传统的液压助力转向系统逐渐被电动助力转向系统所取代。

电动助力转向系统通过电力传动装置提供操控力，相较于液压助力转向系统具有更高的效率、更好的节能性和可靠性。

本文的目的是设计一种可靠、高效的汽车电动助力转向系统。

在研究的基础上，将重点关注系统的结构设计、控制算法优化、故障诊断等方面。

通过对系统的设计和优化，可以提高汽车的操控性和安全性。

本文结构安排如下：第二章将介绍汽车电动助力转向系统的背景与发展；第三章将详细阐述系统的设计原理与结构；第四章将重点探讨控制算法的优化与实现；第五章将研究系统的故障诊断方法与技术；最后，第六章将总结全文，并提出进一步研究的展望。

通过本文的研究和实践，相信可以为汽车电动助力转向系统的设计与优化提供一定的参考和借鉴，推动汽车技术的发展与进步。

在这一部分，我们将对汽车电动助力转向系统设计相关的文献进行综述。

我们将总结已有的研究成果，以及当前存在的问题。

具体内容}本文详细介绍了汽车电动助力转向系统设计的方法和步骤，涵盖了传感器选择、电机控制、系统优化等方面。

传感器选择在汽车电动助力转向系统设计中，选择合适的传感器是至关重要的。

传感器可以检测车轮的转向角度、转向速度以及转向力等参数，为后续的电机控制提供必要的数据支持。

常见的传感器包括转向角度传感器、转向速度传感器和转向力传感器。

在选择传感器时，需考虑其精度、响应速度和可靠性等因素，并确保其能与电机控制系统良好地配合。

电机控制在汽车电动助力转向系统中，电机控制是实现转向功能的核心部分。

电机控制系统通过接收传感器提供的数据，计算并控制电机的输出力矩，从而实现汽车的转向功能。

电机控制的关键是控制算法的设计和实现。

常见的电机控制方法有PID控制、模糊控制和神经网络控制等。

汽车电液助力转向系统ECU的设计与开发

汽车电液助力转向系统ECU的设计与开发系统介绍电动液压助力转向系统（EHPS）主要由以下几部分组成,它们是助力转向控制单元(ECU)、助力转向传感器、带电动泵的齿轮泵、储油罐、转向传动装置、CAN 总线系统。

我们的主要工作是助力转向控制单元(ECU)的软硬件研究与开发。

助力转向控制单元根据助力转向传感器传来的信号为主，兼或考虑CAN 总线上的车辆速度来进行电动泵的转速控制，进而控制齿轮泵的泵油量来达到控制助力转向传动装置的目的。

这样我们就可以根据车辆方向盘的转向角速度和车辆当前的行驶速度来确定我们当前所需要的转向助力的大小。

1．ECU 设计概要1．1 ECU 的CPU 的选择控制器（ECU）的设计关键是选择一种适用于特定控制目标的单片机，对车辆电动液压助力转向系统来说，它对单片机要求有如下几个特点：①抗环境干扰，满足汽车级芯片温度范围的要求，即-40~+125℃。

②有较多的I/O 口，以实现多种控制功能；快速的计算速度，以满足实时控制要求。

③采用标准的通讯接口，以便于诊断功能的实现，同时具有与车辆上其它CPU 进行通讯的能力。

④有较好的性能价格比，便于批量装车，使之成为一种普及型产品。

基于上述特点采用16 位单片机对电动液压助力转向系统是一种适中的选择。

并且国外电动液压助力转向系统产品目前绝大多数都选用这一档次的单片机。

Infineon XC164CM 正是这一适中产品，它是Infineon 公司为车辆控制系统设计的16 位单片机。

1．2 ECU 模块设计500)this.style.width=500;”border=“0” />见图1，所设计的基于Infineon XC164CM 单片机，它包括输入、输出、故障诊断、车辆信息数据传输四个模块。

①输入模块输入采用XC164CM 的输入捕捉功能CAPCOM 单元，每个输入通道对应一个独立的CAPCOM 通道。

CAPCOM 通道可以在每个事件接收后发出中断，它有一个捕捉寄存器CCx，。

电动助力转向ECU激励信号系统设计-任务书

[18]任卫群，陈慧鹏、谢彬，宋健.电动助力转向系统对汽车操纵稳定性的影响[J].华中科技大学学报，2008，3（2）：15-31
[19]Yoon W J,Reinhall P G,Seibel E J.Analysis of electro active polymer bending:a component in a low cost ultrathin scanning endoscope[J].Sensors and Actuators A,2007：40-48
二、设计内容、技术要求（研究方法）
（一）研究的基本内容
1、研究汽车电动助力转向系统的结构和工作原理。
2、学习LABVIEW软件，对信号发生器进行设计。
3、将数据采集卡与ECU和电机连接起来，对其检测效果进行试验验证。
（二）拟解决的主要问题
1、生成电动助力转向ECU所需的车速，扭矩信号等。
2、能够模拟各种工况下ECU的输入信息。
（4）信号激励系统软件设计：第7~13周（4月11日~5月22日）
（5）实验分析：第14周（5月23日~5月29日）
（6）毕业设计评阅、审核及修改不足：第15~17周（5月30日~6月12日）
五、主要参考资料
[1]李书龙.汽车电动助力转向系统的研究与开发[D].东南大学，2001:62-65.
[2]刘照.汽车电动助力转向系统动力学分析与控制方法研究[J].汽车研究与开发，2003,(2):22-24.
指导教师签字：
年月日
教研室主任签字：
年月日
3、进行实验分析
三、设计完成后应提交的成果
电路连接图，电压放大器，LABVIEW软件对信号的编程，设计说明书
四、设计进度安排

汽车电动助力转向系统的研究大学毕业论文外文文献翻译及原文

毕业设计（论文）外文文献翻译文献、资料中文题目：汽车电动助力转向系统的研究文献、资料英文题目：The auto electric power steering system research 文献、资料来源：文献、资料发表（出版）日期：院（部）：专业：班级：姓名：学号：指导教师：翻译日期：2017.02.14英文原文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 adjuster refers 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 thehydraulic 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 andthe 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 type vehicle 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 and other 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 steering torque 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 housing converts 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 potential comes 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 presentinvention, 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 coupling members 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 whichmeasures 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 is chosen such that a torque of 5Nm will result in a twist of less than 2°in the shaft, more preferably less than 1 ° .Preferably the strain gauge is a SAW resonator, a suitable SAW resonator being described in WO91/13832. Preferably a configuration similar to that shown in Figure 3 of WO91/13832 is utilised wherein twoSAW resonators are arranged at 45° to the shaft axis and at 90°to one another.Preferably the resonators operate with a resonance frequency of between 200-400 MHz and are arranged to produce a signal to the controller 40 of 1 MHz ±500 KHz depending upon the direction of rotation of the sensor shaft. Thus, when the sensor shaft is not being twisted due to the absence of torque, it produces a 1 MHz signal.When the sensor shaft is twisted in one direction it produces a signal between 1.0 to 1.5 MHz. When the sensor shaft is twisted in the opposite direction it produces a signal between 1.0 to 0.5 MHz. Thus the same sensor is able to produce a signal indicative of the degree of torque and also the direction of rotation of the sensor shaft.Preferably the amount of torque generated by the motor in response to a measured torque of between 0-10Nm is 0-40Nm and for a measured torque of between l-5Nm is 0-25Nm.Preferably a feed back circuit is provided whereby the electric current being used by the motor is measured and compared by the controller 40 to ensure that the motor is running in the correct direction and providing the desired amount of power assistance. Preferably the controller acts to reduce the measured torque to zero and so controls the motor to increase its torque output to reduce the measured torque.A vehicle speed sensor (not shown) is preferably provided which sends a signal indicative of vehicle speed to the controller. The controller uses this signal to modify the degree of power assistance provided in response to the measured torque.Thus at low vehicle speeds maximum power assistance will be provided and a high vehicle speeds minimum power assistance will be provided.The controller is preferably a logic sequencer having a field。

(电子行业企业管理)电子助力转向系统毕业设计

关键词：汽车，单片机，助力转向，驾驶员
AUTO POWER STEERING SYSTEM DESIGN
ABSTRACT
As people living standard rise, buying a car is no longer is a very difficult thing, so cars in safety, comfort and stability of more and more people concern, car turned to the performance of the system is the stability and security of the car important indicators of, power steering, just as its name implies, is to assist the driver for automobile direction adjusted for the drivers of the steering wheel hard reduce strength, and to reduce the workload of the driver to reduce fatigue driving, has very great help.
第 2 章液压助力转向系统的原理分析.................................6 §2.1 液压控制阀的结构介绍 ....................................6 §2.2 汽车直线行驶时液压控制阀的状态 ..........................8 §2.3 汽车左转向时液压控制阀的状态 ............................9 §2.4 汽车右转向时液压控制阀的状态 ...........................10

动电助力转向系统的设计--大学毕设论文

电动助力转向系统的设计（初稿）重庆大学工程硕士学位论文学生姓名：刁小旭指导教师：邓兆祥教授兼职导师：高工工程领域：车辆工程重庆大学机械工程学院二O一一年八月Research on construction design and comprehensive evaluation about H logisticspark in ChongQing.A Thesis Submitted to Chongqing UniversityIn Partial Fulfillment of the Requirement for theDegree of Master of EngineeringByWang ChenSupervisor by Prof. Zhu Cai ChaoPluralistic Supervisor by Senior Eng.Mao You JunMajor: M echanical EngineeringCollege of Mechanical EngineeringChongqing UniversityAugust 2011重庆大学硕士学位论文中文摘要摘要铝护套作为高压电缆生产工艺中的重要环节之一，具有铠装、静电屏蔽、阻水和导通故障电流等多种作用。

铝护套的质量对保证电缆的安全运行有着重要的作用，这也是本文写作的动因。

铝护套的生产工艺比较多，大致上可以分为：保护焊连续生产工艺、液压铝棒式连续生产工艺以及铝杆式连续挤压生产工艺。

由于铝护套生产工艺属于连续生产的项目，需要从铝杆放线、电缆放线、前后牵引以及挤压成型、冷却轧纹、收线成盘等几大部分。

面面俱到的进行项目介绍有一定难度，所以本文重点就铝护套成型的定径模及相关工艺进行介绍。

本文依托某大型电缆企业的双铝杆式铝护套挤压机的调试和产品试制，主要分析了铝护套的生产工艺、模具设计。

本文通过对各项工艺参数和模具设计的深入分析，运用模具设计理论及材料的合理选择，行成完整的研究方案。

汽车电动助力转向系统的设计

毕业设计（论文）题目汽车电动助力转向系统的设计专业学号学生指导教师答辩日期 20**年12月28日毕业设计（论文）任务书说明：请同学们下载后，上述五页与论文使用同材质纸张打印，此页不必打印。

目录摘要 (I)Abstract (II)第1章绪论 (1)1.1 汽车转向系统简介 (1)1.1.1 转向系的设计要求 (1)1.2 EPS的特点及发展现状 (2)1.2.1 EPS与其他系统比较 (2)1.2.2 EPS的特点 (2)1.2.3 EPS在国内外的应用状况 (3)1.3 本课题的研究意义 (4)第2章电动助力转向系统的总体组成 (5)2.1 电动助力转向系统的机理及类型 (5)2.1.1 电动助力转向系统的机理 (5)2.1.2 电动助力转向系统的类型 (7)2.2 电动助力转向系统的关键部件 (9)2.2.1 扭矩传感器 (9)2.2.2 车速传感器 (9)2.2.3 电动机 (9)2.2.4 减速机构 (10)2.2.5 电子控制单元 (10)2.3 电动助力转向的助力特性 (11)第3章电动助力转向系统的设计 (12)3.1 对动力转向机构的要求 (12)3.2 齿轮齿条转向器的设计与计算 (12)3.2.1 转向系计算载荷的确定 (13)3.2.2 齿轮齿条式转向器的设计 (14)3.2.3 齿轮齿条转向器转向横拉杆的运动分析 (22)3.2.4 齿轮齿条传动受力分析 (24)3.2.5 齿轮轴的强度校核 (24)第4章转向传动机构的优化设计 (29)4.1 结构与布置 (29)4.2 用解析法求内、外轮转角关系 (30)4.3 转向传动机构的优化设计 (32)4.3.1 目标函数的建立 (32)4.3.2 设计变量与约束条件 (33)4.4 研究结论 (36)结论 (37)致谢 (39)参考文献 (40)附录1 (41)附录2 (46)摘要汽车转向系统可按转向的能源不同分为机械转向系统和动力转向系统两类。

电动助力转向系统设计

学号：常州大学毕业设计（论文）（2012届）题目学生学院专业班级校内指导教师专业技术职务校外指导老师专业技术职务二○一二年六月电动助力转向系统设计摘要：随着科学技术的进步，人们越来越乐于享受科技带来的美好生活。

作为现代生活的一部分，汽车也越来越与人们的生活紧密不分，与此同时，更舒服的驾驶体验，成为新宠。

首先就是本文将研究的：电动助力转向系统，它将给我们带来更加轻松方便的驾驶体验。

电动助力转向系统即：EPS 就是英文Electric Power Steering的缩写。

电动助力转向系统是汽车转向系统的发展方向。

该系统由电动助力电机直接提供转向助力，省去了液压动力转向系统所必需的动力转向油泵、软管、液压油、传送带和装于发动机上的皮带轮，既节省能量，又保护了环境。

另外，还具有调整简单、装配灵活以及在多种状况下都能提供转向助力的特点。

正是有了这些优点，电动助力转向系统作为一种新的转向技术，将挑战大家都非常熟知的，已具有50多年历史的液压转向系统。

本文分析了汽车电动助力转向系统的基本原理，对构成系统的总体方案和控制方法进行了仿真分析，并利用DSP F2812实现控制系统的全数字化，在此基础上完成了EPS 系统控制器的软、硬件系统的开发，最后又进行了EPS系统模拟台架试验。

由于国外技术壁垒，目前国内研究EPS系统尚处在初级阶段，技术还不是很成熟，需要更多的研发人员投入到这项工作中。

所以需要更多人的努力来攻克这个技术难题，早日成熟我国的EPS设备，不再受限于国外设备，从而达到国产化。

关键词：电动助力转向系统控制系统实验控制器软件开发Design of electric power steering systemAbstract：Along with science and technology progress, the people more and more are glad enjoy the happy life which the science and technology brings.As a part of modern life, cars are more and more closely with people living without, at the same time, more comfortable driving experience, become a new favorite. First of all is that this study: electric power steering systems, it will bring us even more easy and convenient driving experience.The electric power steering system: EPS is the English abbreviation of the electric power steering. The electric power steering system is the development direction of the steering system. The system is provided directly by the electric power motor power steering, eliminating the need for a hydraulic power steering system necessary for the power steering pump, hoses, hydraulic fluids, belts and engine pulley, not only save energy, protect the environment. In addition, a simple adjustment, flexible assembly and can provide the characteristics of the power steering in a variety of conditions. It is precisely because of these advantages, the electric power steering system as a new steering technology, the challenges we are very well known, and has 50 years of history hydraulic steering system.T his paper analyzes the basic principles of automotive electric power steering system, constitute the system's overall program and controls methodology, simulation analysis, and the use of DSP F2812 all-digital control system, the EPS system controller soft on this basis, The hardware system development, and finally the EPS system simulation bench.Due to technical barriers to foreign, domestic research on EPS system is still at an early stage, technology is not mature, need more developers to join in such efforts. More efforts are needed to overcome the technical difficulties, early maturing EPS devices in China, is no longer limited to equipment in foreign countries, so as to achieve localization.Keywords: Electric power steering system Control system Experiment Controller Software development目录摘要 (I)目录 (III)1绪论 (1)1.1前言 (1)1.2汽车转向系统的发展 (1)机械液压助力 (1)电子液压助力 (2)电动助力转向系统 (2)1.3国内外电动助力转向系统的研究现状和发展趋势 (2)系统的优点 (3)课题研究的意义 (4)课题的研究目标和内容 (4)1.4EPS系统会遇到的主要问题 (4)2 电动助力转向系统的硬件设计 (4)2.1EPS系统结构及其工作原理 (5)2.2电动助力转向系统的类型 (5)转向柱助力式 (5)小齿轮助力式 (6)齿条助力式 (6)2.3本系统所用的关键器件 (7)扭矩传感器 (7)电动机 (8)车速传感器 (8)电子控制单元（ECU） (8)电流传感器 (9)控制器的芯片简介 (9)2.4本系统控制器的组成 (9)2.5EPS控制系统硬件电路设计 (10)模数转换电路设计 (10)DSP F2812 PWM输出电路设计 (10)模拟信号滤波电路设计 (11)电动机反馈电流信号输入电路设计 (11)车速信号捕获电路设计 (12)电动机正反转判定电路设计 (13)电机驱动电路设计 (13)电机电流采样电路设计 (14)2.6ECU总体架构 (15)3电动助力转向系统的控制策略分析 (17)3.1转向驱动力矩与助力矩关系 (17)3.2EPS典型助力曲线 (17)直线型助力算法 (18)折线型助力算法 (18)曲线型助力算法 (18)3.3转向系统受力分析 (19)4对电动助力转向系统的建模及仿真 (21)4.1EPS系统的动力学模型 (21)建立转向系统动力学模型 (21)建立系统状态空间模型 (22)4.2EPS系统稳定性分析 (23)5转向系统的软件设计 (24)5.1主程序模块设计 (24)5.2主程序初始化模块 (26)口初始化 (26)初始化 (27)初始化 (28)5.3信号采集模块设计 (28)扭矩和电流信号采集设计 (28)车速信号采集设计 (29)6电动助力转向系统的台架试验及结果分析 (30)6.1EPS系统试验台架简介 (30)6.2EPS系统试验台的组成 (31)6.3汽车EPS性能试验台测控系统 (32)6.4试验结果分析 (33)7．结论 (36)参考文献 (38)致谢 (39)1绪论1.1前言随着世界经济的不断发展，人们的生活水平也不断提高。

毕业设计(论文)-汽车动力转向系统设计[管理资料]

1 绪论转向系统是汽车底盘的重要组成部分，转向系统性能的好坏直接影响到汽车行驶的安全性、操纵稳定性和驾驶舒适性，它对于确保车辆的行驶安全、减少交通事故以及保护驾驶员的人身安全、改善驾驶员的工作条件起着重要作用。

随着现代汽车技术的迅速发展，汽车转向系统已从纯机械式转向系统、液压助力转向系（HPS）、电控液压助力转向系统（EHPS），发展到利用现代电子和控制技术的电动助力转向系统（EPS）及线控转向系统（SBW）。

按转向力能源的不同，可将转向系分为机械转向系和动力转向系。

机械转向系的能量来源是人力，所有传力件都是机械的，由转向操纵机构(方向盘)、转向器、转向传动机构三大部分组成。

其中转向器是将操纵机构的旋转运动转变为传动机构的直线运动(严格讲是近似直线运动)的机构，是转向系的核心部件[2]。

动力转向系除具有以上三大部件外，其最主要的动力来源是转向助力装置。

由于转向助力装置最常用的是一套液压系统，因此也就离不开泵、油管、阀、活塞和储油罐，它们分别相当于电路系统中的电池、导线、开关、电机和地线的作用。

通常，对转向系的主要要求是:(1) 保证汽车有较高的机动性，在有限的场地面积内，具有迅速和小半径转弯的能力，同时操作轻便;(2) 汽车转向时，全部车轮应绕一个瞬时转向中心旋转，不应有侧滑;(3) 传给转向盘的反冲要尽可能的小;(4) 转向后，转向盘应自动回正，并应使汽车保持在稳定的直线行驶状态;(5) 发生车祸时，当转向盘和转向轴由于车架和车身变形一起后移时，转向系统最好有保护机构防止伤及乘员汽车的转向运动是由驾驶员操纵方向盘，通过转向器和一系列的杆件传递到转向轮来完成的。

机械式转向系统工作过程为：驾驶员对转向盘施加的转向力矩通过转向轴输入转向器，减速传动装置的转向器中有1、2 级减速传动副，经转向器放大后的力矩和减速后的运动传到转向横拉杆，再传给固定于转向节上的转向节臂，使转向节和它所支承的转向轮偏转，从而实现汽车的转向。

汽车电动助力转向系统的技术研究论文

汽车电动助力转向系统的技术研究论文汽车电动助力转向系统的技术研究论文一、EPS 系统结构及其工作原理1.EPS 的结构及工作原理电动助力式转向系统在不同车上的结构部件尽管不尽一样，但是基本原理是一致的。

它一般是由转矩(转向)传感器、电子控制单元ECU,电动机、电磁离合器以及减速机构成。

其基本工作原理是：当转向轴转动时，扭矩传感器将检测到的转矩信号转化为电信号送至电子控制单元ECU，ECU 再根据扭矩信号、车速信号、轴重信号等进行计算，得出助力电动机的转向和助力电流的大小，完成转向助力控制。

2.EPS 的关键部件2.1 扭矩传感器。

精确、可靠、低成本的扭矩传感器是决定EPS能否占领市场的关键因素。

扭矩传感器主要有接触式和非接触式两种。

常用的接触式(主要是电位计式)传感器有摆臂式、双排行星齿轮式和扭杆式三种类型，而非接触式转矩传感器主要有光电式和磁电式两种。

前者的成本低，但受温度与磨损影响，易发生漂移，使用寿命较低，需要对制造精度和扭杆刚度进行折中，难以实现绝对转角和角速度的测量。

因此扭矩传感器类型的选取根据EPS 的性能要求综合考虑。

2.2 电动机。

电动机根据ECU 的指令输出适宜的转矩，一般采用无刷永磁电动机，无刷永磁电机具有无激磁损耗、效率较高、体积较小等特点。

电机是EPS 的关键部件之一，对EPS 的性能有很大的影响。

2.3 电磁离合器。

电磁离合器是保证电动助力只在预定的范围内起作用。

当车速、电流超过限定的最大值或转向系统发生故障时，离合器便自动切断电动机的电源，恢复手动控制转向。

2.4 减速机构。

减速机构用来增大电动机传递给转向器的转矩。

它主要有两种形式：双行星齿轮减速机构和蜗轮蜗杆减速机构。

由于减速机构对系统工作性能的影响较大，因此在降低噪声，提高效率和左右转向操作的对称性方面对其提出了较高的要求。

二、EPS 的电流控制EPS 的上层控制器用来确定电动机的目标电流。

根据EPAS的特点，上层控制策略分为助力控制、阻尼控制和回正控制。

车辆工程毕业设计40电动助力转向ECU激励信号系统设计

摘要本设计介绍了电动助力转向ECU激励信号系统的组成，对系统的结构与工作原理进行了分析和研究，建立了系统软件与硬件连接线路图，并绘制了不同车速下扭矩与电机输出电流之间的曲线关系图。

在硬件方面，对系统中的数据采集卡、电压放大器和ECU进行了分析和选择；在软件方面，利用LABVIEW软件模拟产生车速信号和扭矩信号。

信号通过数据采集卡输送到ECU内，ECU通过内部的计算后输出电流给电机，使电机执行相应的助力。

最后，本设计进行了电动助力转向ECU激励信号系统的试验，试验结果表明，激励信号设计是合理的，取得的结果符合汽车行驶时的工况。

关键词：LABVIEW虚拟仪器；ECU激励信号；数据采集卡；ECU；转向助力ABSTRACTThis design introduces the electric power steering system components of ECU stimulus, the system structure and working principle of the analysis and research, a system software and hardware connection circuit diagram, and draws a different speed and the motor output torque under the current diagram between the curves.On the hardware side, the system of data acquisition card, voltage amplifier and ECU were analyzed and choice; on the software side, the use of LABVIEW software, analog signals generated speed and torque signal. Signals transmitted to the ECU data acquisition card inside, ECU calculated by the internal output current to the motor, the motor implementation of appropriate help.Finally, the design of the electric power steering system ECU stimulus tests, test results show that the excitation signal design is reasonable, consistent with the results obtained when the vehicle driving conditions.Keywords: LABVIEW virtual instrument；ECU excitation signal；Data acquisition card；ECU；Steering目录摘要 (Ⅰ)ABSTRACT (Ⅱ)第1章绪论 (1)1.1研究电动助力转向ECU激励信号系统的目的和意义 (1)1.2电动助力转向系统的优点 (1)1.2.1电动助力转向的优点 (1)1.2.2电动助力转向ECU激励信号系统的优点 (2)1.3电动助力转向系统的国内外发展现状 (3)1.4本设计研究的内容 (4)第2章电动助力转向ECU激励信号系统 ........................................................ . (6)2.1电动助力转向ECU激励信号系统的组成 (6)2.2电动助力转向ECU激励信号系统的结构 (6)2.3 电动助力的理论分析 (7)2.3.1 引言 (7)2.3.2 EPS典型助力曲线 (7)2.4本章小结 (9)第3章硬件的设计 (10)3.1电动助力转向ECU激励信号系统的总体结构 (10)3.2数据采集卡 (11)3.3信号放大器的设计 (12)3.3.1 芯片的选择 (12)3.3.2 驱动电路的设计 (13)3.4 本章小结 (14)第4章电动助力转向ECU激励信号的生成 (15)4.1 LABVIEW的简介 (15)4.2 信号的生成 (16)4.3本章小结 (19)第5章实验分析 (21)5.1 简介 (21)5.2 实验仪器 (21)5.3扭矩与电动机助力电流的理论关系 (21)5.4 实验过程 (22)5.5实验结果 (24)5.6本章小结 (24)结论 (25)参考文献 (26)致谢 (28)附录A 外文文献 (29)附录B 外文文献的中文翻译 (32)第1章绪论1.1研究电动助力转向ECU激励信号系统的目的和意义随着社会生活水平提高和消费者需求多样化,现代汽车的性能和配置不断地提高,增加了汽车工程测试的复杂程度。

毕业设计(论文)电液主动转向器液压助力转向系统解析

吉林大学对于汽车线控转向控制进行较为深入的研究[1-2]。在分析装载机路感特性的基础上，提出控制策略，设计了一种基于BP神经网络整定的自适应PID控制器[3]，实现了PID参数的在线调整；利用Riccati方程对汽车线控转向传感器故障进行了重构研究，同时利用双自适应Kalman滤波对线控转向传感器进行故障诊断[4-5]，并进行了容错控制。如图1-5为吉林大学线控转向试验台。
关键词主动转向；液压助力转向系统；可变转向传动比
Abstract
Steering system is an important for lane changing control of wheeled vehicles. Its performance influences vehicle steer ability and stability directly. Active front steering varies the steering ratio electronically in direct relation to the speed and road conditions. Under normal road conditions at low and medium speeds, the steering becomes more direct, requiring less steering effort of the driver, increasing the car’s agility and drivability.
本科毕业设计（论文）
电液主动转向器液压助力转向系统
关艳超
燕山大学
2011年6月
本科毕业设计（论文）
电液主动转向器液压助力转向系统
学院：车辆与能源学院

【精品毕设】电动助力转向系统毕业设计

驾驶员在操纵方向盘进行转向时，转矩传感器检测到转向盘的转向以及转矩的大小，将电压信号输送到电子控制单元，电子控制单元根据转矩传感器检测到的转距电压信号、转动方向和车速信号等，向电动机控制器发出指令，使电动机输出相应大小和方向的转向助力转矩，从而产生辅助动力。汽车不转向时，电子控制单元不向电动机控制器发出指令，电动机不工作。
国外生产的中低档小型、微型汽车大都备配了电动助力转向器，在部分中档轿车和高级轿车上已经得到应用，在中型车辆和重型车辆的应用也已处于研究阶段。2006年EPS的市场占有率已达到3O%。
(2)EPS国内市场发展现状和趋势。2006年，国内汽车产销均超过500万，目前国内开发的EPS主要针对1．6排量以下的中小型汽车，而1．6排量以下的汽车约占7O左右，因此市场潜力巨大。当前国内实际安装EPS的汽车已达到15%，主要是昌河北斗星、哈飞路宝等，轿车有广州本田飞渡、上海大众途安、长安雨燕、一汽天津花冠3．0、一汽大众开迪及郑州日产MPV旅行车，这些厂家都在寻求国产化合作伙伴。批量安装国产EPS的车型有：爱迪尔车、新雅图轿车及吉利轿车；小批安装国产EPS的车型有天津夏利、双环S6“小贵族”汽车；正在试装EPS的车型有：天津夏利X121轿车、福瑞达面包车、奇瑞QQ轿车及杨子皮卡等车型。一汽轿车也准备安装国产电动转向器，正在寻求有实力的合作伙伴。重庆长安铃木、长安福特准备在其生产的新车型中试装电动转向器。
毕业设计
开题论证报告
专业机械设计制造及其自动化
学生姓名钱道清
班级B机制085
学号**********
指导教师夏基胜
完成日期2011年3月1日
课题名称：“智跑”乘用车动力转向系统设计
一、课题来源、课题研究的主要内容及国内外现状综述
课题来源：

大学毕业设计论文汽车电动助力转向系统特点与应用

河北科技大学毕业论文题目：汽车电动助力转向系统特点与应用专业：汽车检测与维修目录引言…………………………………………………………………………………第1章汽车动力转向系统的历史发展概况……………………………………第2章汽车动力转向系统的原理及特点………………………………………第3章EPS系统的组成原理及分类……………………………………………3.1 EPS系统的组成……………………………………………………3.2 EPS系统的工作原理………………………………………………3.3 EPS系统主要部件的结构及工作原理……………………………3.4 EPS系统的分类……………………………………………………3.5 EPS系统的性能及特点……………………………………………第4章 EPS系统的发展趋势……………………………………………………引言近年来，随着电子技术的迅速发展，电子技术在汽车上的应用范围不断扩大。

汽车转向系统中愈来愈多的采用电子器件，汽车转向系统已从简单的纯机械式转向系统、液压动力转向系统（HydraulicPowerSteering，简称HPS）、电动液压助力转向系统（ElectricHydraulicPowerSteering，简称EHPS）和电控液压助力转向系统（ElecticallControlledHydraulicPowerSteering,简称ECHPS）发展到如今的更为节能及操纵性能更为优越的电动助力转向系统（ElectricalPow erSteering，简称EPS系统）。

EHPS和ECHPS系统等助力系统在汽车上的采用，改善了汽车转向力的控制特性，降低了驾驶员的转向负担，然而汽车转向系统始终处于液压机械传动阶段，EHPS相比传统HPS降低了能源损耗。

但电液动力转向系统，不论ECHPS还是EHPS都与传统的HPS一样存在液压油泄漏问题。

EPS 系统是新一代的助力转向系统，其性能特点与优势是电液动力转向系统所不能比拟的。

车电动助力转向器电控单元(ECU)的研究毕业设计论文

摘要电动助力系统采用电动机提供助力，具有转向力可变、路感良好、环保、耗能低和维修方便等优点，充分体现出汽车向智能化发展、满足未来安全性要求和环保要求的发展趋势。

本文在深入学习电动助力系统工作原理的基础上，设计了电动助力系统控制单元的硬件电路，研究了控制策略和算法，开发了相应的软件程序，印制了电路板，在自行搭建的试验平台上进行了实验验证。

具体工作内容如下：1. 研究了电动助力转向系统的发展和系统的基本原理；2. 在充分考虑满足电动助力控制单元功能需求的基础上，开发了一套基于单片机80C552的电机控制方案：利用电子执行单元（ECU）实时采集信号，运用PWM技术实现对H桥和电动机进行电流闭环控制，并完成了硬件电路设计；3. 在保证汽车的稳定性和安全性条件下，通过深入研究助力控制、回正控制和阻尼控制策略，提出了基于PID的控制算法，开发了核心控制程序；上述研究工作实现了电动助力系统低速轻便、高速稳定的使用要求，为下一步的工程实用化奠定了先期技术基础。

关键词：电动机，PID，控制策略，PWMAbstractEPS is a kind of power steering system following the system of hydraulic, motor was adopted to offer power directly. EPS has many advantages such as adjusted power which is controlled by the automatically controlling unit，good way sense，environmental protection，low energy consumption, convenient maintenance. The development trend of intelligent vehicles, future security requirements and environmental requirements was fully represented by EPS.In this thesis the Electronic Control Unit (ECU) and the software program of the ECU was designed, control strategies and algorithm were also studied based on the study of the operation principles of EPS. Following is the detailed process:1. Basic components, working principle and mathematical model of Brushless DC Motor (BLDCM) were described in detail.2. While the functions of ECU were considered, a scheme of motor control based on the high-performance microcontroller 80C552 was put forward and the ECU was designed. PWM technique was used to control H and closed loop motor current.3. Three control strategies which are assisting mode return ability and damp mode to get a stable steering under various conditions was presented and discussed in this paper. And a control algorithm based on PID was proposed under the strategies.The research above make the A/D acquisition program, speed signal acquisition program of the Electric power steering system come true, and t it laid a practical basis for the next preliminary technology.Keywords: MOTOR; PID; Control Strategy; PWM目录摘要 (Ⅰ)Abstract (Ⅱ)目录 (Ⅲ)第一章绪论 (1)1.1电动助力转向系统 (1)1.1.1电动助力转向系统的原理及发展 (1)1.1.2 电动助力转向系统控制单元 (3)1.2国内外研究现状 (4)1.3课题研究的目的和意义 (6)1.4本文研究内容 (6)第二章助力特性和控制策略研究 (8)2.1助力特性分析 (8)2.1.1助力特性的概念 (8)2.1.2助力特性曲线分类 (9)2.2控制模式 (10)2.2.1助力控制 (11)2.2.2回正控制 (12)2.3控制策略研究 (13)2.3.1电机目标转矩的控制策略 (13)2.3.2助力电机的电流控制策略 (14)2.3.3控制算法 (14)2.4本章小结 (16)第三章硬件控制系统设计 (17)3.1 EPS控制系统的总体结构 (17)3.2 ECU的控制芯片 (18)3.3电源电路和信号处理电路 (19)3.3.1电源电路 (19)3.3.2扭矩信号 (20)3.4电机的控制电路和保护电路 (21)3.4.1电动机的PWM调压调速原理 (22)3.4.2功率开关部件的选择及其驱动电路 (24)3.4.3电动机的保护电路 (25)3.5故障诊断电路 (26)3.6系统硬件的抗干扰性设计 (27)3.7本章小结 (27)第四章EPS控制软件设计 (28)4.1系统控制软件概述 (28)4.2 转向盘转矩信号采集子程序 (29)4.3 车速信号的采集子程序 (29)4.4 目标电流的确定 (30)4.4.1 助力曲线与目标电流 (30)4.4.2 助力特性曲线的确定 (30)4.5 PWM 脉宽调制及电机控制 (31)4.6 判断转向子程序 (31)4.7 软件滤波设计 (31)4.8 本章小结 (32)结论及展望 (33)致谢 (35)参考文献 (36)附录 (38)第一章绪论汽车转向系统作为汽车的重要组成部分，决定着汽车主动安全性的关键，汽车是否具有安全的操作性能，始终是消费者最关心的，也是汽车厂商在日趋激烈的市场竞争中站稳，始终是消费者最关心的，也是汽车厂商在日趋激烈的市场竞争中站稳脚跟的根本。

汽车电动助力转向系统毕业论文

西安航空职业技术学院毕业论文论文题目：汽车电动助力转向系统所属系部：dd指导老师：ssssss 职称：aaaaa 学生姓名：xx 班级、学号: xxxxxxxx 专业：ssasdas西安航空职业技术学院制2011 年4 月25 日汽车电动助力转向系统【摘要】本论文主要阐述了汽车电动助力转向系统在我们的生活当中汽车使用过程中带来的方便作用和它的工作原理以及维护维修方法。

汽车工业作为我过的支柱产业，在国民经济中起着重要作用。

汽车转向器作为汽车的重要零部件，其性能的好坏直接影响着汽车行驶的安全性和可靠性。

我国在发展汽车零部件的政策规划中，已将转向器列为优先发展的25种汽车关键零部件之一。

随着世界上电子技术的迅猛发展，汽车转向系统已经从传统机械转向、液压助力转向、电控液压助力转向，发展到电动助力转向系统（Electric Hydraulic Power Steering，简称EPS），最终还将要过渡到线控转向系统。

汽车电动助力转向系统是现代汽车中比较常规的配置，是一种直接依靠电机提供辅助扭矩的动力转向系统。

主要是由于它的工作效率高，能量消耗少；系统内部采用刚性连接，反应灵敏，滞后小，驾驶员的“路感”好；结构简单，质量小；系统便于集成，整体尺寸减小，省去了油泵和辅助管路，总布置更加方便；无液压元件，对环境污染少。

EPS将最新的电力电子技术和高性能的电机控制技术应用于汽车转向系统，能显著改善汽车动态性能和静态性能、提高行驶中驾驶员的舒适性和安全性、减少环境污染等。

因此，该系统一经提出，就受到许多大汽车公司的重视，并进行开发和研究。

关键词：电动助力安全性可靠性效率高消耗少反应灵敏Abstract:The caption mainly expounds the auto electric power steering system in our life car use process the convenience and its role the working principle and maintenance method.The auto industry as I had a pillar industry,in the national economy plays an important role.Automobile redirector of car parts as important,the performance of a direct impact on the security and reliability of the car.In developing automobile parts policy planning, already will steering gear as priority development of 25 kinds of one ofthe key automotive spare parts.With the world on the rapid development of electronic technology,autoSteering system have traditional mechanical and Hydraulic Steering from Power Steering,Electric control Hydraulic Power Steering,the development of the Electric Power Steering system (Electric Hydraulic Power Steering,the abbreviation EPS),eventually will transition to the wire control Steering system。

电动助力转向设计设计

电动助力转向设计设计毕业设计（论文）题目：EPS汽车电动助力转向系统的设计摘要摘要汽车电动助力转向系统具有传统液压动力转向系统无法比拟的优势，是汽车动力转向发展的必然趋势。

电动助力转向采用电动机直接提供助力，助力大小由电控单元(ECU)控制。

它能节约能量，提高安全性，且有利于环保，是一项紧扣现代汽车发展主题的高新技术。

本文在借鉴国内外电动助力转向领域研究的最新成果的基础上，从助力特性、控制策略以及控制系统设计三方面对电动助力转向系统进行了研究，并在其基础上开发出系统的电控单元。

对助力特性进行了理论上的分析，探讨了初步确定直线型助力特性的特征参数的过程。

在此基础上，确定了电动助力转向系统的控制策略。

本文设计的EPS控制系统硬件主要由控制器、传感器及信号处理电路、助力电机及驱动电路、通讯电路等组成。

控制电路核心采用16位单片机80C196KC。

为了实现控制策略，对电动助力转向系统进行了软件设计和编制，以实现在不同工况和不同模式下对直流电机的控制。

关键词：电动助力转向, 助力特性, 控制策略, 软硬件设计ABSTRACTABSTRACTEclectic power steering system is inevitable developing direction for automobile power steering，which is much superior to hydraulic power steering system. The assist torque is provided by motor directly in EPS system，whose value is controlled by ECU. EPS can save energy，improve vehicle safety，benefit environment protection，and it is a new high-tech which follows modern vehicle development topic closely .In the foundation of the newest accomplishment of domestic and international EPS，this paper particularly researches the assist characteristic，control strategy and control system design，constructs the bench for EPS，develops electric control unit.In this paper，the key technique of EPS system，the assist characteristic and control strategy，are studied. Assist characteristic is analyzed theoretically and the feature parameters of straight-line assist characteristic curve are studied. The simulation indicates the easy straight-line assist characteristic can’t generate desired static torque boost and avoid road disturbance at the same time. So it is necessary that compensation control should be used. And，based on the assist characteristic，the control strategy of EPS is described in detail and the algorithms is designed to control the motor current also.The EPS control system consists of the controller，sensors and the signal processing circuits，the electric motor nag its driving circuits，communication circuit. 16-bit named 80C196KC is the core of controller. For the purpose to realize the control strategy，software design and code compiling are completed. Under different operation condition and different control modes，motor can be controlled precisely.Key Words：electric power steering，assist characteristic，control strategy，software and hardware design目录摘要 (I)ABSTRACT (II)第一章绪论 (1)1.1 课题的背景和意义 (1)1.2 几种动力转向的比较 (1)1.3 电动助力转向系统的发展历程和研究现状 (3)1.3.1 国内外EPS系统发展历程 (3)1.3.2 各国对EPS的评价及EPS发展前景 (3)1.4 本文的研究内容 (4)1.4.1 课题研究意义 (4)1.4.2 研究内容 (4)1.5 小结 (5)第二章电动助力转向系统的原理与结构 (6)2.1 EPS系统的结构 (6)2.1.1 EPS系统的基本结构 (6)2.2 EPS系统的主要部件及工作原理 (7)2.2.1 电动机 (7)2.2.2 车速传感器 (7)2.2.3 减速机构 (8)2.2.4 方向盘转角、转矩传感器 (8)2.2.5 电子控制单元(EUC) (10)2.3 本章小结 (10)第三章EPS系统助力特性分析和控制策略研究 (11)3.1 助力特性分析 (11)3.1.1 汽车电动助力转向系统的受力分析 (11)3.1.2 转向阻力和路感 (13)3.1.3 EPS助力特性曲线确定 (13)3.2 EPS系统控制策略的研究 (17)3.2.1 EPS系统控制方法的选择 (17)3.2.2 电动机电流的控制方式 (18)3.2.3 EPS系统各种控制模式下的电机目标电流的确定方法 (19)5、电动机电流的闭环控制算法 (22)3.3 本章小结 (23)第四章EPS控制系统硬件实现 (25)4.1 EPS控制系统硬件总体设计 (25)4.1.1 EPS控制系统硬件设计 (25)4.1.2 传感器 (25)4.1.3 单片机系统介绍 (25)4.2 信号处理电路 (27)4.2.1 I/O转换电路 (27)4.2.2 A/D转换电路 (27)4.2.3 I/O电动机电流转换电路 (28)4.3 本章小结 (29)第五章EPS控制系统软件 (30)5.1 EPS控制系统的软件实现 (30)5.1.1 系统初始化模块 (30)5.1.2 主循环控制 (30)5.1.3 信号处理模块 (30)5.1.4 控制功能模块 (32)5.1.5 主程序流程图 (32)5.2 本章小结 (33)结论 (34)参考文献 (35)致谢 (36)第一章绪论1.1 课题的背景和意义汽车在行驶的过程中，经常需要改变行驶的方向，称为转向。

电动助力转向系统的研究与设计毕业设计论文精品推荐

电动助力转向系统的研究与设计摘要电动助力转向系统(Electric Power Steering System，简称EPS)，是汽车工程领域的热门课题之一。

本文在研究了电动助力转向系统工作原理的基础上，设计开发了EPS的电子控制单元ECU (Electronic Control Unit)的硬件电路和相应的控制软件框图。

本文详细分析了电动助力转向系统电子控制单元的功能，研究开发了以89c52单片机为微处理器的电子控制单元。

控制单元具有实时数据信号采集和系统控制功能，根据采集的数据信号，确定电动机输出的目标电流，利用PWM脉宽调制技术，通过H桥式电路控制电动机的输出电流和转动方向，实现助力转向功能。

在研制了实验用ECU装置后，开发了相应的控制软件。

控制软件分为控制策略的实现和数据信号采集与分析两部分。

整个软件系统采用了模块化的设计思想。

在数据信号采集与控制部分，设计了系统主程序、A/D采集程序、车速信号采集程序和PWM控制程序。

本文所设计的EPS电子控制单元性能稳定，结构合理，与整车匹配性能好，可保证EPS实现良好的转向助力效果。

关键词：电动助力转向电子控制单元单片机控制策略Electronic power steering system Research and DesignABSTRACTElectric Power Steering System (EPS) is one of the focuses research in automotive engineering. This paper is based on the principles of EPS to study the operation, designed and developed the Electronic Control Unit (ECU) and the soft ware diagram of the ECU.The thesis Considers the functions of the electronic control unit of EPS, studied and developed the hardware that adopted 89c51as its microprocessor. The control unit was able to realize real-time data/signal acquisition and system control. The target current of motor output could be determined by the obtained data; and utilizing the Pulse-Width Modulation (PWM) technology, power could be provided to the steering system by controlling the output current and rotation direction through H-bridge circuit.The software program, which was divided into the realization of control strategy and the acquisition & control of data/signal, was developed in modular after the design of experimental ECU was completed. And the main program, A/D acquisition program, speed signal acquisition program and PWM control program are developed in the second part.The result showed that the electronic control unit designed was with stable performance, appropriate structure and excellent matching condition, and the excellent power steering effect could be ensured by EPS.Key words: Electric Power Steering System (EPS) Electronic Control Unit Single-Chip Microprocessor Control Strategy目录前言 (1)第1章绪论 (2)1.1汽车电动助力转向系统的特点 (2)1.2电动助力转向系统国内外的研究现状 (4)1.3 EPS的发展趋势和急待解决的核心技术 (5)1.4本课题研究的目的与意义 (6)第2章电动助力转向系统方案确定及工作原理 (7)2.1电动助力转向系统的工作原理 (9)2.1.1电动助力转向系统的组成和工作原理 (9)2.1.2电动助力转向系统的分类 (11)2.1.3电动助力转向系统的技术要求 (12)2.2电动助力转向系统的数学模型 (13)2.2.1转向盘和转向柱输入轴子模型 (14)2.2.2电动机模型 (14)2.2.3输出轴子模型 (16)2.2.4齿轮齿条子模型 (16)2.3电动助力转向系统的主要部分 (17)2.3.1转矩传感器 (18)2.3.2车速传感器 (19)2.3.3直流电动机 (20)2.3.4电磁离合器 (21)2.3.5减速机构 (22)2.3.6电子控制单元ECU (23)第3章电动助力转向系统的硬件设计 (24)3.1电子动力转向系统控制器的总体结构 (24)3.2控制器微处理芯片的选择 (26)3.2.1控制器微处理器常用芯片及选型 (26)3.2.2 89C52芯片及A/D转换芯片介绍 (26)3.2.3 89C52外部总线扩展及片外ROM的连接 (28)3.3控制器输入通道的设计 (30)3.3.1转矩信号的采集 (30)3.3.2电动机电流信号的采集 (31)3.3.3车速信号的采集 (33)3.4控制器输出通道的设计 (34)3.4.1电动机的PWM控制 (34)3.4.2电磁离合器和显示控制电路的设计 (39)3.4.3 电动机保护电路及继电器驱动电路设计 (40)3.5系统供电电源电路设计 (41)3.6系统硬件抗干扰措施 (42)第4章电动助力转向系统的软件设计 (45)4.1 EPS的控制策略 (45)4.1.1 EPS的PID控制 (45)4.2电子动力转向系统各功能模块的软件设计 (48)4.2.1 A/D采集程序 (48)4.2.2 PWM控制程序 (49)4.2.3车速信号采集程序 (51)4.2.4系统主程序 (53)结论 (55)谢辞 (56)参考文献 (57)附录 (59)外文资料翻译 (66)前言转向系统作为汽车的一个重要组成部分，其性能的好坏将直接影响到汽车的转向特性、稳定性和行驶安全性。

汽车转向器毕业设计

汽车转向器毕业设计汽车转向器是汽车中一个非常重要的部件，它负责控制汽车的行驶方向。

在设计汽车转向器时，需要考虑到转向的灵敏性、稳定性和安全性等因素。

在本次毕业设计中，我将设计一款电动助力转向器，以满足现代汽车高速行驶和驾驶的需求。

设计方案：1.动力系统：采用电动助力转向系统，通过电机传动带动转向器的转动。

电动助力转向器能够提供更高的转向力矩和更灵敏的转向反应，提高驾驶的舒适性和安全性。

2.电路控制系统：采用先进的电子控制单元（ECU）来监测转向器的转向力矩和角度，通过算法控制电机的转速和转向角度，以实现转向的精确控制和稳定性。

同时，电路控制系统应具备故障诊断和报警功能，用来检测和报告转向器的异常状态。

3.机械结构设计：转向器的机械结构应该稳固且耐用，以承受高速行驶时的转向力矩和振动。

同时，为了提高转向的灵敏性，转向器可采用精密的滑动副设计，减小转向系统的摩擦损耗。

4.安全系统设计：转向器的设计应考虑到安全因素，当ECU检测到转向器出现异常时，应立即切断电机的电源，以防止意外的转向失控。

此外，转向器的设计应符合相关的安全标准和法规要求，保证驾驶人和乘客的安全。

设计流程：1.确定转向器的功能需求和性能指标，包括转向力矩、转向角度、转向速度等。

2.进行电路控制系统的设计，包括电机驱动电路和ECU的设计。

根据设计要求，选取合适的电机和传感器。

3.进行机械结构的设计，包括转向器的结构、材料和密封等。

使用CAD软件进行模型设计和模拟分析，优化设计方案。

4.进行安全系统的设计，包括故障检测和切断电源的设计。

使用模拟和数字电路设计技术，确保安全系统的可靠性和可用性。

5.进行样机制作和试验验证，分析测试结果，并对设计进行修正和改进。

6.编写设计报告，完成毕业设计。

预期成果：1.完成一款电动助力转向器的设计。

2.设计方案满足转向力矩、转向角度和转向速度等性能指标要求。

3.完成电路控制系统的设计和机械结构的设计。

4.设计能够满足相关安全标准和法规要求的安全系统。