汽车转向系统EPS设计毕业论文
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。
汽车转向系统设计毕业设计论文
目录摘要 (I)Abstract ..................................................................................I I 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。
汽车电动助力转向系统是一种新型的汽车动力转向系统，与传统液压转向系统相比，采用电动机直接提供助力，具有多方面优越性。
汽车电动助力转向特性分析-标准排版的本科论文
汽车电动助力转向特性分析摘要：汽车电动助力转向系统(Electric Power Steering System简称EPS)是近年来发展起来的种新型动力转向系统，具有节能、质量轻、安全、环保等一系列优点，正逐步取代传统的液压助力转向系统，成为未来汽车转向系统的发展方向，其出现并迅速成为世界汽车技术研究的热点。
汽车转向系统的发展经历了从简单的纯机械转向系统、液压助力转向系统，电控液压助力转向系统，到更为节能、操纵性能更好的电动助力转向系统这几个阶段。
本文论述了EPS的特点、工作原理、结构组成、国内外的研究现状，通过对EPS各组成部分和汽车转向系统的分析出了EPS性能评价指标，并对三种助力特性曲线的特点进行了分析和比较。
EPS系统作为今后汽车转向系统的发展方向，这给EPS带来了更加广阔的应用前景。
关键词：电动助力转向；特性；发展Electric Power Steering Characteristics were AnalyzedAbstract ：EPS is a new type of automobile steering system，which has the advantages of saving fuel，light，safety and producing less pollution. EPS is taking the place of HPS gradually and becoming the trend of steering system. It is rapidly become the hotspots in the research of automobile technology of the world.The developing process of steering system has experienced several phases from the simple Mechanical Steering System, Mechanical-Hydraulic Steering System to Electric-Hydraulic Steering System，till the Electric Power Steering System(EPS) with lower energy consumption and higher performance.The article discusses the characteristics of EPS，working principle，composition and the research status of domestic and abroad. Through the analysis of components of EPS system and the steering system, then the state function of the combination system model was deduced and the model for simulation was built in this paper. Given the EPS performance evaluation，analysis and compare the three types of assist characteristic，and then design a new type of assist curve in order to reduce the steering force which based on the parameters of a certain type of car. EPS has a great use in future.Keyword: Electric power steering Characteristic Development目录1 绪论 (1)1.1研究的目的和意义 (1)1.2国内外发展状况 (3)1.2.1国外发展状况 (3)1.2.2 国内发展状况 (4)2转向系统的概述 (6)2.1转向系统的发展过程 (6)2.1.1机械式转向系统 (6)2.1.2液压式助力转向系统(HPS) (7)2.1.3电液式助力转向系统(EHPS) (8)2.2电动助力转向系统 (10)2.2.1电动助力转向系统的结构 (10)2.2.2电动助力转向系统的工作原理 (11)2.2.3电动助力转向系统的类型 (13)2.2.4电动助力转向的关键技术 (14)2.2.5电动助力转向系统的优点 (15)3 电动助力转向系统受力与性能分析 (17)3.1电动助力转向系统受力 (17)3.2 理想转向盘力矩的研究 (18)3.3电动助力转向系统性能的主要评价指标 (19)3.3.1 转向回正能力评价 (19)3.3.2 转向轻便性评价 (19)3.3.3 转向盘中间位置操纵稳定性评价 (20)3.3.4 转向盘振动评价 (20)3.3.5 转向路感及路感强度 (21)4 电动助力转向助力特性研究 (22)4.1助力特性曲线定义 (22)4.2转向助力特性曲线设计概述 (22)4.3电动助力特性曲线类型 (23)4.3.1直线型 (24)4.3.2折线型 (25)4.3.3曲线型 (25)4.4不同助力特性曲线参数的影响 (26)5 结论与发展 (29)5.1结论 (29)5.2发展 (29)参考文献 (30)1绪论随着我国经济的持续发展，人民生活水平不断提高，汽车渐渐走入人们生活中，成为现代步伐的工具，而随着汽车保有量的增加以及由此带来的一系列问题，使得“安全、节能、环保”成为未来汽车发展的三大主题。
毕业论文(设计)转向系统设计
目录摘要 (3)第一章绪论 (4)1.1汽车转向系统概述 (4)1.2齿轮齿条式转向器概述 (10)1.3液压助力转向器概述 (11)1.4国内外发展情况 (14)1.5本课题研究的目的和意义 (14)1.6本文主要研究内容 (14)第二章汽车主要参数的选择 (15)2.1汽车主要尺寸的确定 (15)2.2汽车质量参数的确定 (17)2.3轮胎的选择 (18)第三章转向系设计概述 (20)3.1对转向系的要求 (20)3.2转向操纵机构 (20)3.3转向传动机构 (21)3.4转向器 (21)3.5转角及最小转弯半径 (22)第四章.转向系的主要性能参数 (24)4.1转向系的效率 (24)4.2传动比变化特性 (25)4.3转向器传动副的传动间隙△T (27)4.4转向盘的总转动圈数 (28)第五章机械式转向器方案分析及设计 (29)5.1齿轮齿条式转向器 (29)5.2其他转向器 (31)5.3齿轮齿条式转向器布置和结构形式的选择 (32)5.4数据的确定 (32)5.5设计计算过程 (33)5.6齿轮轴的结构设计 (37)5.7轴承的选择 (37)5.8转向器的润滑方式和密封类型的选择 (38)5.动力转向机构设计 (38)5.1对动力转向机构的要求 (38)5.2动力转向机构布置方案 (38)5.3液压式动力转向机构的计算 (40)5.4动力转向的评价指标 (45)6. 转向传动机构设计 (47)6.1转向传动机构原理 (47)6.2转向传送机构的臂、杆与球销 (49)6.3转向横拉杆及其端部 (49)6.4杆件设计结果 (50)7.结论 (51)致谢 (51)摘要本课题的题目是转向系的设计。
以齿轮齿条转向器的设计为中心，一是汽车总体构架参数对汽车转向的影响；二是机械转向器的选择；三是齿轮和齿条的合理匹配，以满足转向器的正确传动比和强度要求；四是动力转向机构设计；五是梯形结构设计。
因此本课题在考虑上述要求和因素的基础上研究利用转向盘的旋转带动传动机构的齿轮齿条转向轴转向，通过万向节带动转向齿轮轴旋转，转向齿轮轴与转向齿条啮合，从而促使转向齿条直线运动，实现转向。
《基于ESP与ABS协调控制的汽车转向稳定控制研究》范文
《基于ESP与ABS协调控制的汽车转向稳定控制研究》篇一一、引言随着汽车工业的快速发展，汽车的安全性和稳定性问题日益受到关注。
汽车转向稳定控制作为提高汽车行驶安全性的重要手段，一直是汽车工程领域研究的热点。
电子稳定程序（ESP）和防抱死制动系统（ABS）作为现代汽车的重要安全系统，其协调控制对于提高汽车转向稳定性和行驶安全性具有重要意义。
本文将针对基于ESP与ABS协调控制的汽车转向稳定控制进行研究，探讨其控制策略和实现方法。
二、ESP与ABS系统概述ESP系统主要通过传感器实时监测汽车的行驶状态，当汽车出现偏离预定行驶路径的趋势时，通过控制系统对车轮进行制动力分配，以恢复汽车的稳定性。
而ABS系统则是在制动过程中，通过控制制动压力，防止车轮抱死，保证制动过程中的车辆稳定性。
两者的协调控制可以进一步提高汽车的转向稳定性和行驶安全性。
三、汽车转向稳定控制策略1. 传感器信号处理：通过安装在高精度传感器上的汽车上，实时获取汽车的行驶状态信息，如车速、转向角度、侧向加速度等。
2. 控制器设计：根据传感器获取的行驶状态信息，通过控制器对ESP和ABS系统进行协调控制。
控制器采用模糊控制、滑模控制等智能控制算法，根据不同的行驶环境和车速，实时调整制动力分配和制动压力控制。
3. 协调控制策略：ESP和ABS系统的协调控制是汽车转向稳定控制的关键。
在汽车转向过程中，当出现不稳定趋势时，控制器将根据传感器信息，判断是否需要启动ESP或ABS系统进行干预。
在干预过程中，控制器将根据实时传感器信息，调整制动力分配和制动压力控制，以恢复汽车的稳定性。
四、实现方法1. 硬件设计：硬件设计包括传感器、执行器、控制器等部分。
传感器用于获取汽车的行驶状态信息，执行器用于执行控制器的指令，控制器则负责处理传感器信息并发出指令。
2. 软件设计：软件设计包括传感器信号处理、控制器算法、协调控制策略等部分。
软件设计需要结合硬件设计，实现传感器信号的采集、处理和传输，以及控制器的算法实现和协调控制策略的制定。
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。
车辆工程毕业设计51汽车电动助力转向(EPS)系统的设计
目录一、绪论1.1 前言 (1)1.2 EPS的特点 (2)1.3 EPS系统在国内外的应用状况 (3)二、 EPS的基本构造和工作原理2.1 EPS系统结构及其工作原理 (4)2.2 EPS的关键部件 (5)2.2.1 扭矩传感器 (5)2.2.2 电动机 (6)2.2.3 电磁离合器 (6)2.2.4 减速机构 (7)2.3 EPS的电流控制 (7)2.4 助力控制 (8)2.5 回正控制 (9)2.6 阻尼控制 (9)三、EPS系统电机驱动电路的设计3.1 微控制器的选择 (10)3.2 硬件电路总体框架 (10)3.3 电机控制电路设计 (11)3.3.1 H桥上侧桥MOSFET功率管驱动电路设计 (12)3.3.2 H桥下侧桥MOSFET功率管驱动电路设计 (13)3.4蓄电池倍压电源 (14)3.5电机驱动电路台架试验 (15)3.6 结论与展望 (16)四、电动助力转向系统故障自诊断的研究4.1 故障自诊断的基本原理 (17)4.2 电动助力转向系统故障自诊断 (17)4.2.1 系统各组成部件的故障辨识 (17)4.2.2 转矩传感器故障自诊断 (18)4.2.3 电机故障自诊断 (20)4.2.4 车速和发动机转速信号故障自诊断 (21)4.2.5 电磁离合器故障自诊断 (22)4.2.6 控制单元电源线路故障自诊断 (22)4.2.7 控制单元故障自诊断 (23)4.3 故障代码显示控制及安全防范措施 (23)4.4 实例分析 (26)4.5 结束语 (27)致谢 (27)汽车电动助力转向(EPS)系统的设计绪论1.1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。
汽车助力转向依次经历了机械式转向系统、液压式转向系统、电控液压式转向系统等阶段，国际上已有一些大的汽车公司在探讨开发的下一代线控电动转向系统。
在国外，各大汽车公司对汽车电动助力转向系统（Electric power steering-EPS,或称Elec-tric Assisted Steering-EAS）的研究有20多年的历史。
汽车转向系统毕业设计论文
因而，EPS可以很容易的实现在全速范围内的最佳助力控制，在低速行驶时保证汽车的转向灵活轻便，在高速行驶时保证汽车转向稳定可靠。在系统的某一部件发生故障时，可以断开电磁离合器使助力系统脱离机械转向系统，并同时驱动故障信号指示灯，保障驾驶的安全性。所以，EPS可以在各种路况和车速下，给驾驶员提供一个安全、稳定、轻便、舒适的驾驶环境。
7.转向轮碰撞到障碍物以后，传给转向盘的反冲力要尽可能小。
8.转向器和转向传动机构的球头处，有消除因磨损而产生间隙的调整机构。
9.在车祸中，当转向轴和转向盘由于车架或车身变形而共同后移时，转向系应有能使驾驶员免遭或减轻伤害的防伤装置。
10.进行运动校核，保证转向轮和转向盘转动方向一致。
2.3转向操纵机构
机械转向器分为齿轮齿条式转向器、循环球式转向器、蜗杆曲柄指销式转向器。由于齿轮齿条式转向器具有结构简单、紧凑；质量轻，刚性大；正 、逆效率都高以及便于布置，传动效率高达90％；齿轮与齿条之间因磨损出现间隙以后，利用装在齿条背部、靠近主动小齿轮处的压紧力可以调节的弹簧，能自动消除齿间间隙，这不仅可以提高转向系统的刚度，还可以防止工作时产生冲击和噪声；转向器占用体积小适于在微车上采用；没有转向摇臂和直拉杆，所以转向转角可以增大，转向灵敏，制造容易，成本低。
车辆工程专业毕业论文--汽车检测与维修专业毕业论文--汽车电动助力转向系统特点与应用设计
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。
如果转向盘与转向轮通过控制信号连接，即采用电子转向系统（Steerin g-By-WireSystem，简称SBWS），转向盘转角和汽车前轮转角之间关系（汽车转向的角传递特性）的设计可以得到改善，但由于当今科学技术的限制，电子转向系统只被安装在国际著名汽车生产商所生产的概念车上。
汽车转向系统论文
摘要汽车转向系统是用于改变或保持汽车行驶方向的专门机构，以其卓越的性能，成为转向技术研究的重点和热点。
其作用是使汽车在行驶过程中能按照驾驶员的操纵要求而适时地改变其行驶方向，并在受到路面传来的偶然冲击及汽车意外地偏离行驶方向时，能于行驶系统配合保持汽车能继续稳定行驶。
因此，转向系统的性能直接影响着汽车的操纵稳定性和安全性。
本文针对电子助力转向系统在汽车上应用的日趋广泛和普及，对其原理、工作特点，各部件的组成及其配合进行解剖和分析，并对电动助力转向系统试验台架进行介绍，分析了EPS关键技术的性能特点以及发展趋势。
关键字：EPS，转向系统，发展，工作原理，基本结构AbstractThe car turned system is used to change or remain with the car in the direction of specialized agencies. its function is to the car in the process to be in accordance with the pilot's control demand and time to change its speed and direction under the road to the shocks and the car accident knocked off the road in be able to keep the road system to continue steady cooperation. therefore, to the system of the performance of the direct impact on the manipulation of stability and security. The paper against the power steering system in the car is wide application of standards and popularization of its principles, work, and the parts of the anatomy and coordination on and analysis, and the electric power steering system a review.Keywords：EPS,steering system，tracert，Makefile，test-bed目录摘要 (Ⅰ)Abstract (Ⅱ)1 设计总则 (1)1.1 课题的来源 (1)1.2 设计背景 (1)1.2.1 EPS原理介绍 (1)1.2.2 国内外发展的状况 (3)1.3 特点综合分析以及设计目的 (8)1.4 EPS的关键部件及关键技术 (10)1.4.1 扭距传感器 (13)1.4.2 电磁离合器 (13)1.4.3 减速机构 (14)1.4.4 电动机 (15)1.4.5 电子控制单元 (16)1.5 电动助力转向的控制方法 (16)1.5.1 阻尼控制 (20)1.5.2 回正控制 (20)1.5.3 助力控制 (20)1.6电动助力转向系统的故障现以及正确使用方法 (22)1.7 EPS试验台架的介绍 (23)1.7.1 台架的主要部件装置 (24)1.7.2 实验数据的采集 (25)1.7.3 实验目的 (25)1.7.4 电动机电流传感器的标定 (26)1.7.5 转矩传感器输出特性 (26)1.7.6 电动助力转向系统台架试验的结论 (27)致谢 (28)参考文献 (29)1.1 课题来源本课题《汽车电动助力转向系统的综合分析》来源于十堰职业技术学院图书馆1.2 设计背景1.2.1 EPS原理介绍汽车转向系统一直存在着“轻”与“灵”的矛盾，即汽车低速时需要“轻”的转向力，高速时需要“灵”的转向效果。
【精品毕设】电动助力转向系统毕业设计
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：
EPS电动助力转向设计毕业设计论文
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 ............................................................................................................................. I I 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 (5)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 (8)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 (24)第四章EPS控制系统硬件实现 (26)4.1 EPS控制系统硬件总体设计 (26)4.1.1 EPS控制系统硬件设计 (26)4.1.2 传感器 (26)4.1.3 单片机系统介绍 (26)4.2 信号处理电路 (28)4.2.1 I/O转换电路 (28)4.2.2 A/D转换电路 (28)4.2.3 I/O电动机电流转换电路 (29)4.3 本章小结 (30)第五章EPS控制系统软件 (31)5.1 EPS控制系统的软件实现 (31)5.1.1 系统初始化模块 (31)5.1.2 主循环控制 (31)5.1.3 信号处理模块 (31)5.1.4 控制功能模块 (33)5.1.5 主程序流程图 (33)5.2 本章小结 (34)结论 (35)参考文献 (36)致谢 (1)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。
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。
汽车动力转向系统毕业论文
汽车动力转向系统毕业论文WTD standardization office【WTD 5AB- WTDK 08- WTD 2C】目录汽车动力转向系的原理与检修 (2)摘要 (2)绪论 (3)1 概述 (4)什么是汽车转向系统 (4)汽车动力转向系统概述 (4)转向动力系统工作原理 (8)2 汽车动力转向系统的故障诊断 (10)动力转向系故障诊断 (10)转向系仪器检测 (13)3对汽车动力转向系统的故障进行维修 (16)4结论 (22)谢辞 (23)参考文献 (24)摘要本文阐述了汽车动力转向系统各个部分的作用、组成、主要构造、工作原理、及可能出现的故障，同时提出了对出现的故障进行维修的可行方案；采用了理论与实际相结合的方法，对每个问题都有良好的认识，对所学内容进行了良好的总结归纳，以此进一步熟悉掌握汽车转向系统的各方面知识，深化巩固所学知识，做到理论与实际相结合，在理论学习的前提下，用实际更好的理解所学内容。
关键词：汽车动力转向系统，工作原理，故障，维修。
绪论汽车转向系统是用于改变或保持汽车行驶方向的专门机构。
起作用是使汽车在行驶过程中能按照驾驶员的操纵要求而适时地改变其行驶方向，并在受到路面传来的偶然冲击及汽车意外地偏离行驶方向时，能与行驶系统配合共同保持汽车继续稳定行驶。
因此，转向系统的性能直接影响着汽车的操纵稳定性和安全性。
1 概述什么是汽车转向系统用来改变或保持汽车行驶或倒退方向的一系列装置称为汽车转向系统(steering system)。
汽车转向系统的功能就是按照驾驶员的意愿控制汽车的行驶方向。
汽车转向系统对汽车的行驶安全至关重要，因此汽车转向系统的零件都称为保安件。
汽车转向系统和制动系统都是汽车安全必须要重视的两个系统。
汽车转向系统概述汽车在行驶的过程中,需按驾驶员的意志改变其行驶方向。
就轮式汽车而言,实现汽车转向的方法是, 驾驶员通过一套专设的机构,使汽车转向桥(一般是前桥)上的车轮(转向轮)相对于汽车纵横线偏转一定角度。
汽车转向系统毕业论文
汽车转向系统毕业论文汽车转向系统毕业论文引言汽车是现代社会的重要交通工具之一，而转向系统是汽车安全行驶的关键组成部分。
本篇论文旨在探讨汽车转向系统的原理、技术和发展趋势，以及对汽车行驶安全和驾驶体验的影响。
一、汽车转向系统的原理汽车转向系统的原理是通过操纵方向盘，使车轮产生旋转，从而改变车辆的行驶方向。
常见的转向系统包括机械转向系统、液压转向系统和电动转向系统。
1. 机械转向系统机械转向系统是最早应用于汽车的转向系统，其原理是通过连接方向盘和车轮的机械传动装置，使车轮产生转向。
然而，机械转向系统存在传动效率低、操控力度大等问题，逐渐被其他转向系统所替代。
2. 液压转向系统液压转向系统利用液压力来辅助转向，通过液压泵将液压油送至液压缸，从而产生转向力。
液压转向系统具有操控力度小、转向灵活等优点，广泛应用于大多数汽车中。
3. 电动转向系统电动转向系统是近年来发展起来的一种新型转向系统，其原理是通过电机产生转向力，将转向助力传递给车轮。
相比于传统的机械和液压转向系统，电动转向系统具有响应速度快、能耗低等优势，被越来越多的汽车制造商采用。
二、汽车转向系统的技术发展随着科技的不断进步，汽车转向系统也在不断发展和创新。
以下是几个目前较为热门的技术发展趋势。
1. 可变转向比系统可变转向比系统是一种能够根据车速和转向角度自动调整转向比的技术。
在低速行驶时，转向比较大，可以提供更好的操控性和转向灵活性；而在高速行驶时，转向比较小，可以提供更好的稳定性和安全性。
2. 主动转向系统主动转向系统是一种能够根据车辆行驶状态主动调整车轮转向角度的技术。
通过感知车辆的速度、转向角度和路面状况等信息，主动转向系统可以实时调整车轮的转向角度，提供更好的操控性和驾驶体验。
3. 电子稳定控制系统电子稳定控制系统是一种能够通过感知车辆的横向加速度、转向角度和车轮滑动等信息，实时调整车辆的转向力和制动力，提高车辆的稳定性和安全性的技术。
汽车转向系统毕业论文[1]
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目录摘要 (3)引言 (4)第一章概述 (5)1.1什么是汽车转向系统 (5)1.2汽车转向系统概述 (5)1.3转向系统简介及工作原理 (5)1.3.1转向操纵机构 (6)1.3.2.机械转向器 (8)1.3.3转向传动机构 (8)第二章汽车转向系统的故障诊断 (11)2.1机械转向系故障诊断 (11)2.1.1 转向沉重 (11)2.1.2 转向盘自由行程过大 (12)2.1.3 转向轮抖动 (13)2.2 动力转向系故障诊断 (13)2.2.1 转向沉重 (14)2.2.2 转向噪声 (15)2.2.3动力转向系的其他故障 (16)2.3 转向系仪器检测 (16)2.3.1 转向盘转向力的检测 (16)2.3.2 转向盘自由转动量的检测 (18)第三章对汽车转向系统的故障进行维修 (19)3.1 机械转向系的维修 (19)3.1.1 转向操纵机构的维修 (19)3.1.2 转向器的维修 (19)3.1.3 转向传动机构的维修 (22)3.2 动力转向系的维修 (23)3.2.1 动力转向系的维护 (23)3.2.2 动力转向系的修理 (24)结论 (26)谢辞 (27)参考文献 (28)摘要本文阐述了汽车转向系统各个部分的作用、组成、主要构造、工作原理、及可能出现的故障，同时提出了对出现的故障进行维修的可行方案；采用了理论与实际相结合的方法，对每个问题都有良好的认识，对所学内容进行了良好的总结归纳，以此进一步熟悉掌握汽车转向系统的各方面知识，深化巩固所学知识，做到理论与实际相结合，在理论学习的前提下，用实际更好的理解所学内容。
关键词：汽车转向系统工作原理故障维修方案理论与实际结合引言汽车转向系统是用于改变或保持汽车行驶方向的专门机构。
起作用是使汽车在行驶过程中能按照驾驶员的操纵要求而适时地改变其行驶方向，并在受到路面传来的偶然冲击及汽车意外地偏离行驶方向时，能与行驶系统配合共同保持汽车继续稳定行驶。
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汽车转向系统EPS设计毕业论文目录1 引言 (1)1.1汽车转向系统简介 (1)1.2汽车转向系统的设计思路 (3)1.3 EPS的研究意义 (4)2 EPS控制装置的硬件分析 (5)2.1汽车电助力转向系统的机理以及类别 (5)2.2 电助力转向机构的主要元件 (8)3 电助力转向系统的设计 (11)3.1 动力转向机构的性能要求 (11)3.2 齿轮齿条转向器的设计计算 (11)3.3 转向横拉杆的运动分析[9] (21)3.4 转向器传动受力分析 (22)4 转向传动机构优化设计 (24)4.1传动机构的结构与装配 (24)4.2 利用解析法求解出外轮转角的关系 (25)4.3 建立目标函数 (27)5 控制系统设计 (29)5.1 电助力转向系统的助力特性 (29)5.2 EPS电助力电动机的选择 (30)本科毕业设计（论文）5.3 控制系统框图设计 (31)结论 (32)致谢 (34)参考文献 (35)1 引言1.1汽车转向系统简介汽车转向系统，顾名思义是为了能够使车辆按照驾驶员的意愿向左或者向右转弯或者直线行驶。
转向装置有很多种，也一直在经历一个循序渐进不断更新不断创新的过程。
从发明家本茨发明汽车的初期，转向系统知识最简单的形式来转向，其机构为单纯的扶把式，没有助力，所以笨重，费力，以及行驶状态不稳定。
从在原始的雏形开始，各国人士不断创新改革，到现在为止，汽车转向系统的应用按先后顺序可以分为：机械转向装置、液压助力转向装置、电子控液压助力转向系统、电助力转向系统、四轮转向系统、主动前轮转向系统和线控转向系统[1]目前市场大部分中低档轿车采用的液压式转向器，当然电控的也很常见，所以在该种系统的转向器技术的发展如今已经遇到了瓶颈。
随着人们对乘车舒适，节能，安全，稳定的期望，电控液压式转向系统逐渐取代了先前的版本，但随着科技的进步，越来越多的科学家期待有路感的转向系统问世，所以流量阀式液压助力转向器出现了，在不同车速下，驾驶员手握方向盘，感觉到了路感的存在，助力特性曲线描述的就是“路感”，但是美中不足的是这种液压式转向器依然存在很多缺陷，电机，液压泵，转向器，流量阀等等转向器在发动机旁的布置问题又出现了，还有就是液压油的泄漏问题越来越的突出尖锐。
电助力EPS （Electronic Power steering system）是在纯机械转向机构的前提下，设计加装了扭矩和车速等信号传感器、电子控制单元和转向助力装置等[2]。
所以电助力式转向器弥补了上述的不足，而且节能环保，易于线性控制，所以现在很多研究人员把目光转向了电助力式转向机，瞬时其成为了国际汽车工业转向系统新的研究主题，且这种系统也正在慢慢实现整车量产状态。
1.1.1 EPS在国外的发展状况国外EPS发展之路：谈到国际上EPS转向助力系统的发展，地处亚洲的日本和美国最具有代表性和发言权。
日本研究EPS系统最早的国家，其初衷是因为在微型车上布置液压式助力系统比较困难，空间狭小，液压泵等装置无法布置，而电动式零件、体积小，易于布置安装，所以在微型车上开发研究出了EPS先进技术，并成功应用在了铃木CERVO汽车上，如今在我国比较常见的奥拓汽车应用的就是日本的这种转向系统。
另外，日本是一个十分注重资源节约的国家，正是由于EPS相比于HPS具有突出的节油优点，所以日本国家政策也是相当倾向于扶持其研发制作的。
随着时间的检验，EPS技术在日本迅速发展起来。
欧美等国出于节能环保的目的，也相继开发和研究EPS系统，且目前此项技术已经相对成熟。
但是美国走了不同于日本的EPS开发道路，研制基于无刷直流电动机的EPS系统，因为其控制器的硬件和软件调剂比较复杂，所以经历了多年的努力才试制完成。
对于电助力的两种不同电动机，我们会发现有刷电机的不足之处，如转子转动噪声大，电刷磨损严重，使用寿命短，以及具有严峻挑战的电子干扰等。
国EPS发展之路：中国由于历史原因，解放以前的旧中国还主要是以轻工业为主，没有大型的重工业基地，更别说汽车的研发制造了，解放初期，我国的汽车工业严重滞后，基本上式从外国进口或者委托国外厂家制造。
第一代红旗轿车是引进德国汽车的基础上吸收改进和更新，产出了第一代红旗CA771，其转向器当然也只是普通的MS转向器，所以对于中国老说，汽车整车性能的更新换代是任重道远的。
中国东方汽车制造厂也是在八九十年代开始生产液压式转向系统的轿车。
随着中国综合国力和高新技术不断实现质的飞越，现如今比亚迪的唐和宋部分使用了EPS 转向助力稳定系统。
但其适用性和日本、美国等发达国家还有一定的差距。
近年来，国人对晴天白云，绿水蓝天的诉求越来越强烈，所以汽车工业节能环保的技术成为国家重点推广的新主题，所以我相信EPS转向系统在中国自主研发制造的轿车上会得到颠覆性的普及。
1.1.2 EPS与其它汽车转向系统的对比常流量阀液压泵助力转向器由于只是提供单一的动力转向扭矩，是一种非线性助力工作方式，汽车只要启动工作后，液压泵就持续不断的转动输送液压能。
以现代人的眼光审视，其是非常不合理的；流量阀式液压泵虽然具有助力特性，但助力效果不理想，且故障频发；电控液压助力转向装置助力效果显著，尽管依然没有摆脱掉液压式助力的一些弊端，可他毋庸置疑就是EPS转向系统产生的雏形，电助力转向系统在其基础上应运而生。
液压助力转向装置以油为工作介质，因为工作介质易泄露，系统不易保压，若液压助力转向系统的油管进入空气或液压油不足，液压泵工作时将会产生较高的噪音，且影响助力效果；而EPS仅仅在电机工作时产生轻微噪音，且污染环境。
但是电助力系统的燃油消耗量仅为通状态下液压式的20%y以下，且占用底盘空间少，模块化安装，易拆装和维修，不存在液体泄漏。
EPS进行助力工作时，因为不具有限位弹簧和油压阻力的干扰，所以转动方向盘时的摩擦阻力相比于液压式要小一些，另外，EPS装置没有供油泵、流量阀和各种管路，所以整体结构相对小些和更加轻便一些，但更为突出的优点是其助力特性灵敏可靠，可变助力在较广泛的区域调节，“路感”十足，既增加了驾驶安全性，又在一定程度上使汽车向更智能的方向迈进一部。
1.1.3 EPS转向系统的特点（1）EPS节能环保，其以空心电机为原动件，通过电子控制单元控制电机，对环境几乎零污染。
（2）装配简单便捷，其集成度高，易于布置，没有油泵、油管路、流量阀、储油罐的制约。
（3）EPS高效率，液压式的一般为60%--70%，但EPS可达到90%。
（4）具有良好的路感。
（5）主动回程性好（因为不存在液压泵工作介质的阻力和回位弹簧的回程反力）。
1.2汽车转向系统的设计思路汽车助力转向系统是在司机开始扭转转向时闭合离合器和空心电机输出助力，扭矩由转向器和转向传动机构传递动能使两前转向轮转弯行驶。
固然应用动力转向装置的汽车必须要装备有动力器件，依靠此来减轻驾驶员的手力。
以下为我们研究转向系统时应提出的设计思路[3]（1）力求避免产生侧滑，且前转向轮转弯弧线过一定点。
（2）在设定的转向轮阻力围以下，方向盘应具有回正特性。
（3）轮胎动平衡在误差允许围，方向盘不会“发抖”。
（4）避免转向装置和悬架装置干涉，空间上进行合理的布置。
（5）汽车要具有较高的行驶灵敏性，小转弯机动性灵敏。
（6）操纵轻便灵敏。
（7）前转向轮剧烈撞击时，冲击力传至方向盘的破坏力尽可能小（逆效率低）。
（8）转向横拉杆端部与转向摇臂连接件球头应具有磨损补偿装置。
（9）车辆高速前行撞击使钣金严重变形时，方向盘立即下移减轻驾驶员受伤程度。
（10）方向盘转动方向和两转向前轮摆动方向一致。
1.3 EPS的研究意义现今国的轿车，绝大部分还是液压式助力转向，无论是常流式还是流量阀式液压泵，但无疑的是电助力系统比其具有更突出的节能、环保和轻便，以及给驾驶带来前所未有的“路感”。
众所周知，如今能源危机愈演愈烈，我国是人口大国，资源的匮乏始终是摆脱不掉的噩梦，所以新能源是新世界中国的发展主题，电能比原油更加经济和节能，所以转向装置以电为动力源是合理和明智的。
另外，智能化是我们始终追求的目标，利用软件编程来实现不同转速和车速工况下的助力效果，更个性和智能。
本课题对该EPS转向系统作了深入的调查研究，这不仅可以激励和推动转向系统的研发和最终批量化生产，而且也可以鼓励和引导相关的机械制造业、电子元件领域走向更宽广的舞台。
在将来，相信电助力在汽车工业得到空前的应用和普及。
本章小结后介绍了汽车转系统的定义，设计思路，EPS单片机驱动控制的特点及应用，EPS系统在国外的展状况以及 EPS的研究意义。
2 EPS控制装置的硬件分析汽车转向系统控制器的作用是采集车速和扭矩信息以及将其传递不同的命令给电机和离合器,协调助力转向的特性,完成转向系统的助力作用。
2.1汽车电助力转向系统的机理以及类别电助力转向系统拥有广阔的应用前景是毋庸置疑的，具有液压助力不可超越的优点，同时由于自身机械结构紧凑简单，采用单片机驱动控制，其应当满足以下要求：故障诊断和LED灯报警功能；良好的抗震及抗干扰能力；当出现过载工作时应有过载保护电路；逆效率尽可能的低，使前转向轮转至方向盘的反冲击力小；方向盘的软件消抖功能等等[4]。
2.1.1 电助力系统的机理电助力转向系统的单片机控制器元器件框图如下图2-1所示，包括控制单元P87C591单片机,车速和扭矩传感器，传递和终止动力的电磁离合器，滚珠丝杠式减速机构，永磁式直流电机，齿轮齿条转向器等。
图2-1 电助力转向机构示意图其工作原理是：汽车司机转动方向盘进行转弯行驶时，车速、扭矩检测信号的传感器测量各自的电信号，当扭矩电压不等于2.5V时，采集车速信号，否则指令循环检测电压信号；根据车速信号控制电子离合器的闭合和断开，离合器闭合时电动机的动能才能转至齿条实现助力作用，在此设定车速小于45KM/h时，电磁离合器处于工作状态，一旦车速超过这一设定值，即使电动机还在供能，但由于离合器已经将主动轴和电机轴断开，所以此时电机失去助力作用。
根据预先设定的程序，进行PWM脉宽调制，计算占空比，驱动电动机实现正反转和输出力矩的大小。
下图2-2为单片式电磁离合器，包括通过联轴器和电动机轴连接的主动轮1，镶嵌在主动轮的电磁线圈2，利用摩擦力传动动能的压盘3，压盘和从动轴5通过花键4传动，采用有刷直流式电动机8，轴承采用滚珠球轴承6。
电磁离合器工作原理：电磁离合器的功用是连接两传动件，电动机主轴和离合器的主动轮固定装配在一起，主动轮装有放置线圈的支撑，线圈和其紧紧缠绕在一起，主动轮和压盘同轴心布置。
当接线柱触点通电时，电磁线圈通电，使主动轮和压盘紧紧的贴合在一起，通过花键连接的压盘和从动轴，使从动轴向下一级传递动能来发挥转向助力效果。