汽车助力转向文献综述
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。
EPS电动助力转向文献综述
电动转向助力的原理、分类及发展综述摘要：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。
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。
为了解决转向系统“轻”与“灵”的矛盾[1]，采用现代控制技术和电子技术的电动助力转向系统(EPS)应运而生。
随着近年来电子控制技术的成熟和成本的降低，EPS越来越受到人们的重视，并以其具有传统动力转向系统不可比拟的优点，迅速迈向了应用领域，部分取代了传统液压动力转向系统（Hydraulic powersteering,简称HPS）。
关键词：工作原理、分类、发展1.EPS的工作原理及特点电动助力转向系统是在传统机械转向系统的基础上发展起来的。
它利用电动机产生的动力来帮助驾驶员进行转向操作，系统主要由三大部分构成，信号传感装置(包括扭矩传感器、转角传感器和车速传感器)，转向助力机构(电机、离合器、减速传动机构)及电子控制装置[2]。
电动机仅在需要助力时工作，驾驶员在操纵转向盘时，扭矩转角传感器根据输入扭矩和转向角的大小产生相应的电压信号，车速传感器检测到车速信号，控制单元根据电压和车速的信号，给出指令控制电动机运转，从而产生所需要的转向助力。
其结构示意图如图1所示。
图1 带双小齿轮的电动机机械转向助力器总体视图1.1EPS的优点1.1.1节约了能源消耗。
没有转向油泵，且电动机只是在需要转向时才接通电源，所以动力消耗和燃油消耗均可降到最低。
1.1.2对环境无污染。
该系统应用电力作为能源，消除了由于转向油泵带来的噪声污染。
也不存在液压助力转向系统中液压油的泄漏与更换而造成的污染。
同时该系统由于没有使用不可回收的聚合物组成的油管、油泵和密封件等配件，从而避免了污染。
1.1.3增强了转向跟随性。
汽车转向系统中文文献
DSP-based电力辅助转向使用无刷直流电机MURUGAN NANDAKUMAR R,S和M S MOHIYADEENBharat Electronics Limited, Nandambakkam, Chennai 600 089e-mail: muruganr@bel.co.in; nandakumars@bel.co.in;mohiyadeenms@bel.co.in本文介绍了电的设计方法和步骤辅助动力转向系统(简称EAS)用无刷直流电机为一辆汽车。
控制建筑由两层控制,即车辆速度相关的控制以及扭矩协助控制。
在更高的层次上控制系统的体系结构、功能的车辆作为援助速度控制器、液位控制器的控制力。
在较低的水平,给出了转矩控制器的努力水平的控制。
这已经是实现了由扭矩传感器和车辆在DSP这种传感器。
为实现在系统中,DSP-based三相逆变器直流无刷电动机控制器模块是特意使用采用霍尔传感器反馈和一个单一的dc-link电流传感器。
这项工作是实现光商用车拥有一个循环球式齿轮。
这是第一次(简称EAS)的实施为这种类型的车辆在任何地方在世界上。
一般来说,有离合器递归断开电动机在高速度或非正常条件下从齿轮箱。
在该实现电动机直接耦合到变速箱没有离合器和所有的人异常处理的处理器。
这是执行,不修改车辆供应系统,比如改变现有的交流发电机或额定值电池,利用现有的传感器。
设计是这样一种方式的那种感觉司机援助可以变换轻易地在任何时间。
控制的性能实验结果表明,系统是它被测试在其中的轻型商用车辆(LCV)。
关键词。
无刷直流电机；EAS；转向系统。
1.介绍动力转向系统的转向努力降低车辆的使用外部的源,来协助将轮子。
现在大多数新一代车辆动力转向,由于车辆的趋势,走向更大质量和更宽的轮胎,所有增加的控制力所需要的。
现代交通工具很难动作,速度较低(例如当停车场)如果没有人帮助。
大多数助力转向系统工作,用皮带驱动泵提供的液压系统。
该液压压力泵,是所产生的车辆的引擎驱动。
文献综述转向器毕业设计
在产品系统的结构中，模块是可组合、分解和更换的单元。模块化是一种处理复杂系统分解成为更好的可管理模块的方式。所以可以通过在不同组件设定不同的功能，把一个问题分解成多个小的独立、互相作用的组件，来处理复杂、大型的软件。从而得到更多创新型的产品。当今社会都追求质量高，创新好的思维理念去设计一样产品，所以说产品的标准化模块化是志在必得。
[6]刘惟信主编.汽车设计.清华大学出版社.2001
[7]杨可桢、程光蕴李仲生《机械设计基础》高等教育出版社2006.5
[8]周晓邑、涂序斌《机械制造基础》北京理工大学出版社2008.8
[9] 唐少波 新技术新工艺 2009.4
过去的几十年来，创新设计的运用是推动汽车转向器技术发展的一个主要的因素。与传统设计相比，新技术研究与开发投入高，产品的附加值高，生产与市场的国际性强，以及应用范围广，发展前景好等特点，其研发水平及产业化规模已成为衡量一个国家经济，社会发展，科技进步和国防实力的重要标志，世界各国特别是发达国家都十分重视新技术的发展。所以，汽车离合器的创新设计决定了离合器的性能，决定适用车型，这种创新思维也会为日后汽车设计制造行业带来无限生机。
2.2.2冷挤压技术在转向器上的应用
相比传统机加工方式，冷挤压工艺可以节约材料、降低成本和改善性能。随着冷挤压技术的不断提高，在汽车转向器零部件的制造中，冷挤压技术逐渐开始应用。冷挤压技术生产效率高，适合汽车行业内的大批量生产；成本低不仅节约材料，而且可以省掉不少机加工工序；冷挤压产生的加工硬化，可以提高零件的机械强度和硬度；机加工无法实现的某些特殊结构和形状，可以通过冷挤压实现。正是由于冷挤压工艺的诸多有点，使其在得到越来越多的应用。目前，冷挤压技术主要运用在转向器的齿轮、齿条、阀芯、螺杆等零件上。
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。
汽车电子助力转向系统论文
汽车电子助力转向系统论文摘要: 汽车在行驶的过程中，经常需要改变行驶的方向，称为转向。
轮式汽车行驶是通过转向轮(一般是前轮)对汽车纵向轴线偏转一定角度来实现的。
驾驶操纵用来改变或恢复汽车行驶方向的专用机构称为汽车转向系统。
常用的汽车转向系统分为非动力转向系统和动力转向系统两大类。
非动力转向系统又称机械式转向系统，是以人的体力为动力源，其中所有的传力器件都是机械的，主要由转向操纵机构、转向器和转向传动机构三部分组成，其中转向器是汽车转向系统的重要零部件，其性能的好坏直接影响汽车行驶的安全性和可靠性。
汽车动力转向系统(Power Steering System)，亦可称作转向加力系统，是在机械转向系的基础上增设了一套转向加力装置所构成的转向系统。
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。
关键词:电动助力转向；助力特性；控制策略目录1.毕业实践任务书-----------------------------------------------------------------------Ⅰ2.毕业设计论文--------------------------------------------------------------------------Ⅱ第一章绪论--------------------------------------------------------------------------1第一节几种动力转向的比较--------------------------------------------------1第二节电动助力转向系统的发展历程和研究现状-----------------------2第三节本文研究内容-----------------------------------------------------------3第二章汽车电动助力转向系统简介--------------------------------------------5第三章电动助力转向系统的特点与分类--------------------------------------6第一节电动助力转向系统的特点--------------------------------------------6第二节动助力转向系统的分类-----------------------------------------------8第四章电动助力转向系统的原理与结构-------------------------------------10第一节 EPS系统的结构------------------------------------------------------10第二节 EPS系统的主要部件及工作原理----------------------------------10第三节本章小结----------------------------------------------------------------13第五章 EPS系统助力特性和控制研究----------------------------------------14第一节助力特性分析----------------------------------------------------------14第二节本章小结----------------------------------------------------------------193. 致谢------------------------------------------------------------------------------------204. 参考文献------------------------------------------------------------------------------215. 外文翻译------------------------------------------------------------------------------22所谓电子助力转向，指的是转向系统的转向动力由电动机提供；而夜压助力指的是转向系统的转向动力由夜压泵产生的油液压力提供。
汽车电动助力转向系统的发展
汽车电动助力转向系统的发展随着科技的不断进步，汽车行业也在不断地进行改革和创新。
汽车电动助力转向系统的发展在近年来得到了广泛关注。
电动助力转向系统通过电动机或者液压泵等方式，为驾驶员提供操控方向盘的帮助，使得操控更为轻松和舒适。
这一系统的发展不仅带来了更好的驾驶体验，也在一定程度上提高了行车的安全性和稳定性。
本文将从电动助力转向系统的发展历程、技术特点和未来发展趋势等方面展开分析。
一、发展历程汽车电动助力转向系统的发展可以追溯到上个世纪70年代，当时一些高端车型开始使用电动助力转向系统，而在20世纪80年代，这种技术逐渐普及并应用于更多的车型中。
随着电子技术的快速发展，越来越多的汽车制造商开始将电动助力转向系统作为标配，甚至将其与先进的主动安全系统相结合，为驾驶员提供更全面的驾驶辅助。
在过去，汽车的转向系统主要采用液压助力转向方式，通过液压泵和液压缸的工作来帮助驾驶员转动方向盘。
而随着电子技术的应用，电动助力转向系统逐渐替代了传统的液压助力转向系统，使得转向系统更为智能化和高效化。
随着混合动力和纯电动汽车的出现，电动助力转向系统也得到了进一步的发展和完善，以适应不同类型汽车的需求。
二、技术特点电动助力转向系统相比传统的液压助力转向系统具有许多技术特点。
电动助力转向系统的配备更加智能化的控制单元，通过精准的电子控制来感知车辆的行驶状态和驾驶员的操控需求，从而实现更为精准和及时的转向助力。
电动助力转向系统采用了先进的电动机或者电动液压泵等设备，通过电能转换为机械能，提供源源不断的助力，使得操控更为轻松和灵活。
电动助力转向系统的节能环保性能也得到了显著提升，用电能取代液压油，降低了车辆能耗和排放。
一些电动助力转向系统还具有自适应和主动安全的功能，能够根据前方道路情况和车辆速度自动调整转向助力，提高行车安全性和稳定性。
而且，通过与车辆的其它系统和传感器相互联动，电动助力转向系统还可以实现车道保持辅助、碰撞预警等先进的辅助功能，为驾驶员提供更为全面的驾驶辅助。
汽车转向电子控制技术研究开题报告文献综述
本科毕业论文开题报告题目名称：汽车转向电子控制技术研究题目性质：工程技术研究专业班级：交通运输B02-7班****：**指导教师：付百学职称：教授汽车工程系二○○六年三月六日一、选题的目的意义电子控制的汽车转向系统是一种新的转向技术，它弥补了传统机械或液压转向系统的缺点，具有节能、环保、高效、安全等优点，是未来转向系统的发展方向。
目前电子控制在汽车转向上的应用已经发展到了电子控制动力转向系统（简称EPS-Electronic Power Steering ）,也称为“电动助力转向系统”。
动力转向的工作方式是应用一种伺服助力机构进行动力放大，来减轻汽车转向时的操纵力。
综合电子控制动力转向系统可以允许驾驶员选择自己最舒适的转向操纵力。
电动助力转向系统的开发研究从上个世纪80年代开始，目前己经应用到某些车型上；而我国在该领域的研究才刚刚起步，因此对电动助力转向系统的研究既有理论意义又有实用价值。
二、国内外研究概况、水平和发展趋势电动助力转向系统1988年3月首次在日本铃木汽车公司的塞尔沃轿车上使用以来，紧接着在大发汽车公司的米勒、三菱汽车公司的米尼卡、铃木汽车公司的奥拓等轿车上相继采用。
目前，国外几家大公司都竟相推出自己的电动助力转向系统。
目前国内动力转向器还处在机械一液压式动力转向系阶段。
对于电动助力转向系统仅有清华、华工等校开展了系统结构方案设计，系统建模和动力分析等研究，但处在研制的初级阶段，未达到实用程度。
电动助力转向系统的发展大体上有两个方向。
一个是向高级方向发展，所谓高级化方向，就是增加控制项目、提高操纵感。
这不仅对轻型车用的电动助力转向系统，就是对液压助力转向系统己经标准化了的小型车用的转向系统以及液压管路存在难题的中置式汽车来说，都是必要的。
在这种情况下，电动助力转向系统操纵特性的自由度较大。
另一发展方向是对现今已在实用的电动助力转向系统而言的；要在控制成本的同时确保一定的性能，这对占地、装配性能及节能三方面都很重要。
文献翻译-汽车电动助力转向系统发展综述
附录A 外文文献Overview ofDevelopment on Vehicle EPS SystemAbstractThe currentdevelopment of an electric power steering(EPS) system in an automobile is explicated. The structure, types and characteristics of electric power steering system are introduced. The modeling technologies for electric power steering system and control strategies are analyzed and compared. The development trend of electric power steering system in an automobile is also discussed. It is pointed that the electric power steering technology is one orientation ofpower steering technologies in the future, and whichwill occupy a predominantposition in power steering field.Key words:Automobile; Electric power steering system; Development trend1EPS system types and characteristics1.1EPS system classificationThe early development of EPS system is low in steering type car。
汽车转向 献 综 述
天津工程师范学院（成人教育）毕业设计题目汽车转向节机械加工工艺及工装设计副标题文献综述学生姓名年级 05级函授站重庆函授站(重庆五一高级技校)专业机电一体化技术指导教师汽车转向节机械加工工艺及工装设计作者：xx[摘要]：本次毕业设计以中等复杂程度的叉杆类零件汽车转向节的机械加工为内容，讨论了汽车转向节在大批大量生产条件下的机械加工工艺过程，制定了详细的机械加工工艺规程。
通过阅读和参考多种文献和资料，编写了一份关于现代制造技术的综合性文章即文献综述。
为了达到相应的技术要求，保证零件的加工质量、提高生产率和降低制造成本，这就要求合理的选择机械加工机床、刀具、量具和切削参数。
分析和总结了轴杆类零件特点及进行工艺技术分析，针对该零件的主要技术要求，进行综合分析和综合考虑制定了一份比较合理的机械加工工艺规程和所需的专用工艺装备。
并设计分析了几个比较关键的工序。
为了能够达到综合锻炼的目的，在这次设计过程中，还设计了关键工序（钻主销孔、车外圆及锥孔等）的工艺装备（包括夹具、刀具、量具等）。
[关键词]：汽车转向节机械加工工艺过程机械加工工艺规程工艺装备大批大量。
Abstract: The main contents of thesis is the machining process of autos’ turn to node which is a middle complex pole type of the fork part. In this thesis the machining of it in mass production condition is discussed detailed, and the detailed machining process card is formulated, pass to read and refer to various document and information for content ,have compiled a copy of about modern production technical comprehensive article. To reach corresponding technical requirement raise reduction, productivity and the processing quality of element manufacturing costs, this asks, is reasonable to select machining machine tool and cutting tool with cut parameter. Analyse and summarize a plate of set kind of element characteristic and the major technical requirement that carries out the analysis of engineering technology and aims at this element, carrying out integration analysis and the comprehensive tooling for special purpose that considers to have established a copy of more reasonable machining procedure and requirement. And design and have analysed few processes of more crucial step. In order to reach the comprehensive purpose of exercise, in this design course, and designing the technological tooling of which is a key working procedure (annul hole. Circularity. Prick hole) arts and crafts equip (involve jig. Reamer. Measure rank).Key Words: Autos’turn to node Machining process Machining technological regulations Technological tooling Mass production文献综述一. 制造的概念及制造业简述所谓制造，是一种有关资源（如物料、能量、资金、人力资源、信息等）按照社会的需求转换为新的有更高应用价值的资源（如有形的物质产品和无形的软件、服务等产品）的行为和过程。
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。
汽车电动助力转向系统发展综述 晋兵营
汽车电动助力转向系统发展综述晋兵营1,宁广庆1,施国标2(1.郑州铁路职业技术学院,郑州 450052; 2.北京理工大学,北京 100081)摘要:综述了国内外汽车电动助力转向(EPS )系统的发展现状,介绍了电动助力转向系统的结构、类型及其特点。
分析对比了国内外电动助力转向系统建模及控制策略,展望了电动助力转向系统的发展趋势,指出电动助力转向技术代表未来汽车动力转向技术的发展方向之一,并将在动力转向领域占据主导地位。
关键词:汽车;电动助力转向系统;发展趋势中图分类号:U463.44+4 文献标识码:A 文章编号:1006-0006(2010)01-0001-02O verv i ew of D evelop m en t on Veh i cle EPS Syste mJ IN B ing 2ying 1,IN G Guang 2qing 1,SH I Guo 2biao2(1.Zhengzhou Rail w ay Vocati onal and Technical College,Zhengzhou 450052,China;2.Beijing I nstitute of Technol ogy,Beijing 100081,China )Ab s tra c t:The current devel opment of an electric power steering (EPS )system in an aut omobile is exp licated .Thestructure,types and characteristics of electric power steering syste m are intr oduced .The modeling technol ogies for electric power steering syste m and contr ol strategies are analyzed and compared .The devel opment trend of electric power steering syste m in an aut omobile is als o discussed .It is pointed that the electric power steering technol ogy is one orientati on of power steering technol ogies in the future,and which will occupy a p redom inant positi on in power steering field .Key wo rd s:Aut omobile;Electric power steering syste m;Devel opment trend 随着汽车性能的不断提高,不但要求低速和驻车时的转向轻便性,同时也要求汽车高速时的操纵稳定性。
EPS电动助力转向文献综述
电动转向助力的原理、分类及发展综述摘要：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。
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。
为了解决转向系统“轻”与“灵”的矛盾[1]，采用现代控制技术和电子技术的电动助力转向系统(EPS)应运而生。
随着近年来电子控制技术的成熟和成本的降低，EPS越来越受到人们的重视，并以其具有传统动力转向系统不可比拟的优点，迅速迈向了应用领域，部分取代了传统液压动力转向系统（Hydraulic powersteering,简称HPS）。
关键词：工作原理、分类、发展1.EPS的工作原理及特点电动助力转向系统是在传统机械转向系统的基础上发展起来的。
它利用电动机产生的动力来帮助驾驶员进行转向操作，系统主要由三大部分构成，信号传感装置(包括扭矩传感器、转角传感器和车速传感器)，转向助力机构(电机、离合器、减速传动机构)及电子控制装置[2]。
电动机仅在需要助力时工作，驾驶员在操纵转向盘时，扭矩转角传感器根据输入扭矩和转向角的大小产生相应的电压信号，车速传感器检测到车速信号，控制单元根据电压和车速的信号，给出指令控制电动机运转，从而产生所需要的转向助力。
其结构示意图如图1所示。
图1 带双小齿轮的电动机机械转向助力器总体视图1.1EPS的优点1.1.1节约了能源消耗。
没有转向油泵，且电动机只是在需要转向时才接通电源，所以动力消耗和燃油消耗均可降到最低。
1.1.2对环境无污染。
该系统应用电力作为能源，消除了由于转向油泵带来的噪声污染。
也不存在液压助力转向系统中液压油的泄漏与更换而造成的污染。
同时该系统由于没有使用不可回收的聚合物组成的油管、油泵和密封件等配件，从而避免了污染。
1.1.3增强了转向跟随性。
汽车电动助力转向系统发展综述
此外，轻量化也是未来发展的趋势，采用轻量化材料和优化结构设计可以减轻 电动助力转向系统的重量，从而提高汽车的燃油经济性和操控性。最后，集成 化也是未来发展的方向之一，将电动助力转向系统与其他汽车子系统进行集成， 可以优化汽车的结构和功能，从而提高汽车的性能和安全性。
结论
汽车电动助力转向系统作为一种先进的汽车技术，具有广阔的应用前景和未来 的发展方向。它不仅可以提高汽车的操控性和稳定性，还可以在节能环保、提 高驾驶舒适度、降低噪音等方面发挥优势。随着科技的不断发展和应用需求的 变化，电动助力转向系统的未来发展方向也将更加智能化、模块化、轻量化和 集成化。相信在不久的将来，电动助力转向系统将会成为汽车工业中不可或缺 的一部分。
技术参数
汽车电动助力转向系统的主要技术参数包括最大转向角度、最大扭矩传递、系 统刚度、阻尼系数等。其中，最大转向角度指的是系统能够实现的最大的转向 角度，最大扭矩传递指的是系统能够传递的最大助力扭矩，系统刚度指的是系 统的刚性程度，阻尼系数指的是系统对外部冲击的抑制能力。这些技术参数会 直接影响汽车的操控性和稳定性。
汽车电动助力转向系统发展综 述
01 摘要
03 主要内容
目录
02 引言 04 参考内容
摘要
本次演示主要介绍了汽车电动助力转向系统的发展历程、基本原理、设计制造 方法、优缺点以及未来发展趋势。关键词：汽车电动助力转向系统，设计制造， 优缺点，未来发展。
引言
随着汽车工业的不断发展，汽车电动助力转向系统逐渐成为现代汽车的重要组 成部分。相比于传统的机械转向系统，电动助力转向系统具有更加灵活、精确 和高效的优点，因而在现代汽车中得到了广泛应用。本次演示将从汽车电动助 力转向系统的分类和原理、设计制造方法、使用效果和优缺点以及未来发展趋 势等方面进行详细阐述。
汽车转向系统综述
汽车转向系统综述摘要：转向系统是汽车不可或缺的组成部分，对汽车的性能有很重要的影响。
首先，本文阐述了国内外汽车在转向系统技术上的不同以及各种转向系统的工作原理及优缺点，其次，介绍了少量汽车中的转向系统（电控液压助力系统和传统机械转向系统）。
最后，展望了汽车转向系统未来的发展方向。
关键词：转向系统；液压助力；电动助力，机械助力。
Abstract: the steering system is an indispensable part of car, the car's performance to be an important influence. First of all, the paper expounds the car at home and abroad in the steering system of technical different and various steering system and working principle of the advantages and disadvantages, and secondly, this paper introduces a small car in the steering system (electronically controlled hydraulic power system and the traditional mechanical steering system). Finally, prospect for automobile steering system of the future development direction.Keywords: steering system; Hydraulic power; Electric power, mechanical power.0 引言转向系统是汽车不可或缺的组成部分，对汽车的性能有很重要的影响。
汽车转向系统综述
汽车转向系统概述摘要本文简述了汽车转向系统在国内外的发展，经历了机械转向、液压助力转向、电控液压助力转向、电动助力转向系统四个阶段的发展的汽车转向系统已经相对成熟，探讨了汽车转向系统的发展趋势。
提出了通过控制信号解决方向盘与转向轴之间的联系问题，省略去方向盘与转向轴的机械连接装置，使汽车转向有更好的灵活性，更好的稳定性，轻便省力，并发现了系统中不够成熟和有待解决的问题。
关键词：助力转向；液压助力转向；电动助力转向AbstractThis article describes the steering system's development at home and abroad. The steering system experienced a mechanical steering, hydraulic power steering, electric hydraulic power steering and electric power steering four stages. Automotive steering system has been relatively mature. And the article explores the steering system trends. It proposed by the steering wheel and shift control signals to resolve the linkage between the axes, omitted to steering wheel and steering shaft of the mechanical connection device. It can make the car turn better flexibility, better stability. And I found that the system is not mature enough and the problems to be solved.Key Words: power steering; hydraulic power steering；electric power steering引言汽车转向系统的发展经历了传统的机械转向、液压助力转向、电控液压助力转向、电动助力转向系统四个阶段。
- 1、下载文档前请自行甄别文档内容的完整性，平台不提供额外的编辑、内容补充、找答案等附加服务。
- 2、"仅部分预览"的文档,不可在线预览部分如存在完整性等问题,可反馈申请退款(可完整预览的文档不适用该条件!)。
- 3、如文档侵犯您的权益，请联系客服反馈,我们会尽快为您处理(人工客服工作时间：9:00-18:30)。
文献综述
汽车转向是通过驾驶者转动方向盘，经过转向系统提供的操纵力以改变车轮角度来实现。
助力转向是一种为了减轻驾驶员的操纵力而设有主力机构的转向装置。
为方便驾驶员易于操纵转向系，动力转向已经成为汽车的标准装备。
黄蓉清认为：汽车汽车转向系统大致经历了无助力的纯机械转向(MS)、有液压助力的液压助力转向(HPS)、随车速改变助力大小的电控液压助力转向(ECHPS)、由电动机直接驱动转向油泵的电动液压助力转向(EHPS)、纯粹靠电动机提供助力的电动助力转向(EPS)、可变传动比转向系统(VGRS)等发展历程。
专家们预测,未来汽车转向系统的发展趋势是线控转向(SBW),即取消方向盘与转向车轮之间原有的机械连接,而改用控制信号代替的一种电动转向系统。
（电动助力转向的原理和发展，华南理工大学汽车工程学院，广东广州510640，黄蓉清，向铁明，许迎东）。
电子助力转向系统的发展是朝着EPS的方向发展的，未来汽车配置中将必不可少的拥有电子助力转向系统，对司机的安全驾驶起到协助作用。
李国洪（电动助力系统控制单元的设计，天津理工大学，天津市复杂系统控制理论及应用重点实验室，天津300384）做出论断：在电动助力转向系统中，电子控制单元是整个系统的控制核心，也是驾驶系统的主要工作，电子控制单元设计要实现的主要功能如下：
（1）采集方向盘扭矩信号和车速信号，并将其转化为DSP可以接收、处理的信号。
（2）根据控制要求，确定助力特性，将扭矩值换算成为电机提供的目标电流值。
（3）设计合适的驱动电路，将DSP的输出信号提供给直流助力电机。
（4）跟踪目标电流形成闭环控制，保证实际电流和目标电流的误差不超过允许范围.
（5）对系统进行监控和保护，保证系统正常工作。
电动助力系统控制单元的设计是重中之重，对于控制单元的设计，我会尽力于老师沟通，毕竟控制单元一步错步步错，对于控制单元我细心加谨慎，来认真完成。
郝金魁认为（电动助力转向系统驱动电路的设计，石家庄铁道学院机械工程分院，2006-09-11，郝金魁，张超风）：电动助力转向系统的硬件电路主要包括以下模块：
MC9S12DP256 微控制器、电源电路、信号处理电路、直流电机功率驱动模块、故障诊断模块与显示模块、车速传感器、扭矩传感器、发动机点火信号、电流及电流传感器等接人处理电路, 另外还有电磁离合器等。
EPS 系统的硬件逻辑框架如图2 所示。
驱动程序的决定着我的设计是否可以完美进行，所以在编程这一部分，我要与同学充分交流，互学互问，共同进步。
周延明（电动助力转向系统及其关键技术，株洲易力达机电有限公司EPS 研究院，湖南株洲412002）认为：电动助力转向与转向轻便性、路感以及舒适性和安全性密切相关，该系统的关键技术包括以下两个方面：1、助力特性：助力特性是指助力随汽车运动状况（车速和转向盘手力）变化而变化的规律。
对电动助力转向，助力与直流电动机电流成比例，故课采用电动机电流与转向盘力矩，车速的变化关系曲线来表示助力特性。
2EPS系统控制算法是系统控制性能的关键：EPS控制关键是如何确定电动机目标电流和诶和跟踪电机驱动电流，并根据目标电流对其进行实时调整控制。
查阅如此多的文献，我对电子转向系统做了充分的认识，我会很充分地运用如此多的文献知识，努力做好自己的毕业设计。