文献翻译-汽车电动助力转向系统发展综述
汽车助力转向文献综述
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。
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。
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汽车电动助力转向系统（Electric Power Steering，EPS）是一种利用电动机驱动的辅助转向系统，通过电子控制单元（ECU）对电动机进行控制，以提供相应的转向力。
相比传统液压助力转向系统，EPS系统具有更快的反应速度、更高的能效和更好的可调性。
本文将从EPS系统的发展历程、工作原理和优势等方面来探讨汽车电动助力转向系统的发展。
汽车电动助力转向系统最早可以追溯到20世纪70年代，当时主要是为了提高驾驶舒适性而引入的。
而随着电子技术和电动机技术的不断发展，EPS系统逐渐成为了汽车领域的研究热点。
特别是在21世纪初，EPS系统开始逐渐取代液压助力转向系统，成为了新一代汽车助力转向系统的主流。
汽车电动助力转向系统主要由电动助力转向机构、电子控制单元（ECU）、转向传感器和转向力传感器等组成。
在转向过程中，车辆的转向操作通过转向传感器转化为电信号，经过ECU处理后，输出给电动助力转向机构，电动助力转向机构则产生相应的转向力。
整个过程实现了驾驶员的转向意图和车辆的实际转向行为之间的转换。
与传统液压助力转向系统相比，汽车电动助力转向系统具有以下优势。
EPS系统可以根据驾驶员的需求提供不同的转向力，提高了转向的稳定性和可调性。
EPS系统通过电子控制单元对电机进行精确控制，使得转向更加精准和灵活。
EPS系统没有液压助力转向系统的泄漏和污染问题，更加环保和可靠。
EPS系统由于采用了电动机，能够根据车速的不同自动调整转向力的大小，提高了能效。
EPS系统的响应速度更快，可以在瞬间提供所需的转向力。
随着汽车技术和电子技术的发展，EPS系统也在不断演进和更新。
目前，EPS系统已经可以实现自适应转向力调节、主动防侧移、纠偏保持和自动泊车等功能。
还有一些新的技术在不断应用于EPS系统中，例如电磁轮边转向系统、无杆电动助力转向系统和双电机电动助力转向系统等。
汽车电动助力转向系统是汽车发展的一个重要方向，具有更好的转向稳定性、可靠性和能效。
中英文文献翻译-电动助力转向系统
附录A 外文文献Electric Power Steering system1.HistoryIn automobile development course, Steering system experienced four stages of development: from the initial mechanical Steering system (for your DNS setting Steering, abbreviation ) development for Hydraulic Steering system (Hydraulic Power Steering, abbreviation HPS), then again appeared electronically controlled Hydraulic Steering system (Electro Hydraulic Power Steering, abbreviation EHPS) and Electric Power Steering system (Steering, room Power as EPS). Assemble mechanical steering system of car parking and low-speed driving, when the driver's steering control burden too heavy, in order to solve this problem, the American GM in the 1950s took the lead in the car hydraulic steering system. But, hydraulic steering system can't juggle vehicles to speed portability and high speed, so the steering stability Koyo in Japan in 1983, with the company introduced the application of speed sensing function of hydraulic steering system. This new type of steering system can provide speed increased with the decreasing steering, but complicated structure, cost is higher, and cannot overcome hydraulic system itself has many shortcomings, is a cross between a hydraulic steering and electric power steering the transition between the products. In 1988, Japan Suzuki company first in small cars equipped with Cervo Koyo company development on the steering column, power type electric power steering system; In 1990, Japan Honda NSX in sports car company adopted self-developed rack power type electric power steering system, henceforth unveils the electric power steering in cars applications history2.Working principleElectric power steering system are as follows: first, the working principle, torque sensor measured on steering wheel drivers on the manipulation of the moment, the wheel speed sensors detect the vehicle driving speed, then present the two signals to ECU; According to the built-in control strategy: ECU, calculates the ideal target booster torque, into current instructions to motor; Then, the power generated by the torque motor slowdown institutions amplification on steering system in mechanical manipulation of the moment, and the driver together to overcome resistance torque, realize to the vehicle steering.3. Working processElectric power steering system as traditional hydraulic system alternative products has entered into the auto manufacturing. And had predicted instead, EPS not only applicable to small cars, and some for 12V medium vehicle installed electric system.EPS system includes the following components:The torque sensor: detection steering wheel motion and vehicle motion situation;Electronic control units: according to provide the torque sensor the size of the signal computing power;Motor: according to the electronic control units; turn power output value generation Reduction gear: improve motor power, and produce turn it sends to steering mechanism.Other vehicle system control algorithm input information is provided by the car CAN bus (for example steering Angle and bus speed, etc.). Motor drive also need other information, such as motor rotor position and the three-phase motor sensor (current sensor provided). Motor control by four MOSFET, due to micro controller cannot direct drive of large gate capacitance, MOSFET using drive IC form needed the interface, for safety, complete motor control system must implement monitoring, motor control system integration in PCB, usually contains a relay, the relay use, as the main switch under the condition of the fault detection, disconnect motor and electronic control units.Micro control device must control EPS system and have brushless motor. Micro control device according to the torque sensor provide needed the steering wheel torque information, forming a current control loop. In order to improve the security of the system level, the micro control device should have an on-board oscillator, so even in external oscillator malfunction case, also ensure micro control device performance, also should have chip watchdog. Infineon XC886 integration of the company all the important micro control device component, other safety features for through the software to realize, if must implement safety standards IEC61508 industries, you have to finish all kinds of diagnosis and self-inspection task and increase micro control device work load. At present different customers use of torque sensor and rotor position sensor difference is very big. They use different measuring principle, such as decomposing machine, magnetic resonance device, based on the integration of giant magnet or stance sensor.The role of power levels is switch electric current. The power level has two main functions: drive IC control and protection MOSFET, MOSFET itself and to be responsible for switch currents. MOSFET and partition.Micro control device PWM output port provides driver current and voltage is too low, can't directly connected with MOSFET screen realization. Drive IC role is to provide enough current, the grid to charge for MOSFET, so that in the and discharge 20kHz conditions, and ensure the normal realization switch for discretion side provides the high bar source voltage MOSFET, ensure that you get the low conduction resistance. If the high side MOSFET in open state, to source potential close battery level. Want to make MOSFET arrived at nominal conduction resistance, gate to higher than 8V source voltage. MOSFET completely conduction needed the most ideal voltage is required, therefore 10V or above a grid of potential than battery voltage 10V is higher. Charge pump is to ensure that the function to the largest extent reduce MOSFET power (even if low battery voltage conditions) circuit.The other key charge pump design according to different characteristics that can be PWM pattern request, achieve extremely low (low to 1%) and high rate of 390v (high to 100%). Drive IC another important function is testing, avoid damage to short-circuit mosfets, affected MOSFET will be closed, diagnosis submitted to micro control device.附录B 外文文献的中文翻译电动助力转向系统1.发展历史在汽车的发展历程中，转向系统经历了四个发展阶段：从最初的机械式转向系统（Manual Steering，简称MS）发展为液压助力转向系统（Hydraulic Power Steering，简称HPS），然后又出现了电控液压助力转向系统（Electro Hydraulic Power Steering，简称EHPS）和电动助力转向系统（Electric Power Steering，简称EPS）。
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。
汽车电动助力转向系统的发展
汽车电动助力转向系统的发展汽车电动助力转向系统是汽车科技领域的一项重要技术发展，它的出现极大地提高了汽车的操控性和驾驶舒适度。
在汽车行驶过程中，转向系统是非常重要的部件，它直接影响着车辆的操控性和安全性。
而传统的液压助力转向系统存在着高能耗、响应速度慢等问题，电动助力转向系统的出现被视为该领域的一次重大革新。
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方向三个方面对该技术进行全面剖析。
一、发展历程汽车行驶过程中，驾驶员需要通过方向盘的转动来控制车辆的行驶方向。
在车辆制动、转向、起步等操作中，液压助力转向系统为驾驶员提供了很大的便利。
随着汽车工业的发展和对汽车性能要求的不断提高，传统的液压助力转向系统逐渐暴露出了一些问题，如能耗高、响应速度慢、维护保养困难等。
人们开始寻求一种替代方案来提高转向系统的性能。
1990年代初，电动助力转向系统开始逐渐出现在市场上。
电动助力转向系统的出现颠覆了传统的液压助力转向系统，它通过电动机和传感器的配合，利用电力来提供辅助转向力，从而更加高效地满足车辆操控的需求。
由于电动助力转向系统的响应速度更快、能效更高、维护更方便、集成度更高等优点，逐渐被众多汽车制造商所采用，成为当今汽车转向系统的主流技术。
二、技术特点1. 高效能电动助力转向系统利用电动机的动力来提供辅助转向力，相较于传统的液压助力转向系统，其能耗更低，效率更高。
在电动助力转向系统中，电动机作为动力源，能够根据车速、方向盘转角等参数动态调整转向力的大小，使得转向更加轻松自如。
2. 响应速度快电动助力转向系统中的传感器能够实时监测车辆的状态，并将数据传输给控制系统，通过对电动机的精准控制，使得转向系统的响应速度得到了极大的提升。
在紧急情况下，能够更快地为驾驶员提供转向支持，提高了行驶的安全性。
3. 配置灵活相较于传统的液压助力转向系统，电动助力转向系统的传感器和电动机能够更加灵活地配置在车辆的不同部位，便于实现对转向力的精准控制。
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汽车电动助力转向系统是一种通过电力系统控制汽车转向的技术，可以减少驾驶员的劳动强度，提高驾驶的安全性和舒适性。
随着汽车电动化技术的发展，电动助力转向系统在汽车行业中的应用得到了广泛的关注和应用。
本文将从发展历程、技术原理和应用前景等方面详细讨论汽车电动助力转向系统的发展。
一、发展历程在1990年代初期，汽车制造商开始尝试使用故障检测测试仪来检测电动助力转向系统的故障。
此外，汽车电动助力转向系统还开始拥有了更多的功能，例如在高速行驶中对方向盘操作的调节和自动起步和加速的控制功能，这些功能通过电子控制单元实现。
在2000年之后，汽车电动助力转向系统经历了大量的升级和改进。
目前，许多汽车制造商已经开始采用了更高级的技术来改善汽车电动助力转向系统的性能和稳定性。
二、技术原理汽车电动助力转向系统是通过电机带动转向泵实现助力转向的。
电机由车辆的电瓶供电，在驾驶员转动方向盘时，电控单元接收到转向方向和大小的信号后，对电机进行控制，使转向泵输出适当的油压来帮助转向。
汽车电动助力转向系统的核心部件是电子控制单元，它能够根据车速和驾驶员的转向操作，自主控制助动力的大小和响应速度。
此外，电子控制单元还可以对转向力矩进行检测和调节，实现更加平稳和精确的转向感受。
三、应用前景汽车电动助力转向系统的应用前景非常广阔。
随着汽车电气化和智能化的快速发展，汽车电动助力转向系统已经成为汽车制造商竞相研发和应用的重要技术之一。
同时，汽车电动助力转向系统的创新应用也是不断涌现的。
例如，一些制造商开始应用机器学习技术来自适应驾驶员的驾驶习惯，进一步提高转向系统的性能和驾驶体验。
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。
新型汽车动力转向技术发展综述
新型汽车动力转向技术发展综述摘要：转向系统是人—车交流的界面。
随着汽车技术的发展，汽车转向系统的功能也由原来单纯减轻驾驶员的驾驶疲劳转变为主动干预驾驶员转向行为，实现辅助驾驶或智能驾驶，以准确实现驾驶员的转向意图或使汽车按照理想轨迹转向。
通过分析电动助力转向系统、主动转向系统、差速助力转向系统和智能转向系统的转向原理及实现方式，获取其研究方法及技术路线，为今后各种转向系统的开发研究及性能优化奠定基础。
关键词：电动助力转向；主动转向；线控转向；差速助力转向；智能转向中图分类号：u461.4文献标文献标志码：a文献标doi：10.3969/j.issn.2095-1469.2012.06.01作为人—车交换界面的转向系统，其性能的好坏直接影响着汽车的操纵稳定性、驾驶舒适性和行驶安全性。
作为汽车研发人员，始终在为转向系统的性能改善不懈努力，希望能够使转向系统按照驾驶员的意图工作或者按照理想的转向轨迹进行主动干预。
转向系统从传统的纯机械式转向系统发展到动力转向系统，随后出现新型的主动转向系统、差速助力转向系统，一直到未来的智能转向系统，转向性能也由开始解决驾驶员的驾驶疲劳到如今的智能辅助驾驶。
虽然这些转向系统中的部分已经成功应用于实际生产，但是由于设计理念较为新颖，科研人员还在不断地对其机械结构、控制方式等进行改进设计。
因此，有必要对当今新型转向系统进行系统研究，为今后开发新型转向系统和优化性能奠定基础。
1 电动助力转向系统电动助力转向系统（electric power steering system，eps）是继液压助力转向系统后产生的一种动力转向系统，它依靠电动机提供辅助转矩，通过控制电动机电流的大小和方向，来调节电动机助力的大小和方向，从而同时满足汽车低速转向轻便性和高速转向路感的要求[1]。
电动助力转向按照助力电机的安装位置不同可分为：管柱式电动助力转向系统（column-assist type eps，ceps）、齿轮式电动助力转向系统（pinion-assist type eps，peps）、齿条式电动助力转向系统（rack-assist type eps，reps）3种结构型式[2]。
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
汽车电动助力转向系统是一种辅助驾驶的新型技术，它将电动机作为动力源，通过转换转向动力的方式起到辅助驾驶的作用。
在汽车技术的发展历程中，电动助力转向系统也经历了多年的发展和演变，其功能也越来越强大，应用范围也越来越广泛。
早期的汽车电动助力转向系统主要采用液压助力器工作原理，利用液体的流动来辅助转向。
然而，这种技术有着油泵噪音大、维护成本高等缺点，同时也存在着液体泄漏和渗漏等危险。
因此，该技术在汽车行业中逐渐被淘汰，被替代的是全电动式助力转向系统。
目前的全电动助力转向系统采用电动机作为动力源，通过驱动刻度轮马达的工作来达到对转向方向盘力矩的控制。
与液压式助力转向系统相比，电动助力转向系统无噪音、灵活性好、响应速度快、稳定性强等优点，是一个更加安全可靠的技术。
随着科技的不断进步和汽车制造技术的不断革新，汽车电动助力转向系统也在不断的发展和完善。
未来的汽车电动助力转向系统将更加智能化，通过引入传感器和控制算法等先进技术，可以实现智能化感知和自动控制。
同时，系统设计也越来越轻量化和模块化，以满足市场对节能环保和轻量化的需求。
总体来说，汽车电动助力转向系统是汽车工业发展中的一个重要领域，其所具备的性能和功能优势，将进一步推动汽车行业向着更加自动化、智能化和环保化的方向发展。
转向系统的发展外文文献翻译、中英文翻译、外文翻译
的动态特征时,以低段参数效果不是很好,如果没有,目标车辆液压系统也必须在发动机驱动。
因此,能源消耗,增加燃料发动机,现有的液压油泄漏问题应该不仅污染环境,而且容易影响其他组件。
针对低温,液压系统性能很差。
近年来,随着电子技术的广泛应用,转向系统也越来越多的使用电子设备。
因此,变成使用电子控制系统出现相应的电动液压助力转向系统。
电动液压动力转向系统可以分为两类:电动液压操舵系统(电液压动力(EHPS)和电动液压转向电子控制转向(液压动力转向)。
电动液压操舵系统在液压动力系统的基础上开发的液压增压系统,不同的是,电动液压系统液压系统的电源,但不是由汽车发动机汽车驱动液压系统,节约能源,降低发动机油耗。
电动液压操舵装置是在传统的液压助力系统的基础上开发,所不同的是,电动液压操舵系统,电子控制设备增加。
电子控制单元可以根据转向速度,速度的汽车液压系统的操作参数,改变液压增压速度不同的大小,从而实现变化,动态特征。
但根据电机驱动液压系统,反过来,电机停止转动,从而减少能源消耗。
虽然电动液压动力转向液压操舵系统克服了缺点。
但由于液压系统的存在,它的存在液压油泄漏问题,和电动液压助力转向系统,介绍了电机驱动系统更复杂,成本和可靠性。
为了区别电动液压转向系统、电动助力转向系统电动助力转向(EPS)。
现在应该知道各种各样的转向系统,最大的区别在于电动助力转向系统没有液压系统。
最初由液压操舵系统的电动机。
电动助力转向系统一般由扭矩传感器和微处理器、电机、等的基本原理是:当司机将方向盘驱动轴旋转,安装在转动轴的扭矩传感器和扭矩信号到电信号微处理器,微处理器基于其他车辆运行速度和扭矩信号的参数,根据治疗的程序集电力汽车助推器方向和大小的助推器。
自1988年以来,第一次在日本铃木Cervo汽车装备转向系统、动力转向系统被广泛承认的人。
转向系统主要体现在以下方面:动力转向系统可以提供不同在不同速度下的动态特性。
低,方向盘,增加更多的光,在高速转向减少,甚至为了提高道路增加潮湿。
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汽车电动助力转向系统是指利用电动机和控制装置来辅助驾驶员转动方向盘的系统。
它在汽车上的应用已经有几十年的历史，经过不断的发展和创新，逐渐取代了传统的液压助力转向系统，成为现代汽车的标配之一。
本文将对汽车电动助力转向系统的发展进行详细的介绍和分析。
20世纪60年代初，汽车电动助力转向系统开始在一些高档车型上出现。
这些早期的系统主要采用电动马达直接连接到方向盘上，通过驱动方向盘的转动来提供转向力矩。
这种系统的优点是简单可靠，但缺点是效率低下，电动马达的功耗较大，且在高速转向时容易出现过劲的情况。
随着技术的进步，20世纪80年代中期，电动助力转向系统开始采用了控制装置来控制电动马达的输出。
这样的系统能够根据驾驶员的转向力矩需求来自动调整电动马达的输出力矩，从而提高转向的舒适性和稳定性。
这种系统的优点是能够根据不同的驾驶条件和驾驶员的需求来调整转向力矩，使驾驶更加轻松和舒适。
传统的电动助力转向系统仍然存在一些问题。
它们的功耗相对较大，对电池的能量消耗较多。
它们的输出力矩难以精确控制，容易出现过劲或不够力的情况。
它们往往需要较大的体积和重量，对车辆的整体性能和操控性有一定的影响。
为了解决这些问题，近年来出现了一种新型的电动助力转向系统，即电子助力转向系统。
电子助力转向系统采用了电子控制装置和电机执行器来控制转向力矩的输出。
相比传统的电动助力转向系统，电子助力转向系统具有更高的效率、更精确的控制和更小的体积和重量。
目前，电子助力转向系统在汽车上的应用已经非常广泛。
它不仅广泛应用于高档车型，也逐渐在中低档车型上得到推广。
随着自动驾驶技术和电动汽车的快速发展，电子助力转向系统也将面临新的挑战和机遇。
未来，我们可以预见，电子助力转向系统将进一步发展和创新，为汽车驾驶提供更加智能、舒适和安全的转向体验。
汽车转向系统的历史外文文献翻译、中英文翻译、外文翻译
汽车转向系统的历史汽车转向系统在车辆系统中是最基础的系统，驾驶员通过方向盘操纵和控制汽车的行驶方向，从而实现了他的行驶意图。
100多年里，汽车行业中机械和电子技术的发展。
如今，汽车已经不是纯粹的机械，它是机械、电子和其他材料等的综合产品。
汽车产业的转向系统的发展，经过了漫长的变革。
传统的转向系统是机械转向系统，汽车的方向盘通过试点，通过这样一系列的机械零件使方向盘实现偏转，从而实现转向的控制。
由于在20世纪50年代，液压助力转向系统在汽车上的应用，标志着转向系统又进入一个新的开始。
汽车转向系统的动力源从人力转变为液压助力转向。
转向系统增加了液压助力器，高压钠灯（液压助力转向）是基于机械和液压系统。
液压系统和发动机，发动机开始时一部分是汽车发动机的功率，另一部分的功率是液压系统的动能。
由于其工作可靠，成熟的技术已被广泛使用。
转向系统的主要特点是流体的压力，减少驾驶员在方向盘的支持，提高了转向灯和自动运行的稳定性。
但同时，也有一些液压动力系统的缺陷。
针对汽车设计和制造，完成后的车辆转向动态特性无法改变。
其直接后果是，在低功率时汽车的部分的动力特性可以得到很好的发挥，但在高速期间有良好的方式来检测，因为是不可调整的动力特性，没有更好的方式驱动，当动力学特征高功率时，而不是非常善于低段的效果好。
如果没有看准车辆的液压系统，还必须是发动机驱动。
因此，能源消耗提高燃油发动机，现有的液压油泄漏问题不仅污染环境，容易到其他组件，针对气温低，液压系统的性能较差。
近年来，随着电子技术的广泛应用，转向系统也越来越多地使用电子设备。
变成电子控制系统，因此，相应的出现了电动助力转向系统。
电液动力转向可以分为两大类：电动液压转向系统（电液压动力 - EHPS）和电动液压转向，电控ECHPS转向（液压助力转向）。
电动液压助力转向系统是在液压系统的液压助力系统的发展的基础上，不同的是，在液压系统动力源的电动液压动力系统，但不是由汽车发动机电机驱动液压系统，节约能源和减少发动机的燃料消耗。
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汽车电动助力转向系统的发展可以追溯到20世纪70年代，当时最先引入这一技术的是一些高档豪华汽车品牌。
该技术的初衷是为了降低驾驶员转动方向盘所需的力量，提供更轻松和舒适的驾驶体验。
最早的电动助力转向系统采用了电动液压助力装置，通过电动泵将油液压送到助力行程器，从而产生辅助力量。
这种系统能够根据驾驶条件和车速自动调整助力力量的大小，有效地提升了转向灵活性和稳定性。
随着科技的不断进步，电动助力转向系统也在不断演进和完善。
新一代的系统采用了电动助力转向柱和传感器，通过感知驾驶员的转向力度和方向，实时调整助力力量。
这种系统具有更高的精确度和可靠性，能够更好地满足驾驶员的需求。
在近年来，随着电动汽车和智能化技术的快速发展，电动助力转向系统不断向着更高级的方向发展。
一些新兴汽车品牌开始采用电动助力转向系统的电机直接安装在转向机构中，能够更精确地控制转向力量和转向角度。
一些智能化功能也被加入到电动助力转向系统中，如自动泊车和车道保持辅助，进一步提升了驾驶的便利性和安全性。
除了上述的演进，电动助力转向系统的发展还面临一些挑战。
电动助力转向系统的高档化和智能化使得其成本较高，限制了其在低档车型中的普及。
电动助力转向系统的集成性和可靠性也需要不断提升，以满足汽车的长时间使用要求。
随着自动驾驶的发展，电动助力转向系统还需要能够与其他自动化系统进行协同，以实现更高级别的自动化驾驶。
尽管面临一些挑战，电动助力转向系统的发展前景依然广阔。
随着科技的不断进步和下游产业链的完善，电动助力转向系统的成本将进一步降低，使得其在更多车型中得到应用。
随着对驾驶体验和安全性要求的提升，电动助力转向系统将会继续向着更高级、更智能的方向发展，为驾驶员提供更好的驾驶体验。
文献翻译—汽车转向系统的发展
附录附录A 英文文献Along 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 changed, the hydraulic pressure boost from the traditional machinery changes (Hydraulic Power Steering, is called HPS), the electrically controlled hydraulic pressure boost changes (Elect ric Hydraulic Power Steering, is called EHPS), develops the electrically operated boost steering system (Elect ric 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 relativeweak, 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 the hydraulic pressure steering system and the electrically operated steering system 2 kinds.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 theportability 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 and the 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 mo tor 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 and Siemens Automotive two big companiesinvested 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 three million 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 a hand–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 or rear–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 a hydraulic-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 vehicletype, 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.附录B 文献翻译随着汽车电子技术的迅猛发展,人们对汽车转向操纵性能的要求也日益提高。
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的发展
汽车电动助力转向系统的发展汽车电动助力转向系统（Electric Power Steering, EPS）是指通过电动机替代传统的液压系统或机械系统来提供转向力的一种技术。
这一技术的发展历程可以追溯到上世纪90年代初，随着电子技术和汽车工程的发展，汽车电动助力转向系统逐渐成为现代汽车行业的重要技术之一。
在传统的液压助力转向系统中，通过液压泵将发动机输出的动力转化为液压能，再通过液压缸将液压能传递给转向机构，从而实现转向力的增幅。
这种系统的好处是转向力矩大，转向感觉清晰，但是由于液压泵和液压缸的存在，造成了系统的体积、重量和能耗都相对较大。
相比之下，汽车电动助力转向系统通过电机直接提供转向力，不需要液压液和液压泵、液压缸等液压元件，从而使得整个系统的体积和重量都大大减小，同时也降低了系统的能耗。
电动助力转向系统还可以通过改变电机的工作方式，实现不同底盘的操控特性调校，提升整车的稳定性和操控性能。
第一阶段是早期的电子助力转向系统（Electronic Power Assisted Steering, EPAS），这一阶段的电助力转向系统主要是通过电机提供转向力矩，但是由于当时电机功率和控制技术限制，转向力矩相对较小，无法满足大型车辆和高速行驶的需求。
第二阶段是中期的电动助力转向系统，通过电机的功率提升和控制技术的改进，转向力矩得到了显著增强，可以满足更多车型的需求。
为了提升操控性能，一些电动助力转向系统开始引入了转向力矩补偿和主动回馈技术，使得驾驶员可以更加清晰地感受到车辆的转向情况。
第三阶段是现代化的电动助力转向系统，随着电子技术的迅猛发展和电机技术的不断突破，电动助力转向系统在转向力矩、响应速度和稳定性方面取得了巨大的进步。
现代化的电动助力转向系统采用了多级齿轮系统，使得转向力矩更加平稳可控，同时还引入了主动力矩补偿和主动回馈技术，提升了驾驶的舒适性和操控性能。
为了满足不同车辆和驾驶条件下的需求，现代化的电动助力转向系统还可以通过电机参数的调整和控制策略的优化，实现不同操控特性的调校。
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汽车工业的不断发展，车辆的安全性能也成为了消费者最为关注的问题之一。
汽车电动助力转向系统的出现，能够最大程度地提高车辆的操控性和安全性能，因此受到市场的青睐。
本文将从以下几个方面探讨汽车电动助力转向系统的发展。
汽车电动助力转向系统是一种通过电动机驱动液压泵，从而控制液压系统对转向系统的帮助力的自动化系统。
它不仅可以降低驾驶人员操作转向的难度，更可以提高车辆的操控性和安全性能。
1. 初期发展阶段在汽车电动助力转向系统的发展初期，电动助力转向系统主要基于传统的油压式液压助力转向系统，通过在液压助力转向系统中增加电动机齿轮泵或直接拖动液压泵的方式来驱动转向助力泵压力，从而产生转向助力。
该系统的优点是转向助力足、稳定性强，缺点是成本较高且比较复杂。
随着科技的不断进步，汽车电动助力转向系统也在不断升级。
现代化的汽车电动助力转向系统主要采用了液压泵与电动机一体化的设计形式，通过电动机控制螺杆泵的转速和方向来改变液压泵的排量和方向，实现转向助力。
这种结构紧凑、机械振动小、噪音低，运行效率更高、更节能，也更符合环保要求。
现代汽车电动助力转向系统已不仅仅是简单的转向助力系统，而是集成了多种传感器及控制单元，能够通过对驾驶员行为、车速、路况及车辆状态等进行实时监测，并根据实时数据自动调节转向助力力度，提高车辆的操控性和安全性能。
此外，智能化的汽车电动助力转向系统还能提供主动安全预警和自动驾驶等功能，使车辆更加接近人工操作水平。
未来，汽车电动助力转向系统将越来越智能化，传感器及控制单元的数量将越来越多，能够实现更加准确、稳定及优质的转向助力控制。
此外，无人驾驶技术的推广将不断加速，汽车电动助力转向系统将不断成为自动驾驶技术中的重要组成部分，更多的车辆将逐渐实现自动驾驶，未来的汽车将不再是简单的运输工具，而是智能与人工智能相结合的科技产品。
总之，汽车电动助力转向系统的发展，将和自动驾驶技术一样，为我们未来的驾驶生活带来更多的便利和安全。
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。
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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。
Present 4 types of EPS system are based on rack-and pinion steering system,The installation position according to power motors can be divided into different:Type booster steering、Small gear power type、Double small gear power type and Rack power type。
The steering the instrumentality of motor power type EPS installed in the steering,Motor power torque through increased after worm worm gear deceleration in the steering directly added twist。
Its advantage is motor can be installed in any position hacking,Relative to other several types minimum cost;The drawback to motor torque ripple effects of driver feel bigger。
The drawback to motor torque ripple effects of driver feel bigger,The instrumentality of torque motor added in small gear axle directly。
Advantage: rigid, steering road to feel strong。
Double pinion steering rack boosts type EPS are installed on two small gear, A small gear and steering plate connected, power motors through another pinion and rack meshing, provide power for rack. Advantage: can provide relatively large pow.1.2EPS system meritEPS system and the traditional hydraulic power steering system has the following advantages compared（1)EPS in various riding condition can provides the best efforts。
In the car or parking at Treasury and low-speed steering provide enough power for the driver，In high-speed steering made drivers have good road feeling，And reduce caused by pavement of rough disturbance of steering system，Improving auto steering characteristics。
（2）Improve the car fuel economy，Urban conditions can improve fuel economy.(3) the average 5%, saving fuel 3. EPS system only when the vehicle steering only provide power, U nlike traditional hydraulic power steering system even in don't turn,Pumps have been running.（3）EPS system structure is compact, parts, convenient in installation and smaller number to assemble, enhanced the labor productivity due to tell the packed in engine pulleys and oil pump, set aside of the space can be used to install other parts of FIAT Punto production company adopted DELPHI company developed the electric power steering system, loading time reduced around 80 percent.（4）EPS system cancelled hydraulic loop, there is no oil leakage and oil leakage problem, reduce the pollution to the environment, and save a lot of steering oil.（5）EPS system has the function of self diagnosis, convenient in maintenance and maintenance.（6）EPS system has good low temperature performance, even in 40 environment, EPS system also can work very well, has higher reliability and safety.（7）EPS system's biggest advantage is the performance of the whole system can not changing the system structure of the cases, by changing the system control strategy of programming realize, in order to meet different models and different driving feel the need, greatly reduced the development cost and improve the efficiency of development.2 EPS System Key ComponentsEPS system key components Angle sensor are mainly torque sensor speed preach 2.1 Corner Sorque SensorSensors for real-time detection of steering Angle rotation direction and steering disk disk position，The torque sensor for real-time detection steering dish torque size，And will signal transmission to EPS system of electronic control unit (ECU)。
Corner the torque sensor precision problem decided the electric power steering system performance and reliability，Accelerate development research performance reliable, low-cost corner torque sensor is very important，T he cost of the sensor is restricted by the electric power steering system one of the main factors market.2.2 Speed SensorThe wheel speed sensors used to measure the size of the average speed speed sensor using electromagnetic induction sensor installation on the sensor in gearbox according to the change, the main speed pulse vice two system signals to ECU, because this was two system, therefore the signal reliability improved2.3 Power MotorsPower motors is EPS system actuators, and help motor characteristics directly affect the EPS system to control the ease or drivers handle EPS system for power motors are basic requirements of the high reliability should be, big power, low noise and vibration, low friction torque, small volume and weight; Can turn in blocking next output torque; good m echanical properties, in the process of operation, as far as possible to small torque ripple; The small inertia should as far as possible; Should be able to fast reverse current EPS system the instrumentality of permanent magnet dc motor are usually motive brushless dc motor and switched reluctance motor dc have brush motor mature technology, controller, low cost, but simple existing wear easily power dense brush Spark, need not often maintenance and high efficiency and power density under。