液压助力转向试验台设计外文翻译Word下载.docx
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二〇一五年三月
DevelopmentofControlledElectricMotor-DrivenPumpTypeHydraulicPowerSteeringSystem
Y.ObataY.TeramaeK.Yamamoto
Inautomobiledevelopmentcourse,Steeringsystemexperiencedfourstagesofdevelopment:
fromtheinitialmechanicalSteeringsystem(foryourDNSsettingSteering,abbreviationMS)developmentforHydraulicSteeringsystem(HydraulicPowerSteering,abbreviationHPS),thenagainappearedelectronicallycontrolledHydraulicSteeringsystem(ElectroHydraulicPowerSteering,abbreviationEHPS)andElectricPowerSteeringsystem(Steering,roomPowerasEPS).Assemblemechanicalsteeringsystemofcarparkingandlow-speeddriving,whenthedriver’ssteeringcontrolburdentooheavy,inordertosolvethisproblem,theAmericanGMinthe1950stooktheleadinthecarhydraulicsteeringsystem.Buthydraulicsteeringsystemcan’tjugglevehiclestospeedportabilityandhighspeed,sothesteeringstabilityKoyoinJapain1983,withthecompanyintroducedtheapplicationofspeedsensingfunctionofhydraulicsteeringsystem.Thisnewtypeofsteeringsystemcanprovidespeedincreasedwiththedecreasingsteering,butcomplicatestructure,costishigher,andcannotovercomehydraulicsystemitselfhasmanyshortcomings,isacrossbetweenahydraulicsteeringandelectricpowersteeringthetransitionbetweentheproducts.In1988,JapanSuzukicompanyfirstinsmallcarequippedwithCervoKoyocompanydevelopmentonthesteeringcolumn,powertypeelectricpowersteeringsystem;
In1990,JapanHondaNSXinsportscarcompanyadoptedself-developedrackpowertypeelectricpowersteeringsystem,henceforthunveilstheelectricpowersteeringincarapplicationshistory.
Alongwiththevehiclescarryingcapacityincreaseaswellasthepeopletothevehicleshandlingqualityrequestenhancement,thesimplemechanicaltypesteeringsystemwerealreadyunabletomeettheneeds,thepowersteeringsystemariseatthehistoricmoment,itcouldrotatethesteeringwheelwhilethepilottoprovidetheboost,thepowersteeringsystemdividesintothehydraulicpressuresteeringsystemandtheelectricallyoperatedsteeringsystem2kinds.Hydraulicpressuresteeringsystemisatpresentusesthemostwidespreadsteeringsystem.
Nowhydraulicsteeringsystemappliedinpracticemost,accordingtocontrolvalvesformhasturnedvalvetypeandrotarypistoncent.Thesteeringsystemthemostimportantnewfeatureishydraulicsupporttoexercise,socanreducethedriverroleonthesteeringwheelforce.Althoughthetraditionalsteeringsystemworkthemostreliable,buttherearealsomanyinherentdisadvantages,traditionalsteeringsystemduetothesteeringwheelsteeringwheelandmechanicalconnectionbetweenandproducesomeunavoidabledefectitself:
(1)thecarbydrivingtechnologytocharacteristicsoftheseriousinfluence;
(2)thetransmissionratio,tomakethecartofixedpropertieswithsteeringresponsespeed,andlateralacceleration,etc,thedrivermustchangesinadvanceforautomobilesteeringtheamplitudeandphasechangeoftheoperation,whichmustbecompensationcontrolcardrivingatitswill.Thiswillincreasethedriversseekingmanipulationoftheburden,tomakethecardrivetohavealotofsecurityreasons;
(3)thehydraulicsteeringsystemeconomyispoor,generalcareveryonehundredkmontoburna0.3~0.4litresoffuel;
Inaddition,existinghydraulicoilleakageproblemontheenvironmentcausedbythepollution,inenvironmentalprotectionperformancehasbeenincreasinglyemphasizetoday,isundoubtedlyacleardisadvantage.
电动马达驱动泵控制的液压动力转向系统的发展
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(ManualSteering,简称MS)发展为液压助力转向系统(HydraulicpowerSteering,简称HPS),然后又出现了电控液压助力转向系统(ElectroHydraulicpowerSteering,简称EHPS)和电动助力转向系统(ElectricPowerSteering,简称EPS)。
装配机械式转向系统的汽车,在泊车和低速行驶时驾驶员的操纵负担过于沉重,为解决这个问题,美国GM公司在20世纪50年代率先在轿车上采用了液压助力转向系统。
但是,液压助力转向系统无法兼顾车辆低速行驶时的转向轻便型和高速行驶时的转向稳定性,因此在1983年日本Koyo公司推出了具备车速感应功能的电控液压助力转向系统。
这种新型的转向系统可以随着车速的升高提供逐渐减小的转向助力,但是结构复杂、造价较高,而且无法克服液压系统自身所具有的许多缺点,是一种介于液压助力转向和电动助力转向之间的过渡产品。
到了1988年,日本Suzuki公司首先在小型轿车Cervo上配备了Koyo公司研发的转向柱助力式电动助力转向系统;
1990年,日本Honda公司也在运动型轿车NSX上采用了自主研发的齿条助力式电动助力转向系统,从此揭开了电动助力转向在汽车上应用的历史。
随着车辆载重的增加以及人们对车辆操纵性能要求的提高,简单的机械式转向系统已经无法满足需要,动力转向系统应运而生,它能在驾驶员转动方向盘的同时提供助力,动力转向系统分为液压转向系统和电动转向系统2种。
其中液压转向系统是目前使用最为广泛的转向系统。
现在液压助力转向系统在实际中应用的最多,根据控制阀形式有转阀式和滑阀式之分。
这个助力转向系统最重要的新功能是液力支持转向的运动,因此可以减少驾驶员作用在方向盘上的力。
虽然传统转向系统工作最可靠,但是也存在很多固有的缺点,传统转向系统由于方向盘和转向车轮之间的机械连接而产生一些自身无法避免的缺陷:
①汽车的转向特性受驾驶员驾驶技术的影响严重;
②转向传动比固定,使汽车转向响应特性随车速、侧向加速度等变化而变化,驾驶员必须提前针对汽车转向特性幅值和相位的变化进行一定的操作补偿,从而控制汽车按其意愿行驶。
这就变相地增加了驾驶员的操纵负担,使汽车转向行驶存在很大的不安全隐患;
③液压助力转向系统经济性差,一般轿车每行驶一百公里要多消耗0.3~0.4升的燃料;
另外,存在液压油泄漏问题,对环境造成污染,在环保性能被日益强调的今天,无疑是一个明显的劣势。
DesignandControlImplementationofACElectricPowerSteeringSystemTestBench
WeidongZhang;
YiboAi
1.Introduction
Electricpowersteeringsystemofvehicleisavitalcomponent.it'
spropertydirectlyrelatedtothedrivingsafetyandcomfort,soanykindofelectricpowersteeringsystemfromthebeginningtolarge-scaleapplicationmustgothroughfourstages:
theprinciplesdesign,benchtest,loadingtestandreviseandimprove,andthedevelopmentcyclemaybeabouttenyears.ThispaperdesignedakindofACelectricpowersteeringsystemtestbench,onwhichwecancarryoutthecontrolalgorithmbenchtesttoreducetheworkloadofloadingtest,savedevelopmentcostandshortendevelopmentcycle.
2.DesignObjectivesofAcElectricPowerSteeringSystemTestBench
Testbenchisthesimulationoftherealworkingcondition,sothebenchmustbeliketherealsituationasfaraspossible,anditsspecificdesignobjectivesareasfollows:
(1)Usingthesteeringshaftpowerassistantstructure;
(2)UsingACmotorasassistantmotor;
(3)Beabletosimulatethestructureofdirectdrivemotor;
(4)Beabletosimulateavarietyofworkingconditions,andtheparametersofbenchshouldbeadjusted;
(5)Thecontrolalgorithmshouldbechangedeasily;
(6)Theexperimentaldatashouldbecollectedeasily.
3.StructuralDesignandWorkingPrincipleofTestBench
3.1StructureofTestBench
TheframestructureofACelectricpowersteeringsystemtestbenchisshown.inFigurel,andthesystemconsistsoffiveparts:
(1)MechanicalSteering:
Itincludesthesteeringwheell.steeringshaft(inputshaft2.theoutputshaft9)
(2)Simulationpartoftheroadresistance:
Itusestheordinarycarbrakingsystemtosimulatethesurfaceresistance,includingbrakepads,brakelining,andhydraulicstation7.Thepressurebetweenbrakepadsandbrakeliningisadjustedbycomputer-controlledhydraulicsystem,andthensteeringresistancewillbeadjusted.Thusitcansimulatevariousworkingconditions.
(3)Controlanddataacquisitionsystem5:
Thecontrolsystemisdividedintothemotoroutputtorquecontrolandtheroadresistancesimulatedcontrol.Thedataacquisitionsystemcollectstherelevantrealtimeinformationonworkingconditionstoprovideareasontoverifythefeasibilityoftheprogramandadjustsystemparameters.
(4)ACtorqueservosystem10:
ACtorqueservosystemcanadjustthetorqueoutputofACmotorbythecommandofcontrolsystem.
(5)Multi-sensorsystem:
Multi-sensorsystemincludestheangleofrotationsensor3,torquesensor4,torquesensor8,andalsoincludesavirtualspeedsensor(bygiven)andavirtuallateralaccelerationsensor(bycalculated).
Fig.IStructureSchematicofanewelectricpowersteeringsystemTestbench.
Inthefigure:
I-Steeringwheel;
2-Steeringshaft(inputshaft);
3-AngleofrotationSensor;
4-TorqueSensor;
5-Controlanddataacquisitionsystem;
6-BrakeSystem;
7-HydraulicStation;
8-TorqueSensor;
9-Steeringshaft(outputshaft);
10-TorqueservosystemofACmotor;
ll-Toothedbelt;
3.2WorkingPrincipleofTestBench
(1)Simulationofroadresistancetorque:
Accordingtotheelectricpowersteeringsystemlinearmodel,whenthetireelasticitycoefficientandtheviscositycoefficientaredetermined,theroadresistancetorquedependsonthesteeringwheelrotationangleandspeed.Whenthesteeringwheel1isrotated,theangleofrotationsensor3continuouslymeasurethenumberofthesteeringangleandthedirection,andsendsthesignaltothecontroller,thecontrollersendscontrolsignalstothehydraulicsystemtoadjustthesizeofthesystemresistanceaccordingtothevehicleworkingconditionandtheroadresistancemodel.
(2)Realizationofpowerassistant:
Thecontrolleradjustthegiventorqueoutputofthetorqueservosystemaccordingtothevehicleconditionandthemotortorqueoutputcontrolmethod,andthemotortorqueoutputistransmittedtosteeringshaftthroughthetoothed-belttoaccomplishpowerassistant.
(3)Dataacquisition:
Theinformationofthetorquesensor4,torquesensor8,angleofrotationsensor3andspeedandlateralaccelerationareallcollectedbythecomputerthroughthedataacquisitionprogramanddataacquisitioncard.
交流电动助力转向系统的设计和控制实现试验台
ZhangWeidong;
AiYibo
1.介绍
汽车电动助力转向系统是一个重要的组件。
它直接影响驾驶员安全性和舒适性,所以任何类型的电动助力转向系统从开始到规模应用程序必须经过四个阶段:
原理设计、台架试验、加载测试和改善,开发周期可能会十年。
本文设计了一种交流电动助力转向系统试验台。
我们可以进行控制算法的台架试验,减少加载测试的工作量,节省开发成本和缩短开发周期。
2.交流电动助力转向系统试验台的设计目标
试验台模拟实际工作条件,所以试验台必须尽可能接近真实的情况。
其具体设计目标如下:
(1)使用转向轴功率助力结构;
(2)使用交流电机作为电动机助力;
(3)能够模拟电动机直接驱动的结构;
(4)能够模拟各种工作条件和测试实验的参数;
(5)控制算法尽可能灵活改变;
(6)收集到的实验数据尽可能很容易。
3.试验台的结构设计和工作原理
3.1试验台的结构
交流电动助力转向系统的框架结构试验台是买的,其结构如图l,该系统由五部分组成:
(1)机械转向:
它包括方向盘l、转向轴(输入轴2、输出轴9)。
(2)模拟道路阻力的一部分:
它使用传统汽车制动系统模拟道路阻力,包括刹车片、制动毂、液压缸7。
制动之间的刹车片和制动毂被计算机控制的液压系统调整,然后转向阻力将改变,因此它可以模拟各种工作条件。
(3)控制和数据采集系统5:
控制系统分为电机输出转矩控制和道路阻力模拟控制,数据采集系统收集相关的真实信息、为工作条件提供一个验证程序