EPS 97 J s θ s + B s θ s = T h - T sen J s B s θ s T h electric ower steering EPS T sen = K s θ s - θ e K s θ e EPS J m θ m + B m θ m = T m - T L EPS

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1 ELECTRI C MACHINES AND CONTROL Vol. No. Dec. EPS EPS 8. % 9. %. 3% 7. 8%. 9%. 3% EPS TP 9 U 3. A 7-9X Design and test of curved assist characteristic for electric vehicle EPS system ZHAO Jing-bo ZHOU Bing LI Xiu-lian BEI Shao-yi. School of Mechanical and Automotive Engineering Jiangsu Teachers University of Technology Changzhou 3 China. School of Comuter Engineering Jiangsu Teachers University of Technology Changzhou 3 China Abstract In order to research the effect of assist characteristic on automotive handling stability and road feeling the electric ower steering EPS system dynamics and 3-degree of freedom DOF automotive steering model are established. The steering wheel torque function and seed sensing function were designed and the form and the arameters of curved assist characteristic were determined. Real vehicle test setu was designed based on a mini-car and the tests in situ lemniscat and snake condition were carried out. The results show that curved assist characteristic can achieve the erfect effect between steering ortability and road feeling the eak and standard deviation value of steering ortability are imroved resectively by 8. % and 9. % under situ condition and by. 3% and 7. 8% under lemniscat condition and by. 9% and. 3% under snake condition. EPS control is effective to imrove the steering ortability and to reduce the fatigue strength. Key words electric vehicle electric ower steering curved assist characteristic steering ortability road feeling KJD8 BM

2 EPS 97 J s θ s + B s θ s = T h - T sen J s B s θ s T h electric ower steering EPS T sen = K s θ s - θ e K s θ e EPS J m θ m + B m θ m = T m - T L EPS b ECU 转矩电压转矩传热器车速电动机减速机构电流离合器 Fig. 齿轮齿条 (a)eps 系统构成 (b)eps 系统动力学模型 EPS 兹 s 兹 c T h r Ta T w 扭矩传感器 I m T sen X ECU U 电动机减速机构齿轮齿条机构 Structure and of dynamics model of EPS system - - J m B m θ m T m EPS T L = K r θ m - Gθ e K r G - EPS 3 J e θ e + B e θ e = T sen + GT L - T w 3 J e B e EPS T w EPS M r ẍ r + B r x r = T w - F r TR M r B r x r r F TR EPS. EPS EPS a ~ x r J s θ s + B s θ s + K s θ s = T h + K s r x r J m θ m + B m θ m + K m θ m = T m + GK m r θ m θ s M r ẍ r + B r x r + K r x r = GK m + K r s - F r δ K m F δ [ m ] X = θ s θ s x r x r θ m θ U = [ T h T m F ] T Y = [ T sen T L θ s θ s θ m xr ] X = A X + B U Y = C X + D U } δ T T EPS

3 98 A = B = - K s J s - B s J s K s J s r K s M r r - K r M r K r G M r r - B r M r K r G - K r - B m J m r J m Jm J s - M r J m Z A = M - E B = M - n C = I Zωr + I XZω = - ap y + bp y I Z Z I XZ ω r ω P y P y a b Y M q - M s ω r + β v + M s ω r + β v + h ω = - P y + P y 7 M q M s V h X C C D f D r φ g I Xω - M s hv ω r + β + I XZωr = - D f + D r ω - N δ = ak f - N Y δ = k f N r = - k f a + k r b /v C + C - M s gh φ 8 N β = - ak f + bk r + N + N Y β = - k f + k r I X X I XZ L = - D f + D r N = - be r k r + ae f k f Y = h Y O Y Py 鬃 Y b a V 啄渍 Py V 茁 Py r V 啄啄 Py (a) 汽车转向的俯视图 Py Z 准 X X M s[v(r+ 茁 )-hp] (M-M s)(r+ 茁 )V - K s Py K s Py r - K (b) 汽车转向的后视图 rg K r r C = D = Fig. Model of automotive 3-DOF steering dynamics X = [ ω r β ω ] T U = δ T Y = [ ω r β ω ] T. X EPS = A X + B U 9 - Y = C X + D U } a b Py D = I Z I XZ N δ Mv - M s h Y M = δ n = I XZ - M s hv I X N r N β N β Y r - Mv Y β Y E = M s hv L L

4 EPS 99 k f E f + k r E r L = - C + C - M s gh E f E r J m =. 7 kg m k f k r B m =. 3 3 N m s /rad N N K m = 9 N m /rad. 3 EPS EPS 3 3 < T d < T d T d < T d < T d max T d T d max T d T d EPS T d max EPS ω r β EPS V/(km h - ) I/A I max V V max 兹 h T sen u vchicle I m 控制策略控制策略设计 V m 电动机电动机行为研究 T m T h F 啄转向机构啄整车行为研究整车棕 r 茁准 3 EPS Fig. 3 Control structure of EPS system - I max T d - T d max K v v f - T d - T d max < T d - T d I T d v = - T d < T d < T d K EPS v v f T d T d T d < T d max PID I max T d T d max Tsen uvchicle 目标电流获取 It Im ec PID 控制电动机电流跟随 PWM 驱动电流反馈电压限幅 Vm 电动机 Tm EPS. N m Fig. Control strategy of EPS system T d ~ T d max f T d M q = 9 kg M s = 33 kg a = 3 mm b = 3 mm Z f T d > f ' T d > I Z = 9. kg m X f T d > I X =93 kg m k =3 N/rad k = 3 N /rad h = f T d = b T e a T T d + c T. m C T =. N m /A a T b T c T K b =. V s /rad G =. R =. Ω L =. H J s =. kg m B s =. N m s /rad K s = 9 N m /rad r =. 7 8 m Fig. T d, T d,max T d%/(n m) Curved assist characteristic I max f T d K v v EPS I max = 3 A T d =. N m T d max = f = b T e a T + c T = f = b T e a T + c T = 3 } a T =. ~. 8

5 .. 8 N m N m =. a T a T =. 8 a T %%%%%%%%%%%%3%%%%%%%%%%%%%%%%7%%%%8%%%%9%%% Fig. Table 时间 /s a T=. a T=. a T=. a T=.7 a T=.8 Results in situ condition Comarison in situ condition / N m / N m a T = a T = a T = a T = a T = a T km /h 7 a T =. f T d = a T - 3 T d e -. T d < T d - a T - < T d < Table Comarison in lemniscate condition. 8 e. T d T d < 3 T d / N m / N m / N m / N m / a T = a T = a T = a T = a T = Fig. 7 8 a T=. a T=. a T=. a T=.7 a T= %%-%%%-%%%%%%%%%%%%%%%%%%%%% 7. 3 Results in lemniscate condition km /h 8 3 km /h 9 ~ km /h. 8 7 N m. 388 N m N m. 9 N m. 7 8 N m 9. 3 N m /g N m /g a T = N m. 87 N m. 3 3 N m /g. 9 N m 3 K v v. 3g K v = K v

EPS K v v = v + v + v + 3 v 3 + v + v +... -. - -. - -. a T=. a T=. a T=. a T=.7 a T=.8 -%%%%%-3%%%%-%%%%%%%%%%%%%%3%%%%%%% (a) 转向盘操纵力矩 - 转角 Fig. 8 Table 3 8... -. - -. - -. a T=. a T=. a T=. a T=.7 a T=.8 -.%%%%%-.%%%%%%%%%%%%%%%%%%.

6 EPS K v v = v + v + v + 3 v 3 + v + v a T=. a T=. a T=. a T=.7 a T=.8 -%%%%%-3%%%%-%%%%%%%%%%%%%%3%%%%%%% (a) 转向盘操纵力矩 - 转角 Fig. 8 Table a T=. a T=. a T=. a T=.7 a T=.8 -.%%%%%-.%%%%%%%%%%%%%%%%%%.%%%%%%%. 转向加速度 /(m s - ) (b) 转向盘操纵力矩 - 侧向加速度 km /h Results in slalom condition km /h 3 km /h Comarison in slalom condition km /h. g. g / N m / N m / N m / N m / a T = a T = a T = a T = a T = a T=. a T=. a T=. a T=.7 a T=.8 -%%%%%-3%%%%-%%%%%%%%%%%%%%3%%%%%%% (a) 转向盘操纵力矩 - 转角 Fig. 9 Table a T=. a T=. a T=. a T=.7 a T=.8 -.%%%%%-.%%%%%%%%%%%%%%%%%%.%%%%%%%. 转向加速度 /(m s - ) (b) 转向盘操纵力矩 - 侧向加速度 km /h Results in slalom condition km /h km /h Comarison in slalom condition km /h. g. g / N m / N m / N m / N m / a T = a T = a T = a T = a T = = =. 3 = -. = %%%%-%%%%- =. 9 - = = 8. 7 ± km /h I/A V=km/h V=km/h V=km/h V=km/h V=8km/h V=km/h V=km/h %%%%%3%%%%%%%%7%%8 Td/(N m) (a) 二维图 Fig I/A - Td/(N m) - (b) 三维图 V/(km h - ) Curved assist characteristic 3 EPS N m. 78 N m 7. 7 N m. 9 N m 8. % 9. % EPS 转向盘转矩 /(N m) 8 Fig. 无控制有控制 %%%%%%%%%%%%%%%%%3%%%%%%%%%%%%%%%% 3. - Angel-torque curve in situ steering GB /T

7 3. 3 N m. 9 N m EPS. 3 N m. 3 N m. 3% 7. 8% EPS 转矩 /(N m) - - Fig. 无控制有控制 - -8%%%%%%%%%-%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%% 转角 /( ) - Angel-torque curve in lemniscate test GB /T km /h D. 3 a b.. M.. 3 N m. N m N m. 9 N m. 9%. 3% 转矩 /(N m) 无控制有控制 %-.%%-%-.%%%%%%.%%%%%%%.%%% 侧向加速度 /(m s - ) (a) 侧向加速度 - 转矩 3 Fig. 3 转矩 /(N m) 无控制有控制 %%%-%%%-%%%%%%%%%%%%%%%%%%%%%% 转角 /( ) (b) 转向盘转角 - 转矩 Results of snake test EPS 3 EPS NAGAI Masao. Persectives of research for enhancing active safety based on advanced control technology J. Journal of Automotive Safety and Energy -.. J SONG Jian WANG Weiwei LI Liang et al. Research status and rosects of automotive safety technology J. Journal of Automotive Safety and Energy EPS D ZHOU Bing BEI Shaoyi ZHAO Jingbo. Comuter - aided design of curved assistance characteristic of EPS system J. Alied Mechanics and Materials P PWM J JIANG Yanshu YU Xiaoyan. Common - mode voltage and its cancellation in PWM drive system J. Electric Machines and Control J ZHU Yueying WANG Dafang ZHAO Guifan et al. Simulation on otimization of torque controller for switched reluctance motor used in electric vehicles J. Electric Machines and Control. M EPS

4 6 ω m = θ m T m T L = K r θ m - Gθ e K r G - electric power steering EPS ECU 转矩转矩传感器电压车速 2 减速机构 EPS EPS 3 T h 兹 s T sen I T m PID a 兹 e T w EPS EP

4 6 ω m = θ m T m T L = K r θ m - Gθ e K r G - electric power steering EPS ECU 转矩转矩传感器电压车速 2 减速机构 EPS EPS 3 T h 兹 s T sen I T m PID a 兹 e T w EPS EP 6 9 22 9 ELECTRI C MACHINES AND CONTROL Vol. 6 No. 9 Sep. 22 EPS 2. 23 2. 23 EPS PID 76% 7% 4 km /h 28% ~ 32% 4% PID TP 29 U 463. 4 A 7-449X 22 9-3- 6 Reverse assistance control and tests of electric vehicle