齒輪齒條轉(zhuǎn)向器的設(shè)計(jì)【說明書+CAD+UG】

齒輪齒條轉(zhuǎn)向器的設(shè)計(jì)【說明書+CAD+UG】,說明書+CAD+UG,齒輪齒條轉(zhuǎn)向器的設(shè)計(jì)【說明書+CAD+UG】,齒輪,齒條,轉(zhuǎn)向器,設(shè)計(jì),說明書,仿單,cad,ug 附錄1 電動(dòng)助力轉(zhuǎn)向系統(tǒng)(EPS) 電動(dòng)助力轉(zhuǎn)向系統(tǒng)是現(xiàn)在汽車轉(zhuǎn)向系統(tǒng)的發(fā)展方向,其工作原理是:EPS 系統(tǒng)的ECU 對來自轉(zhuǎn)向盤轉(zhuǎn)矩傳感器和車速傳感器的信號進(jìn)行分析處理后,控制電機(jī)產(chǎn)生適當(dāng)?shù)闹D(zhuǎn)矩,協(xié)助駕駛員完成轉(zhuǎn)向操作。 近幾年來,隨著電子技術(shù)的發(fā)展,大幅度降低EPS的成本已成為可能,日本的大發(fā)汽車公司、三菱汽車公司、本田汽車公司、美國的Delphi 汽車系統(tǒng)公司、TRW公司及德國的ZF 公司都相繼研制出EPS。Mercedes-Benz 和Siemens Automotive 兩大公司共同投資6500萬英鎊用于開發(fā)EPS ,目標(biāo)是到2002 年裝車,年產(chǎn)300 萬套,成為全球EPS 制造商。到目前為止,EPS 系統(tǒng)在輕微型轎車、廂式車上得到廣泛的應(yīng)用,并且每年以300 萬臺(tái)的速度發(fā)展。 1 　電動(dòng)助力轉(zhuǎn)向系統(tǒng)的結(jié)構(gòu)及分類 電動(dòng)助力轉(zhuǎn)向系統(tǒng)主要是在機(jī)械式轉(zhuǎn)向系統(tǒng)的基礎(chǔ)上加上了傳感器(包括車速傳感器、轉(zhuǎn)矩傳感器和小齒輪位置傳感器) 、電子控制單元( ECU) 、助力電機(jī)、電磁離合器和減速機(jī)構(gòu)而構(gòu)成(圖1) 。 圖1 　電動(dòng)助力轉(zhuǎn)向系統(tǒng)結(jié)構(gòu)示意圖 電動(dòng)助力轉(zhuǎn)向系統(tǒng)可根據(jù)減速機(jī)構(gòu)的不同分為蝸輪蝸桿式助力機(jī)構(gòu)和差動(dòng)輪系式的助力機(jī)構(gòu)兩種形式。差動(dòng)輪系機(jī)構(gòu)具有轉(zhuǎn)向路感平滑穩(wěn)定、轉(zhuǎn)向靈敏性可調(diào),更適合前軸負(fù)載小且對高速操縱性能要求較高的轎車上,而蝸輪蝸桿機(jī)構(gòu)具有助力大小可調(diào)整,適合前軸負(fù)載大、轉(zhuǎn)向沉重、主要目的是降低轉(zhuǎn)向力且對高速操縱性能要求不高的載貨汽車上。另外電動(dòng)助力轉(zhuǎn)向系統(tǒng)還可以根據(jù)電動(dòng)機(jī)和減速機(jī)構(gòu)位置的不同分為(圖2) :軸助力式EPS(電機(jī)和減速裝置裝在轉(zhuǎn)向傳動(dòng)軸上) ,轉(zhuǎn)向小齒輪助力式(電機(jī)和減速裝置裝在輸入小齒輪上) ,另端小齒輪助力式(電機(jī)和減速裝置裝在另端小齒輪上) ,齒條助力式(電機(jī)和減速裝置套在齒條外側(cè)) 。 2 　EPS 的國外研究現(xiàn)狀 目前國外的研究主要集中于細(xì)節(jié)上對助力特性,操縱性能等的進(jìn)一步優(yōu)化，考慮的影響因素比國內(nèi)多,并且設(shè)計(jì)出了操作模擬器對EPS 的控制策略進(jìn)行評估。在對控制策略的研究上國外側(cè)重于選擇基于PID 的補(bǔ)償和回正控制策略,對于單獨(dú)使用的模糊控制,H∞控制也有研究,暫時(shí)還未見對于神經(jīng)網(wǎng)絡(luò)的研究。 國外的研究通常都是在基于PID 的回正補(bǔ)償控制基礎(chǔ)上對回正性能進(jìn)一步優(yōu)化,控制把持、轉(zhuǎn)向、加載過程中的電流擾動(dòng),以及在特殊的路面條件下對汽車的操控等。例如三菱公司提出的一種新的EPS控制策略將在低附著的路面上提供更高的轉(zhuǎn)向盤回正性和路感。這種方法是只有當(dāng)轉(zhuǎn)向軸上的反應(yīng)力矩達(dá)到預(yù)定力矩時(shí)才提高回正性,采用了2種控制策略:第1種策略是基于轉(zhuǎn)向角反饋,而第2種是基于估計(jì)校正力矩反饋。而三菱公司的另外一種新的電機(jī)電流控制策略是基于對干擾電壓的估計(jì)和補(bǔ)償 ,在仍然使用普通的微處理器的情況下,電機(jī)的電流波動(dòng)也可得到顯著的減少,從而減少了不必要的轉(zhuǎn)向力矩的波動(dòng)和噪聲。這種新的控制器是基于對電壓波動(dòng)的估計(jì)和補(bǔ)償,包括2個(gè)模塊。一個(gè)模塊是估計(jì)由于電池電壓等的改變引起的電壓波動(dòng),另一個(gè)模塊補(bǔ)償為電機(jī)提供的電壓以消除電壓的波動(dòng)。 從整體上來講國內(nèi)近年來對于EPS 的研究發(fā)展很快,尤其是在控制策略的研究上,已經(jīng)將不同的控制方法引入ECU 中,并通過實(shí)驗(yàn)和分析不斷地完善和改進(jìn),但是在對于細(xì)節(jié)的優(yōu)化上距離國外還有相當(dāng)?shù)牟罹?而且目前國內(nèi)除了吉利汽車,還尚未自主知識(shí)產(chǎn)權(quán)的EPS ,距離EPS 的批量化生產(chǎn)也還有很長的一段路要走。 3 　電動(dòng)助力轉(zhuǎn)向系統(tǒng)的其他問題 汽車電子轉(zhuǎn)向系統(tǒng)在實(shí)際應(yīng)用中,除安全與可靠性問題外,還有其他的一些問題,如模擬路感的電機(jī)振動(dòng)問題、動(dòng)力電源問題、傳感器的精度和成本問題等。其中,模擬路感的電機(jī)振動(dòng)問題在EPS 的研發(fā)過程中,已經(jīng)有成熟的技術(shù)和經(jīng)驗(yàn)可以借鑒。車用42 V電源預(yù)計(jì)在未來的幾年內(nèi)將會(huì)快速發(fā)展普及,屆時(shí)汽車電子附件的供電問題將會(huì)得到圓滿解決。車用各種傳感器如非接觸轉(zhuǎn)矩、轉(zhuǎn)角傳感器、橫擺角速度傳感器等的精度在不斷提高,成本下降,在未來的幾年內(nèi)將會(huì)在精度和價(jià)格方面滿足各種電控系統(tǒng)的要求。 附錄2 Electric power steering system Electric power steering system is the car's steering direction, and its working principle is: EPS system from the steering wheel to the ECU and torque sensor speed sensor signal processing, the control of motor torque generated appropriate assistance to help Driver to complete the operation. In recent years, along with the development of electronic technology to substantially reduce the cost of the EPS has become possible, Japan's Daihatsu Motor Co., Mitsubishi Motors Corp., Honda Motor Co., the U.S. Delphi Automotive Systems, TRW Inc. and Germany's ZF All have been developed EPS. Mercedes-Benz and Siemens Automotive two joint venture companies 65,000,000 pounds for the development of the EPS, the goal is to load in 2002, with an annual output of 3,000,000 units, EPS manufacturer in the world. So far, EPS system in a small car, the van has been on board a wide range of applications, and each year 300 million pace. 1 Electric power steering system and the structure of the classification Electric power steering system is mechanical in the steering system on the basis of the combined sensor (including speed sensors, torque sensors and small gear position sensor), the electronic control unit (ECU), electric power, electromagnetic clutch and slow body constituted (Figure 1). Electric power steering system may slow down the body is divided into different worm-assistance agencies and differential gear-help organizations in two forms. Differential gear with a body to smooth the way a sense of stability, sensitivity adjustable steering, front axle load is more suitable for small and high-speed manipulation of the high performance requirements of the car, the worm and institutions have to adjust the size of assistance for large front axle load , To the heavy main objective is to reduce the ability to manipulate high-speed performance and do not ask for much of the cargo vehicle. Another electric power steering system and the electric motor can also slow down the location of the body is divided into different (Figure 2): Power-axis EPS (electric and deceleration device mounted on the steering shaft) and pinion power-steering (and slow down the electrical equipment installed On the input pinion) and the other-side-pinion power (electric and deceleration device mounted on a small gear on the other side), rack-power (electric slow down and sets of equipment in the rack outside). 2 EPS of foreign research At present, foreign study focused on the details of the characteristics of power, manipulated to further optimize the performance, consider the impact of domestic factors, and designed to operate on the simulator of the EPS control strategy evaluation. In the control of foreign policy studies focused on the choice of PID-based compensation and come back to the control strategy, used alone for the fuzzy control, Hcontrol there, not for the time being neural network. Study abroad is usually based on the PID to control the compensation is based on being back to further optimize the performance, dominated control, steering, load in the process of the current disturbances, as well as the special road conditions, such as control of the vehicle. For example, Mitsubishi made a new EPS control strategy will be attached to the low road to provide better come back to the steering wheel and a sense of the way. This approach is only when the turning axis response is scheduled to meet the moment when the moment is to raise, use 2 kinds of control strategies: 1 kind of strategy is based on the feedback steering angle, and No. 2 is based on the estimated torque feedback correction. Mitsubishi and the other a new electric current control strategy is based on estimates and the interference voltage compensation , are still in common use of the microprocessor, the current fluctuations in electrical and can be significantly reduced, thereby A reduction of unnecessary torque to the fluctuations and noise. The new controller is based on estimates of voltage fluctuations and compensation, including 2 module. One module is estimated that due to the battery voltage, and other changes caused by voltage fluctuations and the other modules to provide compensation for the electrical voltage in order to eliminate voltage fluctuations. As a whole in recent years in terms of domestic EPS for the research and development soon, especially in the control strategy, will have different methods to control the introduction of ECU, and through experiments and analysis continue to improve and improve, but the details of Optimization of the distance there is still a considerable gap between foreign and domestic In addition to Geely Automobile, has not yet own intellectual property rights of the EPS, the EPS from the bulk of production there is still a long way to go. 3 Electric power steering system on other issues Automotive electronic steering system in practical applications, in addition to the security and reliability problems, there are a number of other issues, such as simulation of a sense of the way the problem of vibration motor, power supply problems, the sensor accuracy and cost, and so on. The simulation of a sense of the way the motor vibration problems in EPS of R & D process, there has been a mature technology and can learn from the experience. 42 V motor power supply in the next few years will be the rapid development of universal, automotive electronics will annex the power supply problems will be satisfactorily resolved. A variety of automotive sensors, such as non-contact torque, angle sensor, yaw angular velocity sensor, such as the accuracy of the rising costs in the next few years will be in the accuracy and price to meet a variety of electronic control system. -9-