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Abstract. Electro-hydraulic power steering system (EHPS) can get over the bug
of assist power that can't be regulated in the traditional hydraulic power steering
system (HPS). Because its assist power is greater than electronic power steering
system (EPS), it is suitable for medium and heavy vehicles. In this paper, based
on the EHPS system parameters, the control algorithm of the non-linear relations
among steering wheel angular velocity, vehicle speed and motor speed of EHPS,
which was designed to meet the steering portability at low speed and obvious
steering feel and rapid response at high speed and save energy, was given.
MC9S08AW32 was applied to design the control system of BLDCM and the
scheme of hardware and software were given. The controller communicates with
the computer through a special chip. Therefore the digital transmission between
the controller and external device is realized. Finally the rationality and validity
of the design is verified by the experimental results.
Keywords: Steering System, Electro-Hydraulic Assist Power, Controller.
Introduction
Vehicle steering system is the key assembly to vehicle active safety system and it
affects the consumption of energy at the same time. Most modern vehicles assemble
power steering system to meet people's increasing requirements of vehicles handling
comfort and portability. Today more than 90% of vehicle power steering systems
assemble an engine-driven hydraulic power steering system (HPS). Due to the
existence of HPS the phenomenon of decrease of drivers road feeling is likely to occur,
when driving mileage is a straight road steering system do not need to work but the HPS
system has always been in the engine-driven pump output of hydraulic energy, the
energy consumes in vain; HPS is mainly designed by overcoming largest steering
resistance at the low-speed parking condition to ensure the steering efforts. Engine
speed is between 500 r/min and 800r/min at the low-speed parking condition while
about 3 to 8 times the idle speed at medium-speed, high-speed driving at which time
steering resistance needed decreases but engine-driven oil pump is in high-speed
operation, the output flow is several times larger than that in the parking conditions and
hydraulic energy output can be far beyond the needed so large quantities of energy is
L. Jiang (Ed.): International Conference on ICCE2011, AISC 110, pp. 581589.
springerlink.com
Springer-Verlag Berlin Heidelberg 2011
582
The configuration and working principle of EHPS are shown in Figure 1[2][3]. System
mainly consists of power steering gear, oil reservoir, electro-hydraulic pump, power
steering ECU and related sensors so on.
First, power steering ECU calculates the appropriate motor speed according to the
signals of the angular velocity sensor and vehicle speed sensor in real time and regulates
the motor speed to reach the appropriate speed. Driven by the motor, hydraulic pump
will pump high-pressure oil from a hole to diversion valve through a pipeline.
High-pressure oil does not flow into the oil reservoir but flow back into the hydraulic
pump directly when there is no steering operation. When there is a steering operation
583
which makes valve spool and valve body move relative, causing high-pressure oil
flowing into one of the oil cylinders to form pressure difference between the left and
right cylinder, assist power was produced accordingly. Low-pressure oil in another
cylinder is pressed back into the hydraulic pump.
Two situations must be considered about the control algorithm of EHPS: First, when
there is no steering operation, namely the steering wheel is on-center (statistical data
show most of the steering operation occurs in the region when the steering wheel is
operated with small angle at high-speed driving). Because such cases account for the
vast majority of vehicle mileage, motor speed should be as low as possible considering
energy consumption. The relationship between motor idle speed (n0) and vehicle speed
(V) should be:
n0=kV+b.
(1)
k, b are constants. This design can meet the requirements that motor speed is at a
higher idle when at the low-speed parking condition or low-speed driving and provides
greater assist power and makes steering operation light and flexible. With the increase
of the vehicle speed motor idle should be gradually reduced and the flow of the oil
pump should be reduced accordingly . The assist power provided is small so the road
feeling at the high-speed driving is increased.
The second situation occurs when there is steering operation at a constant vehicle
speed. With the increase of the steering wheel angular velocity at a constant vehicle
speed motor speed should increase rapidly to provide greater assist power to meet the
requirements of enough assist power and rapid following. When the motor speed
increases to a certain value it should be set not to be changed and into the assist power
saturation region. To meet the above requirements motor speed can be expressed with
the following:
n0
n = f ( )
n
max
(0 < < 0 )
(0 1 )
( > 1 )
(2)
In the formula n0 is motor idle , motor idle speed is different at different vehicle
speed; nmax is the maximal speed which motor can achieve; f() is a linear function.
Judging from real vehicle testing, the coefficients in the equations (1) and (2) are
determined, the figure of the corresponding relationship among V, and n is obtained,
as shown in Figure 2(the corresponding curve is drawn by a large number of measured
points).
Obtaining the characteristic curve as shown in Figure 2, it could be dispersed into
several discrete curves of typical characteristic, and then control it by the characteristic
curve which is closest to the typical curves. But as to the continuously variable vehicle
speed, it would be difficult to get the exactly assist power at any vehicle speed,
resulting in the control error, when the change of the speed is great, the phenomenon of
non-uniform assist power and shake of steering wheel appears, therefore, the
characteristic curve needs fitted.
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As the neural network has better ability to approximate any complex non-linear
curve, suitable for handling fuzzy and non-linear problems. It has not only strong
robustness, but also a strong generalization[4][5]. So the neural network is used to fit
the characteristic curves.
Fig. 2. Relation Curves Among Vehicle Speed, Steering Wheel Angular Velocity and Rotate
Speed of BLDCM (Real Vehicle Testing)
Given any continuous function or mapping, a three-layer neural network can be used
to realize it accurately according to Kolmogorov mapping neural network theory[6]. A
three-layer BP neural network model is established for prediction. The BP structure
model is shown in Figure 3, the input layer has two input neurons (x1,x2), the steering
wheel angular velocity and vehicle speed respectively; output layer has one output
neurons n, namely motor speed. Hidden layer nodes are determined by the performance
of network influenced by the samples.
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4
4.1
The hardware of EHPS system controller includes several parts as follows: steering
wheel angular velocity signal processing circuit, speed signal processing circuit, the
direction of assist power circuit, H bridge driver circuit controller power supply
module, over-current protection and diagnosis and output of fault module and so on.
Figure 5 shows the hardware structure of EHPS, single chip microcontroller (SCM)
MC9S08AW32 is dedicated to the field of vehicles and can meet the vehicle bad
working conditions.
Controllers power is supplied by the battery (12 volts). Current flows by two routes,
one route 5-volt voltage which provides power to the SCM pin 22, 44, 54 is got by the
power conversion circuit; another route the power is supplied to motor through the
H-bridge driver circuit. Pin 21 45 55 59 grounded. Pin 3, 56 are connected to the
reset pin of BDM and pin BKGD. The computer's USB port provides 5V power to
simulator. Pin 4 is connected to over-current protection circuit and its level value
reflects the over-current condition. Pin 11and 8 output two PWM signals and control
the upper and lower tube of H-bridge by H-bridge driver circuit. Vehicle speed and
steering wheel angular velocity signals are processed into pin 23 and 24. Pin 26 is
connected to direction control circuit. Two motor current feedback signals are
processed into pin 36 and 37. Pin 57 and 58 are connected to external crystal oscillator
circuit. R1, R2, C1, C2, shown in the figure need the appropriate value, otherwise,
crystal oscillator circuit does not start or stops vibration due to interference.
4.2
Figure 6 shows the flow chart of the main procedure of the EHPS control software.
16M
C2
C1
R1
586
M C 9S08A W 32
P T F 4/T P M 2 C H 0
P T B 5 /A D 1 P 5
P T F 5/T P M 2 C H 1
P T B 4 /A D 1 P 4
P T B 3 /A D 1 P 3
PTA1
P T B 2 /A D 1P 2
VDD
VREFL
VREFH
BKGD/MS
PTG5/XTAL
VSS
P T F 2/T P M 1C H 4
PTA0
H -b r id g e d r iv e c irc u it
V S SA D
VDDAD
48
47
46
45
44
43
42
41
40
39
38
37
36
35
34
33
32
processing
circuit
rotor position
sensor
direction control
power conversion
circuit
battery
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
H -br id g e
o v er -c u rr e n t p r o te ctio n
P T F 0/T P M 1 C H 2
PTG1/KBI1P1
m o to r
R E ST
P T F 1 /T P M 1 C H 3
VDD
BDM
PTG0/KBI1P0
c o m p uter
PTC4
VSS
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
fa u lt c o d e
ou tp ut
PTG6/EXTAL
64
63
62
61
60
59
58
57
56
55
54
53
52
51
50
49
R2
587
After hydraulic pump is loaded to the motor and hydraulic oil is injected, according to
the different speeds simulated by the procedure, the stable motor speed value without
steering operation can be measured as shown in Table . The maximal motor speed is
3600 r/min when duty cycle of PWM signal loaded in the power tube is 100%.
According to Figure 4, the motor speed without steering operation tallies with the
desired speed.
start
NO
YES
system error
NO
NO
start A /D
m ain loop
adjust P W M using
revious coefficien t
NO
adju st PW M accordin g to
overheating coefficient
Y ES
overheating?
NO
adjust PW M accordin g to
over-cu rrent coefficient
YES
over-cu rrent?
NO
ou tput PW M
Table 2 and Table 3, respectively, show the relationship between the steering wheel
angular velocity and motor speed when operating the steering wheel at the vehicle
speed of 20km/h and 100km/h.
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Table 1. Function of Motor Speed and Vehicle Speed while loaded without Operating Steering
Wheel
Vehicle Speed(km/h)
Measured Motor
Speed (r/min)
Desired Motor
Speed (r/min)
20
40
60
80
100
1940
1667
1430
1279
1208
1245
2000
1700
1500
1300
1250
1200
As shown from Table 2, the motor speed increases slowly and assist power lags
behind a little when operating the steering wheel rapidly at low vehicle speed. The
motor speed increases rapidly and steering efforts reduces and the steering operation is
portable in other cases. The maximum hydraulic oil pressure can reach to 4.9 MPa
when operating steering wheel according to oil pressure sensor.
As shown from Table 3, the change of motor speed is not obvious and only small
assist power is provided when operating steering wheel at high vehicle speed. Steering
feel is obvious thus steering sensitivity is ensured.
Table 2. Function of Motor Speed and Palstance of the Steering Wheel while Vehicle Speed is 20
km/h
Palstance of the
Steering Wheel
(/s)
Measured Motor
Speed (r/min)
Desired Motor
Speed (r/min)
49
102
149
313
389
1688
1702
2011
2399
3508
3564
1700
1700
2057
2456
3850
4000
Table 3. Function of Motor Speed and Palstance of the Steering Wheel while Vehicle Speed is
100 km/h
Palstance of the
Steering Wheel (/s)
Measured Motor Speed
(r/min)
Desired Motor Speed
(r/min)
48
103
147
312
391
1179
1187
1199
1334
1882
2142
1200
1200
1210
1355
1900160icle
speed is 12
2160
Conclusion
According to the analysis, the following conclusions can be drawn: the control
algorithms of non-linear relationship of EHPS among steering wheel angular velocity,
vehicle speed and motor speed , presented in this paper ,can meet the requirements that
the steering operation is portable at low vehicle speed and steering feel is obvious and
rapid response and energy-saving at high vehicle speed . Hardware and software system
of EHPS developed by MC9S08AW32 chip can meet the requirements of assist power
characteristic, steering feel and steering return-to-middle performance through tests.
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References
1. Shi, G.-B., Lin, Y., Zhang, X.: Power Steering of Car and Its Development. Transactions of
the Chinese Society for Agricultural Machinery (10), 173176 (2006)
2. Kato, H., Haga, K., Suzuki, M.: Energy-Saving Power Steering Pump. SAE paper 950582.
Toyoda Machine Works, Ltd. (1995)
3. Inaguma, Y., Suzuki, K., Haga, K.: An Saving Technique in an Electro-Hydraulic Power
Steering Energy (EHPS) System. SAE Paper 960934. Toyoda Machine Works Ltd. (1996)
4. Li, J.-Z.: A learning algorithm of artificial neural network based on genetic algorithm. Journal
of Northwest Normal University (Natural Science) 38(2), 3337 (2002)
5. Li, Z.-Y., Peng, L.-H.: Uncertain relationship between BP network learning and
generalization ability. Science in China 10, 887895 (2003)
6. Zhou, Z.-H., Cao-Cungen: Neural Network and Its Application. Tsinghua University Press,
Beijing (2004)