Automotive Power Steering Control with Dynamic Torque Adjustment
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Solution Overview
Problem
Conventional power steering systems do not account for external parameters such as tire type and condition, leading to inconsistent driver feedback and potential safety risks due to uncontrolled power assistance.
Innovation Solution
A power steering system that includes torque and speed measurement means, with processing means to determine a driving signal for power assistance based on a control signal adjusted by a correction signal considering vehicle dynamics parameters, ensuring the power assistance force maintains a safe and desired feel for the driver.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Ease of operation
If the power assistance is increased to improve driver comfort, then the steering effort is reduced, but the vehicle stability deteriorates due to excessive power intervention
Solution Approach 1:
The power assistance is made dynamic by continuously adjusting it based on real-time vehicle state parameters (lateral acceleration, steering angle, speed) rather than using fixed assistance levels. This allows the system to provide high assistance when needed for comfort while reducing assistance when stability is concerned, resolving the contradiction between ease of operation and vehicle stability.
Solution Approach 2:
The system implements feedback control by monitoring vehicle lateral dynamics and steering operator input, then adjusting power assistance accordingly. The control unit receives feedback from sensors measuring lateral acceleration and steering angle, and modifies power assistance to maintain both driver comfort and vehicle stability, preventing excessive power intervention that would compromise stability.
2Stability of the object's composition
If the power assistance is decreased to improve vehicle stability, then the steering control is enhanced, but the driver comfort deteriorates due to increased steering effort
Solution Approach 1:
The system dynamically adjusts power assistance levels based on real-time vehicle conditions rather than using fixed low assistance levels. By analyzing vehicle state parameters such as lateral acceleration and steering angle, the system provides optimized power assistance that maintains vehicle stability while preserving driver comfort, avoiding the need to choose between the two opposing goals.
3Adaptability or versatility
If the power assistance is increased to adapt to varying driving conditions, then the versatility is improved, but the system complexity increases due to additional control mechanisms
Solution Approach 1:
The control unit is designed to perform multiple functions: it processes sensor data for vehicle state monitoring, calculates optimal power assistance levels, and controls the power assistance actuator. This multi-functional approach allows the system to adapt to various driving conditions without requiring separate dedicated components for each function, thereby reducing overall system complexity while maintaining high adaptability.
4Device complexity
If the power assistance is decreased to simplify the control system, then the device complexity is reduced, but the adaptability to external parameters deteriorates
Solution Approach 1:
The control unit integrates multiple functions including sensor data processing, vehicle state monitoring, and power assistance control into a single multi-functional component. This universal design enables the system to adapt to external parameters such as road conditions and vehicle load without requiring complex additional subsystems, thereby maintaining adaptability while keeping the control system relatively simple.
Data Source
AI summary
The steering system of the invention includes a processing means (26) comprising a means for determining (30) a driving signal (S3) of the power means (25) on the basis of: a first control signal (S1) determined from the measure of a torque applied by the driver on the steering wheel by applying a gain that depends on the longitudinal speed of the vehicle; a second correction signal (S2) determined from the measure of the torque applied by the driver on the steering wheel, and a setpoint determined on the basis of at least one characteristic parameter of the lateral dynamics of the vehicle.