Steering System Auxiliary Force Load Management
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Solution Overview
Problem
Existing methods for combining power steering and superimposed steering in motor vehicles often lead to the unit providing auxiliary power being overloaded, as they do not account for varying environmental conditions and the performance limits of the electric motor, resulting in inefficient utilization of the auxiliary power assist.
Innovation Solution
A method where signals for current load values are fed to a control unit, allowing it to differentiate between situations and adjust the additional angle imparted to the third shaft by an electric motor, using variables like speed reserve and torque measurements to optimize the electric motor's utilization without exceeding its limits.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Speed
If the additional angle is increased to improve steering response, then the steering system becomes more responsive, but the electric motor reaches its speed limit and becomes overloaded
Solution Approach 1:
The control unit dynamically adjusts the additional angle based on real-time monitoring of electric motor load and operating conditions. Instead of using a fixed additional angle, the system continuously adapts the superimposed steering angle to maintain optimal performance while preventing motor overload, thereby resolving the contradiction between steering responsiveness and motor reliability.
Solution Approach 2:
The system implements feedback control by continuously monitoring the electric motor's current load, temperature, and operating state. This feedback information is used by the control unit to adjust the additional angle in real-time, ensuring that the motor operates within its performance limits while still providing responsive steering assistance.
2Ease of operation
If the additional angle is set based on fixed specifications, then the control system is simple to operate, but it does not adapt to varying environmental conditions and ground surfaces
Solution Approach 1:
The control system transitions from static, fixed specifications to dynamic, adaptive control. The control unit continuously adjusts the additional angle based on real-time inputs including vehicle speed, steering angle, electric motor load, and environmental conditions. This dynamic approach maintains ease of operation while significantly improving adaptability to varying driving conditions.
Solution Approach 2:
The control system performs self-adjustment based on sensor inputs and pre-stored characteristic curves. The control unit automatically selects appropriate additional angles from stored curves based on current operating conditions, eliminating the need for manual intervention while adapting to environmental variations. This self-service mechanism maintains operational simplicity while enhancing versatility.
3Reliability
If the additional angle is continuously reduced when approaching steering stop, then steering stop behavior is improved, but the system does not optimize for different ground surfaces and vehicle speeds
Solution Approach 1:
The system dynamically selects from multiple pre-stored characteristic curves based on current vehicle speed and steering conditions. Each curve represents a different additional angle profile optimized for specific operating conditions. The control unit automatically switches between curves to optimize steering stop behavior for different ground surfaces and vehicle speeds, thereby resolving the contradiction between reliable steering stop behavior and adaptability.
Solution Approach 2:
The control system changes the additional angle parameter based on multiple input variables including vehicle speed, steering angle, and electric motor load. By adjusting this key parameter dynamically rather than using a fixed reduction profile, the system optimizes steering stop behavior for varying environmental conditions while maintaining reliable operation.
Data Source
AI summary
The method involves rotating a shaft (16) by a steering handle (14) in a steering system. Rotation of another shaft (20) is effected by the handle over a variable ratio gear unit (18). Actual value of parameters such as speed buffer (n-res) and force (F-ZS) of a steering system is communicated by a control unit (26) assigned to the steering system, and the parameter is a measure for actual loading of an auxiliary force producing unit (28). The rotation of a third shaft (22) is initiated around two supplementary angles according to reported values of the control unit. USE : Method for operating a steering system in a motor vehicle. ADVANTAGE : The rotation of the shaft is initiated around two supplementary angle according to reported values of the control unit, thus reducing load of auxiliary support, and improving utilization of the auxiliary force producing unit. DESCRIPTION OF DRAWINGS : The drawing shows a schematic view of a motor vehicle.'(Drawing includes non-English language text)' n-res, F-ZS : Parameters 14 : Steering handle 16, 20, 22 : Shafts 18 : Variable ratio gear unit 26 : Control unit 28 : Auxiliary force producing unit.