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TORQUE STEER COMPENSATION USING EPAS

机译：使用EPAS扭矩转向赔偿

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Front wheel driven vehicles with high torque powertrains often suffer from steering disturbances due to the influence of drive torque on the steering system – so called torque steer. This problem has been known since the introduction of front wheel driven vehicles in the early seventies and is reasonably well understood. With the expansion of front wheel drive to larger carlines, increasing engine power and the trend to bigger wheels with lower aspect ratio tires the torque steer problem is becoming more predominant. During recent years hydraulic power steering assistance is being replaced more and more by Electric Power Assisted Steering (EPAS). This gives the opportunity to provide steering forces that are completely independent of steering wheel torque applied by the driver. With this advantage, disturbances can easily be rejected if they can be quantified in direction and magnitude. This is carried out by fully automated control functions based on the inputs from sensors already existing in the vehicle. To compensate for torque steer using an EPAS torque overlay, disturbance magnitude and direction must be quantified. Several contributors inside the vehicle, such as king pin offset, driveshaft rear view angles and driveshaft stiffness balance in combination with differential gear friction, are well known. The behaviour of these internal contributors can be predicted with sufficient quality to estimate torque steer influences during high power accelerations. Using simulation and estimation of these internal contributors torque steer could be compensated under optimum conditions on a dry and flat surface. Next to these internal factors, torque steer is mainly influenced by the road/tire contact patch. Changes in friction or undulations in the road, as seen on typical roads, can in no way be calculated, predicted or foreseen. High driving torques in these natural conditions will again result in undesired steering influences. The resulting steering disturbance can be identified if the nominal steering wheel torque for the current driving situation is known. Therefore a model based approach has been developed to derive nominal steering torque with respect to the driving situation. In the case of a probable torque steer event the difference between this nominal steering wheel torque and the torque being applied by the driver can be calculated and used to eliminate, or strongly reduce torque steer effects.
机译：由于驱动扭矩对转向系统上的影响，前轮驱动车辆通常遭受转向干扰 - 所以称为扭矩转向。由于在初期的七十年代早期的前轮驱动车辆引进并且合理地理解，这一问题已经着名。随着前轮驱动的扩展到较大的隆隆，增加发动机功率和具有较低纵横比轮胎的更大车轮的趋势，扭矩转向问题变得越来越占主导地位。在近年来，液压动力转向辅助越来越多地通过电力辅助转向（EPA）更换。这使得有机会提供完全独立于驾驶员施加的方向盘扭矩的转向力。利用这种优势，如果可以在方向和幅度上量化，可以容易地拒绝干扰。这是通过基于来自车辆中已经存在的传感器的输入来实现的完全自动化控制功能。为了使用EPAS扭矩覆盖来补偿扭矩转向，必须量化干扰幅度和方向。车辆内的几个贡献者，例如王销偏移，驱动轴后视角和传动轴刚度平衡与差动齿轮摩擦结合，是众所周知的。可以通过足够的质量预测这些内部贡献者的行为来估计在高功率加速期间的扭矩引导。使用模拟和估计这些内部贡献者扭矩转向可以在干燥和平坦表面上的最佳条件下补偿。在这些内部因素旁边，扭矩操舵主要受道路/轮胎接触贴片的影响。如在典型的道路上看到的道路上的摩擦或起伏变化，绝不能计算，预测或预见。在这些自然条件下的高驾驶扭矩将再次导致不希望的转向影响。如果已知电流驾驶情况的标称方向盘扭矩，则可以识别所得到的转向障碍。因此，已经开发了一种基于模型的方法来实现关于驱动情况的标称转向扭矩。在可能的扭矩转向事件的情况下，可以计算该标称方向盘扭矩和由驾驶员施加的扭矩之间的差异来消除或强烈降低扭矩转向效果。

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