51results about How to "Improve steering feel" patented technology

An outboard motor steering system for an outboard motor mounted on a stern of a boat and having an internal combustion engine and a propeller with a rudder powered by the engine to propel and steer the boat. The system includes a swivel shaft connected to the propeller, a swivel case rotatably accommodating the swivel shaft, and a hydraulic cylinder connected to the swivel shaft to rotate it. The swivel case is formed with a box-like recess to accommodate the hydraulic cylinder therein such that the hydraulic cylinder does not project outside a profile of the outboard motor, regardless of a steered angle of the outboard motor. A rotation angle sensor is also installed in the recess and outputs a signal indicative of an angle of swivel shaft rotation. Further, moving orifices are provided in a hydraulic pressure circuit of the actuator for relieving excessive hydraulic pressure. Thus, space utilization around the outboard motor and boat is not restricted and steering feel is improved.

The invention relates to an optimum determining method of power steering torque of electric power steering system of vehicle. At first, the torque of the starting power-steered steering wheel can be determined; the torques of the starting power-steered steering wheel in different speed intervals are set: T0(v0) is equal to plus or minus 1Nm; T1 (v1) is equal to plus or minus 1.5Nm; and T2(v2) is equal to plus or minus 2Nm. Secondly, the coefficient of proportionality of the starting steering power of a motor V (Vi) (i is equal to 0,1 and 2) is determined, according to the operation of the vehicle (idle load of vehicle and relevant parameters of vehicle) and the effects of steering power. Thirdly, the maximum power steering torque of the motor is determined; and the torque Tdtest of the rotary steering wheel of the vehicle requiring an EPS system is measured in the state of maximum load and the stationary state. Fourthly, the coefficient (M/m).V(Vi) of the actual steering power is regulated according to the vehicle load, speed and requirements for the steering system. Fifthly, the optimum power steering current of the motor of the EPS system is determined, according to the whole weight M, the running speed V, the torque Td and the parameters of the steering system of the vehicle under the actual running condition.

[Problem] To provide an electric power steering device capable of reducing a sense of discomfort due to noise when steering or when executing low-speed steering, and capable of achieving smooth steering without phase delay during high-speed steering. [Solution] An electric power steering device includes a torque control unit that computes a current command value on the basis of at least a steering torque, and assist-controls a steering system by driving a motor using a current control system based on the current command value. The electric power steering device is provided with: a motor angular velocity computing unit that computes a motor angular velocity from a motor rotation angle; a motor angular acceleration computing unit that computes a motor angular acceleration from the motor angular velocity; and a stability compensation unit that computes a compensation steering torque and a compensation current command value on the basis of the motor angular velocity and the motor angular acceleration (and additionally the vehicle speed as necessary), wherein the steering torque is compensated using the compensation steering torque and the current command value is compensated using the compensation current command value.

The invention discloses an electronic differential control method of a four-wheel drive electric vehicle. The electronic differential control method includes the steps of calculating the turning radiuses of two front wheels and the turning radiuses of two rear wheels according to the turning angles of wheels and the slip angles of tires correspondingly, calculating target wheel speeds of the fourwheels according to the reference vehicle speed and the obtained turning radiuses of the two front wheels and the two rear wheels correspondingly, monitoring the difference between the actual wheel speeds of the four wheels and the target wheel speed in real time, determining the output modification feedback torque of each wheel by multiplying the difference by a preset torque modification proportionality coefficient, modifying the output torque, and obtaining the actual torque of the driving wheels inside and outside a front axle and a rear axle by subtracting the torque difference from the driving wheels inside, adding the torque difference to the driving wheels outside and meanwhile adding the feedback torque based on target wheel speed modification correspondingly. The electronic differential control method is suitable for the four-wheel independent drive electric vehicle, the turning radius and target torque of each driving wheel are calculated independently, the torque can be rapidly and precisely controlled, the slip angles of the tires are introduced to participate in calculation, and precision is improved.

The invention provides an electric power steering system, a control method and a vehicle. The electric power steering system comprises a torque sensor, a friction compensation module and a motor control module, wherein the torque sensor is used for detecting a frictional resisting moment of the vehicle; the friction compensation module obtains an original friction compensation moment, calculates afriction compensation correction coefficient Kf' of the vehicle according to the original friction compensation moment and the frictional resisting moment detected by the torque sensor and calculatesa friction compensation current; and the motor control module compensates the current according to the friction compensation current and performs power steering control. According to the electric power steering system, the frictional resisting moment of the vehicle is measured by using the torque sensor, and the friction compensation current of the vehicle is calculated by using the friction compensation module according to the frictional resisting moment, differentiated friction compensation output is realized, and the steering hand feel is improved.

The invention discloses a multi-objective optimization method based on a cell membrane optimization algorithm and used for an automotive complex steering system. Mechanical parameters and hydraulic parameters having greater influence on steering performance are selected from the complex steering system to serve as optimization variables, steering feel, steering sensitivity and energy consumption are taken as optimization objectives, and the steering assisting range is taken as a constraint condition, so that the system can obtain good steering feel and steering sensitivity with lower energy consumption.

Exemplary embodiments of the present invention relate to a friction compensation logic of MDPS and a friction compensation method using the same. The friction compensation logic of MDPS in accordance with an embodiment of the present invention includes: a signal processor configured to extract only a signal having a limited range from column torque signals input from a column torque; a friction compensation sign calculator configured to determine a friction compensation sign by integrating the column torque signal extracted by the signal processor and calculating the friction compensation sign by limiting the integrated value to a set value; and a friction compensation torque calculator configured to calculate a friction compensation torque by reflecting a friction compensation amount to a value calculated by the friction compensation sign calculator.

The invention relates to a method for determining a rack force (Fr, estcomplrack) for a steer-by-wire steering system (1) for a motor vehicle, wherein the rack force (Fr, estcomplrack) is determined from two components, wherein a first component of the rack force (Fr, estvehicle) is generated in a module for the vehicle model-based estimation of the rack force (15) by means of a vehicle model, anda second component of the rack force (Fr, estrack) is generated in a module for the steering-mechanism-model-based estimation of the rack force (16) by means of a steering-mechanism model.

A clutch device (29) is provided with: a handle-side housing (36) having lock grooves (42) formed in the inner periphery thereof at intervals from each other in the circumferential direction; a tire-side housing (38); lock bars (40) provided to the tire-side housing (38) so as to be capable of moving in the radial direction of the tire-side housing (38) and arranged at intervals from each other in the circumferential direction of the tire-side housing (38); and a forward/backward movement mechanism for moving the lock bars (40) forward and backward in the direction toward the lock grooves (42). The lock bars (40) have a lock bar (403) and a lock bar (401), which are configured so that, when the lock bars (40) are moved toward the lock grooves (42) by the forward/backward movement mechanism, irrespective of the rotational phase difference between the handle-side housing (36) and the tire-side housing (38), the lock bar (403) enters a lock groove (423) of the lock grooves and the lock bar (401) enters a lock groove (421) of the lock grooves.