JZC-22F型继电器性能检测机总体结构与检测分选机构设计
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JZC-22F型继电器性能检测机总体结构与检测分选机构设计,JZC,22,继电器,性能,检测,总体,结构,分选,机构,设计
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附录A：英文资料Offline Detection of Electric Power Steering (EPS)Xu Hanbin Zhang Zhongfu School of Mechantronic Engineering Wuhan University of Technology. Wuhan 430070, CHINAAbstract: Increasing use of electric power steering (EPS) systems, which affect vehicle dynamic behavior, has prompted the need for a more effective method of testing electric power steering systems, especially to electric control unit (ECU) in EPS. This research aims at building EPS off-line platform for realization of performance detection. First, the control logic on EPS is analyzed, and all kinds of input signals influencing on EPS are analyzed and modeled. They include engine velocity, vehicle velocity, self-diagnosis signal, starter signal and the steering angle. Then, the hardware- in-the-loop simulation (HILS) system is designed. The industrial computer is selected as the main test platform with some ISA-bus cards. In addition, the conversion interface is designed to suit the in-out need of EPS and the industrial computer. The system will be achieved with both simplicity and usability taken into account. The correlative control software is also developed with the good friendly interface. It can realize the storage of the testing data automatically. At last, the hardware-in- the-loop simulation system that can implement an actual load (prepared) torque delivered to the steering column is achieved. Experimental studies show that the hardware-in-the-loop simulation system can satisfy the need of off-line detection. Keywords：simulation, electric power steering, hardware-in-the-loopI. Introduction Electric power steering (EPS) is more energy efficient and environmentally compatible. It consumes approximately one-twentieth the energy of conventional hydraulic power steering systems and, as it does not contain any oil, it does not pollute the environment both when it is produced and discarded. As a result, this motivates the great increase of EPS-equipped vehicles recently. Although electric power steering systems offer significant advantages over their hydraulic counterparts, electric motor technology and controls had not reached the point where they could be used in this application until just recently. Thus, it is very necessary to improve EPS quality continuously, especially to the core of EPS: electric control unit (ECU). It certainly leads to more tests on EPS, and the tests are also very important for ECU development. It is a problem to process testing in the dynamics of unavailable hardware (not built yet or impossible or inconvenient to access). Now hardware-in-the-loop simulation (HILS) is introduced. Test in hardware-in-the-loop simulation is a viable alternative, allowing new electronic control units and software to be tested largely in a virtual environment, without real vehicles or prototypes. This report outlines the construction of the offline EPS detection systems, as well as their main components. And EPS experiment based on HILS has been achieved.II. EPS System A. Principle of EPS The EPS system consists of a torque sensor, which senses the drivers movements of the steering wheel; an ECU, which performs calculations on assisting force based on signals from the torque sensor; a motor, which produces turning force according to output from the ECU; and a reduction gear, which increases the turning force from the motor and transfers it to the steering mechanism. EPS is available in two types: a column type in which the reduction gear is located directly under the steering wheel, and a pinion type in which the reduction gear is attached to the pinion of the rack and pinion assembly. Each type of EPS system is speed-sensitivevehicle speed and engine rotation signals are input from the vehicle into the ECU. Fig.1 shows a vehicle with column-type EPS. The main purpose of any power steering system is, of course, to provide assist to the driver. This is achieved by the torque sensor, which measures the drivers torque and sends a signal to the controller proportional to this torque. The controller also receives steering position information from the position sensor that is collocated with the torque sensor and together they make up the Sensor. The torque and position information is processed in the controller and an assist command is generated. This assist command is further modulated by the vehicle speed signal, which is also received by the controller. This command is given to the motor, which provides the torque to the assist mechanism. The gear mechanism amplifies this torque, and ultimately the loop is closed by applying the assist torque to the steering column. The power source is from the battery (12V). FIG.1 EPS SystemB. Input and Output Signals on ECU The three primary roles and corresponding functions of the ECU in EPS systems are : 1). Power steering functions Generate assisting force (motor current) pursuant to vehicle speed and input torque to ensure appropriate steering power throughout vehicle speed range. 2). Self-diagnosis and fail-safe functions Monitor the EPS system components for failure. Upon detecting any failure, controls EPS functions depending on the influence of the failure and warns the driver. Also, stores the failure location in the ECU. 3). Communication functions Data stored in the ECU can be read and EPS system functions checked using external communication equipment.To realize a performance detection of the ECU, the input and output signals on the ECU need studying.Input : a. Engine rotation: 0-12V square wave b. Vehicle speed: 0-5V square wave c. Torque voltage Main edge :The bigger is the left steering angle, the smaller is the output voltage. The bigger is the right steering angle, the more is the output voltage. The output is 2.5V at the straight position. Sub edge: quite the contrary. d. Ignition signal : on-off switchOutput :a. Clutch switch : on-off switch b. Motor current : 0 -30A c. EPS status :0-12V variable interval square wave In addition, self-diagnosis on-off switch will be properly earthed when the EPS needs maintenance. The switch is not earthed in the normal usage of EPS.III. Hardware-in-the-loop simulation Hardware-in-the-loop simulation system has been built to realize the offline detection of EPS as Fig.2. The industrial computer is regarded as the testing platform with PCL-836 card, PCL-730 card, PCL-726 card and PCL-813B card The PCL-836 card is a multifunction counter-timer and digital I/O add-on card for IBM PC/XT/AT and compatibles. It provides six 16-bit down counters, a 10 MHz crystal oscillator time base with divider and general purpose 16-bit TTL input and output ports.Two channels in the card are used for detection. Channel 0 is used to produce the square signal for simulating vehicle velocity (max 100 Hz). Channel 1 produces the square for engine velocity.(max 100 Hz).The square waves are all TTL. Because the ECU needs 0-12V square wave as engine rotation, the wave from channel 1 must be exchanged through the circuit. The relationship between vehicle velocity and the simulating square is 60 km/h to 43 Hz. The PCL-730 card offers 32 isolated digital I/O channels (16 DI and 16 DO) and 32 TTL digital I/O channels (16 DI and 16 DO) on a PC add-on card. Providing 1000 V isolation, each I/O channel corresponds to a bit in a PC I/O port, making the PCL-730 very easy to program. In the HILS system, connector CN1 Isolated output is selected for ignition and self-diagnosis signal. Pin IDO0 in the CN1 is for ignition, and IDO 1 for self-diagnosis. Connector CN2 Isolated input is selected for the signal of EPS status lamp. The system will translate the different interval square from pin IDI 0 in the CN2 to the special code, and show the information about the ECU status. The PCL-813 is a 32 channels single-ended isolated analog input card with 12-Bit resolution A/D conversion. It is easy to use and cost effective IBM PC/XT/AT compatible data acquisition card. Three A/D channels are employed in the system. AI0 (Analog input 0) is used to sample the motor current from ECU. AI1（Analog input 1) is used to sample the voltage from the main edge of the torque sensor, and AI2（Analog input 2) to exchange the one from the sub edge .The PCL-726 provides six independent D/A output channels on a single PC-BUS add-on card. Each channel has 12 bit resolution, double buffered D/A converters. Channel 0 is employed to simulate loading the torque on the column of EPS.FIG.2 Simulation System In addition, software running in the system is developed based on Advantech device driver library ADSAPIBC.LIB. The Advantech Device Driver library supports event functions. It notifies the program by posting messages when events occur within the device. The interface function in the library is so simple that the programming time is shortened. The I/O addresses in response to the cards are 240H (PCL-836), 300H (PCL-730), 2C0H (PCL-726) and 210H (PCL-813).Experiment Based on HILSAccording to the different simulating vehicle speed set by the HILS system, the curves of the assistant current vs. steering torque are get from the experiments (Fig.4). Fig.3 shows the expected control strategy on the left steering. It absents the steering assistance current vs. steering torque curves based on vehicle speed. The faster is the speed, the less is the assistance current. Fig.4 is the steering assistance current vs. steering torque curves based on vehicle speed in the HILS. The experiment is developed from low speed to high speed. It has recorded the curves on the steering assistance current vs. the output voltage of the torque sensor when the simulating vehicle speed was respectively 2Hz (2.8 km/h), 4Hz (5.6 km/h), 6Hz (8.5 km/h), 8Hz (11.3 km/h), 10Hz (14.1 km/h), 20Hz (28.3 km/h), 40Hz (56.8 km/h), 60Hz (84.7 km/h), 80Hz (113.0 km/h) or 100Hz (141.3 km/h). Comparison between the two figures shows that the experiment results is well suited to the expected ones at 20Hz -100Hz, but the experiment results is higher than the expected ones at 2Hz-10Hz. In sum, the developed HILS could better satisfy the need of the offline detection.FIG.3 Assistance current vs. torque voltage(expected )FIG.4 Assistance current vs. torque voltage(experiment).Torque VoltageThe hardware-in-the-loop simulation on electric power steering is built, and the first experiment has also achieved. The result proves that the HILS system is available. Such tests are very systematic and also completely safe, even when critical thresholds are exceeded, while allowing ECU errors to be reproduced whenever and however required. The hardware-in-the-loop simulation is a cost- effective way to shorten design times and improve product quality. And it is very easy to test the new EPS control algorithm in the system. As we have seen above, there are some problems in the developed system too. The recorded assistance current is a little bigger than the expected one at low vehicle speed. This shows that the experiment ways would be improved still.附录B：英文资料翻译电动助力转向的离线检测徐汉斌 张忠福武汉理工大学机械工程学院武汉430070，中国摘要：影响车辆的动态行为的电动助力转向系统正被越来越多地使用，这急需一个更有效的测试电动助力转向系统的方法，特别是对于电动转向系统中的电控单元。本研究旨在创建EPS（电动助力转向系统）的离线平台来实现其性能检测。首先，对EPS的控制逻辑进行分析，对各种输入信号对EPS的影响进行分析和模拟。它们包括发动机速度，车速，自诊断信号，启动信号和转向角。然后设计HILS（硬件在环仿真）系统 ，选择工业电脑和一些ISA总线卡作为主要测试平台。其次，转换接口的设计要适合EPS和工业电脑输入输出的需要。该系统要把实现既简单又实用考虑进去，相关控制软件要要实现良好的接口。它能实现对测试数据的自动存储。最后，HILS系统可实现以实际转矩传递到转向系转向管柱上。实验研究表明，硬件在环仿真系统中能够满足离线检测的需要。关键词：仿真，电动助力转向，硬件环路。1 介绍电动助力转向更能做到能量高效，环境相容。它消耗的能量约为传统的液压动力转向系统的二十分之一，并且，它不含任何油，不论是生产还是报废它都不污染环境。因此，这激发了越来越多地车辆装备EPS。虽然电动助力转向系统相对于液压动力系统有巨大的优势，但电动机和控制技术没有达到它们能被应用的程度，直到最近。因此，不断改进EPS的质量十分必要，特别是EPS电动控制单元的核心。这当然导致了对EPS的更多测试，这些测试对ECU的发展也十分重要。这对于不存在硬件（没有建立或不能或不便访问）的动态过程测试是一个问题3。现在对HILS进行介绍5。在HILS系统中测试时一种可行的选择，主要是让新的电控单元和软件在一个虚拟的没有汽车或原型的环境中进行测试。这份报告概述了EPS离线诊断系统的创建，以及其主要组件。因此EPS基于HILS的实验已经达到。2 EPS系统2.1 EPS的原则EPS系统包含一个扭矩传感器，它来测量驾驶员对方向盘加载的运动；一个ECU，它接收来自扭距传感器的信号再进行计算所需加载的助力；一个电机，根据ECU的输出产生助力；还有一个减速齿轮，来增大来自电机的助力，再把它传到转向器中。EPS有两种类型：转向轴助力式：减速齿轮直接位于转向盘下；齿条助力式：减速齿轮与齿轮齿条相连。每个类型的EPS系统都有速度感应车速和发动机转速从汽车输入到ECU。图1是柱型EPS汽车2。当然，任何电动助力转向系统的目的都是为驾驶员提供帮助。传感器实现了这一目的，它测量司机的转矩，并发送一个转矩比的信号到控制器。该控制器还从与转矩传感器布置在一起的位置传感器那接收到了位置信息。控制器处理转矩和位置信息，并生成一个协助命令。此命令将进一步调整由控制器收到的车速信号。此命令传到电机，它则向助力装置提供转矩。减速齿轮放大了转矩，最终由向转向柱提供助力使得环路封闭。动力来源于12V的电池。图1 EPS系统2.2 ECU的输入和输出信号EPS系统中的ECU的三个主要作用和相关功能是：(1) 动力转向功能依据车速和输入转矩产生助力（电机电流）以确保在整个车速范围内有合适的转向功率。(2) 自我诊断和故障保险功能监测EPS系统中的故障组件。在检测到任何故障时，控制EPS向故障影响的功能，向驾驶员发出警告。然后，在ECU中记录故障位置。(3) 通信功能ECU中的存储数据可以被读取，通过使用外部设备可以检查EPS系统的功能。为了实现ECU的性能检测，ECU的输入输出信号需要研究。1) 输入a)发动机转速：012V方波b)车速：05V方波c)转矩电压主要优势：左边的转向角越小，输出电压越小。右边的转向角越大，输出电压越大。直线位置输出电压为2.5V。次要优势：恰恰相反。d)点火信号：通断开关2) 输出a)离合器开关：通断开关b)电机电流：030Ac)EPS状态：012V可变间隔方波此外，当EPS系统需要维修时，自诊断的通断开关会正确接地。在正常使用EPS时，该开关不会接地。3 硬件在环路中的仿真HILS系统已经建成，用来实现如图2所示的EPS的掉线检测。此工业电脑被视为拥有PCL-836卡，PCL-730卡，PCL-726卡和PCL-813B卡的测试平台4。PCL-836卡是一个多功能计数定时器和IBM PC/XT/AT的数字I/O插件相兼容的卡。它提供了6个16位计数器，基于驱动的10MHz的晶体振荡器和通用的16位TTL输入和输出端口
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