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Modelling and control of an electromechanical steering


system in full vehicle models
Y Du1*, M A Lion1, and P Maißer2
1CAE-Methods, Volkswagen AG, Wolfsburg, Germany
2Institute of Mechatronics at the Chemnitz University of Technology, Germany

The manuscript was received on 10 September 2004 and was accepted after revision for publication on 12 December 2005.

DOI: 10.1243/09596518JSCE96

Abstract: In the automotive industry, electrical and electromechanical components and


systems become more and more important. In comparison with commonly used mechanical
and hydraulic systems they offer a large number of advantages with respect to efficiency and
flexibility, for example. Therefore, conventional hydraulic steering systems are being replaced
more and more with electromechanical ones. Currently, different concepts of electromechanical
steering systems are being developed. In this work an electromechanical steering system with
double pinions is modelled based on a uniform theory for discrete electromechanical systems.
This steering system is implemented into a multibody full vehicle model and a control scheme
has been developed. Subsequently, the performance of the whole electromechanical system,
and especially the behaviour of the controller, has been tested with different handling
manoeuvres.

Keywords: electromechanical steering system, electromechanical systems, multibody


vehicle model, full vehicle model, driver model, vector control, field-oriented control

1 INTRODUCTION steering wheel and gear rack. Thus, in case of a failure


of the servo motor the vehicle can still be steered
Currently, an increasing importance is attached to mechanically.
electromechanical components in the automotive In this research work, an asynchronous electrical
industry. An outstanding example is the electro- machine is used as the servo motor. Due to its
mechanical steering system which is characterized brushless design the asynchronous machine offers
by efficiency, steering comfort, adaptability, and many advantages and is a very compact and durable
environmental friendliness. It already fulfils a large functional unit. For the operation of this steering
number of requirements for steering systems of the system different input signals are required. The most
future [1]. In the case of electromechanical steering important signal is from the torque sensor on the
different concepts are known [2, 3]. In this paper, the torsion bar, which corresponds with the hand torque
concept with double pinions as shown in Fig. 1 is of the driver applied on the steering wheel. A further
considered. This kind of steering system is equipped important signal is the angular velocity of the rotor,
with two pinions. While the steering pinion transfers which is necessary for a precise control of the
the steering torque applied by the driver, the torque asynchronous machine. This signal is measured by
generated by the servo motor is introduced over means of an angular velocity sensor. An optimally
an additional servo pinion into the gear rack [4]. adapted steering support can be achieved by taking
As a fundamental property of this construction, a further information into account, e.g. the vehicle
mechanical connection always survives between velocity or the steering angle. In order to generate
various steering functions, the input signals are pro-
* Corresponding author: 1573 CAE-Methods, Volkswagen AG, cessed by an algorithm in the control unit. Subjects
Wolfsburg 38436, Germany. email: yu.du@volkswagen.de of the present research work are the modelling and

JSCE96 © IMechE 2006 Proc. IMechE Vol. 220 Part I: J. Systems and Control Engineering

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The Charlesworth Group, Wakefield 01924 204830
2 Y Du, M A Lion, and P Maißer

where qm is the vector of electrical generalized


coordinates (charges of the fundamental loops), A
is the fundamental loop matrix describing the
linear dependence between the branch charges
and the electrical generalized coordinates, and q0(t)
represents the charges of the current sources in the
electrical network. Furthermore, ql is the vector of
Fig. 1 Electromechanical steering system with double mechanical generalized coordinates. The number
pinions of components of the generalized electrical and
mechanical coordinate vectors qm and ql is called
quasi degree of freedom n of the discrete EMS.
control of such an electromechanical steering system
Then, the vector q=(qm; ql) can be interpreted as
in a multibody full vehicle model. The behaviour of
the representing point of the discrete EMS in the
the whole system is tested using different handling
n-dimensional configuration space Rn. The motion
manoeuvres with the help of a driver model.
equations of a discrete EMS can be written in the
form
2 MODELLING OF THE ELECTROMECHANICAL
M(t, ql)q̈l+K(t, ql, q̇l)+Ql(t, ql, q̇l)
STEERING SYSTEM
+Qm(t, ql, qm, q̇m)=0 (1)
The steering system as shown above is a typical
electromechanical system (EMS). It represents a L(t, ql)q̈m+G(t, ql, q̇l, q̇m)+R(t, ql)q̇m
physical heterogeneous structure, which can be
+C(t, ql)qm+V(t, ql)=0 (2)
characterized by the interactions between electro-
magnetic fields and mechanical objects [5]. The where M(t, ql) is the generalized mass matrix,
dynamical behaviour and interactions within such a K(t, ql, q̇l) is the vector of generalized gyroscopic/
system can be described by coupling the methods of Coriolis forces, Ql(t, ql, q̇l) is the vector of the
multibody dynamics with the Kirchhoff theory [6, 7]. generalized applied forces having a pure mechanical
For this purpose the approach of generating uniform origin (e.g. gravity, springs, frictions, and dampers),
Lagrangean motion equations for the whole EMS and Qm(t, ql, qm, q̇m) is the vector of applied forces
works well [7]. caused by electromagnetic fields. The matrix
L(t, ql) contains the generalized inductances and
2.1 Lagrangean formalism for discrete EMS G(t, ql, q̇l, q̇m) is the vector of generalized gyroscopic/
To describe the dynamical behaviour of discrete Coriolis voltages. R(t, ql) is the matrix of generalized
electromechanical systems with the Lagrangean resistances, C(t, ql) represents the generalized
formalism, its application has been transferred first capacitances, and V(t, ql) denotes the vector of the
to pure electrical systems with concentrated para- generalized applied voltages.
meters, such as resistors, capacitors, and inductors [8]. Obviously, the mechanical part (1) of the motion
The topology of the electrical system can be equations contains additional forces depending on
represented by a so-called network graph C. The the generalized electrical coordinates. On the other
set {q: , x: k | jµC; s=1, … , 6, k=1, … , K} is called a hand, the coefficient matrices appearing in the
j s
position of the EMS, where q: are the branch charges electrical part (2) of the motion equations can depend
j
and x: k the mechanical coordinates of a given number on the mechanical generalized coordinates. Thus, the
s
of K rigid bodies. The kinematics of the EMS is deter- coupling between the mechanical and electrical
mined by the constraint conditions, which are given parts of the system is completely represented by this
by Kirchhoff’s current law of the electrical network theory. The mathematical and physical foundations
and the geometric connections between the rigid and details of this uniform approach can be found
bodies. The vectors of the branch charges q: =(q: ) in reference [9].
j
and the mechanical coordinates x: =(x: k ) which The theory of the Lagrangean formalism for discrete
s
satisfy the constraint conditions of the EMS at the electromechanical systems is implemented in the
time t can be written as simulation program alaska, which was developed at
the Institute of Mechatronics in Chemnitz, Germany.
q: =Aqm+q0(t)
The Lagrangean motion equations (1) and (2) of an
x: =x: (ql, t) EMS can be generated automatically in alaska.

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Electromechanical steering system in full vehicle models 3

2.2 Modelling of the induction machine electrical machine of this kind can be modelled
easily. The network graph of a three-phase induction
In general an induction machine consists of a stator
machine is shown in Fig. 3.
and a rotor, which are connected by a revolute joint.
From the above network graph the fundamental
An induction machine possessing a three-phase wind-
loop matrix can be written as
ing system in the stator and a further three-phase
winding system in the rotor is of special interest in t1 0 0 0 0 0 1 0 0 0 0 0 uT
this research work. In order to formulate the model N N
for the induction machine the following conditions N0 1 0 0 0 0 0 1 0 0 0 0N
N N
are assumed to be fulfilled: N0 0 1 0 0 0 0 0 1 0 0 0N
A= N
1. The windings can be replaced by concentrated 0 0 0 1 0 0 0 0 0 1 0 0N
N N
windings. N0 0 0 0 1 0 0 0 0 0 1 0N
2. The magnetization characteristic is linear and N N
without saturation. v0 0 0 0 0 1 0 0 0 0 0 1w
3. The magnetomechanical interactions are deter- This three-phase induction machine has seven quasi
mined by the field distribution in the air gap degrees of freedom. Accordingly,
between the rotor and stator.
4. Dissipative core losses and temperature depend- q=(qm; ql)=(q , q , q , q , q , q ; q )
1 2 3 4 5 6 7
ence of the resistances and inductances are =(q , q , q , q , q , q ; h )
neglected. as bs cs ar br cr rm
is the vector of the generalized coordinates, where q ,
Figure 2 shows the model of an idealized three-phase j
jµ{1, … , 6}, denotes the charge in the fundamental
induction machine. In the following considerations, loop j and q is the mechanical rotation angle h of
the indices s and r denote quantities referring to 7 rm
the rotor. Consequently,
stator and rotor, while a, b, and c denote the three
phases. The inductances arranged in the stator and q̇=(q̇m; q̇l)=(q̇ , q̇ , q̇ , q̇ , q̇ , q̇ ; q̇ )
1 2 3 4 5 6 7
rotor windings are then represented by three coils =(i , i , i , i , i , i ; v )
staggered by 2p/3 in each case. Each of these six as bs cs ar br cr rm
coils forms a fundamental loop together with an is the vector of the generalized velocities, where q̇ ,
j
Ohm’s resistance and a voltage source. If no voltage jµ{1, … , 6}, denotes the current in the fundamental
source is applied in the rotor windings, a so-called loop j and q̇ is the mechanical angular velocity v
7 rm
asynchronous machine is obtained. of the rotor.
With the help of the electromechanical modelling If the induction machine possesses p poles
components contained in alaska, e.g. capacitors (C), ( p =p/2 pole pairs), a so-called electrical angle h
p r
coils (L), resistors (R), and voltage sources (V), an of the rotor can be introduced in accordance with
h =p h
r p rm
Consequently, the electrical angular velocity is
defined by
v =p v
r p rm
The parameters describing the physical properties of
the electrical components are still required for the
complete description of the induction machine. In

Fig. 2 Idealized model of a three-phase induction Fig. 3 Network graph of a three-phase induction
machine machine

JSCE96 © IMechE 2006 Proc. IMechE Vol. 220 Part I: J. Systems and Control Engineering

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4 Y Du, M A Lion, and P Maißer

accordance with the fundamental assumptions, the 2.3 Electromechanical steering system in a full
Ohm’s resistances r of the stator windings and r of vehicle model
s r
the rotor windings are constant. The inductances
The electrical machine as discussed above was
of the induction machine can be written in matrix
implemented in the steering system of a multibody
form as
full vehicle model according to the double pinion
t Lls+Lss L
sm
L
sm
L0
sr
Lp
sr
Lm u
sr concept. For the purpose of describing the forces
N N
N Lsm L +L L Lm L0 Lp N between the road and the wheel hub, the tyre model
ls ss sm sr sr sr
N
L L L +L Lp Lm L0 N
N RMOD-K is used (see references [10] to [12]). The
L=N sm sm ls ss sr sr sr
N L0 Lm Lp L +L L L N parking torque and the steering torque at a standstill
N sr sr sr lr rr rm rm N of the vehicle can also be calculated with this tyre
N Lp L0 Lm L L +L L N
N sr sr sr rm lr rr rm N model. The multibody full vehicle model in com-
v Lm Lp L0 L L L +L w bination with the electromechanical steering system
sr sr sr rm rm lr rr
The parameter L denotes the self-inductance of is shown in Fig. 4.
ss
the stator windings and L =L cos(2p/3) the The differential equations of this model are
sm ss
mutual inductance between two stator windings. L generated automatically by the program alaska. Due
rr
is the self-inductance of the rotor windings and to the inductances the mechanical coordinate h
rm
L =L cos(2p/3) the mutual inductance between enters the electrical part (2) of the motion equations.
rm rr
two rotor windings. L is the leakage inductance of On the other hand, the electromagnetic torque
ls
the stator windings and L the leakage inductance occurs as an additional force in the mechanical
lr
of the rotor windings. The relations L0 =L cos h , part (1) of the motion equations. The simultaneous
sr sr r
Lp =L cos(h +2p/3), Lm =L cos(h −2p/3) are con- solution of the motion equations of both model
sr sr r sr sr r
sidered, where L is the peak value of the mutual parts guarantees the correct description of all
sr
inductance between the stator and rotor windings. electromechanical interactions occurring in the
To generate the differential equations of an EMS model.
the program alaska requires the derivatives of the
parameters describing the physical properties of 2.4 A driver model for testing the
the electrical components with respect to both the electromechanical steering system
mechanical coordinates and the time. It is recognized
In order to simulate the dynamical behaviour of the
that the parameters L0 , Lp , and Lm of the inductance
sr sr sr electromechanical steering system with different,
matrix depend on the time-dependent rotor angle h .
rm more or less complicated driving manoeuvres, a
Therefore, the partial derivative of the inductance
driver model is used. This driver model consists of
matrix with respect to the rotor angle h is not zero
rm both a trace controller and a velocity controller. It
and must be indicated as
has proven itself in various applications [12]. The
t 0 0 0 L0∞ Lp∞ Lm∞ u concept of the trace controller, which works with
sr sr sr N
N preview, is sketched in Fig. 5.
N 0 0 0 Lm∞ L0∞ Lp∞ N
sr sr sr The prescribed target trace C (s) that the vehicle
qL
N
0 0 0 Lp∞ Lm∞ L0∞
N t
sr sr sr N model has to follow lies in the (E , E ) plane of
=N x y
qh the inertial system and uses the arc length s as
rm N L0∞ Lm∞ Lp∞ 0 0 0 N
N
sr sr sr N the representation or curve parameter. The local
N Lp∞ L0∞ Lm∞ 0 0 0 N
N sr sr sr N
v Lm∞ Lp∞ L0∞ 0 0 0 w
sr sr sr
with L0∞ =−p L sin h , Lp∞ =−p L sin(h +2p/3)
sr p sr r sr p sr r
and Lm∞ =−p L sin(h −2p/3). The time derivative
sr p sr r
of the inductance matrix can then be written as
t 0 0 0 L0∞ Lp∞ Lm∞ u
N sr sr sr N
N 0 0 0 Lm∞
sr
L0∞ Lp∞ N
sr sr
N N
dL 0 0 0 Lp∞ Lm∞ L0∞ N
=v N sr sr sr
dt rm N L0∞ Lm∞ Lp∞ 0 0 0 N
N sr sr sr N
N Lp∞ L0∞ Lm∞ 0 0 0 N
N sr sr sr N Fig. 4 A multibody full vehicle model with electro-
v Lm∞ Lp∞ L0∞ 0 0 0 w mechanical steering system
sr sr sr

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Electromechanical steering system in full vehicle models 5

this purpose a simple proportional controller is used

M =k (v −v ), (6)
A A soll x
where k is a gain factor of the drive torque
A
regulation. A detailed description of this driver model
can be found in reference [13].

2.5 Determination of the entire steering torque


and the desired support torque
A main characteristic of the electromechanical
steering system is that the steering motion is given
at each time by the driver. The corresponding joint
Fig. 5 Quantities and notations for the trace control reaction forces enforcing the given motion can be
calculated by means of inverse dynamics of the
tangent vector and the associated normal vector are mechanical subsystem. To this end, the generalized
designated with e (s) and e (s). Furthermore, v is the mechanical coordinates ql are divided into so-called
t n intrinsic coordinates ql1, whose motion is pre-
velocity vector of a vehicle-fixed reference point. The
travelled distance covered on the target trace is scribed, and external coordinates ql2. Then, the
denoted by s(t), which also defines the position of a motion equations describing the dynamics of the
reference point. It can be calculated by means of the mechanical subsystem can be formulated as
following differential equation
M q̈l +M q̈l2 +Kl1 +Ql1 +QR=0 (7)
l1l1 1 l1l2
r(s)
ṡ(t)= v(t)·e (s) (3) M q̈l1 +M q̈l2 +Kl2 +Ql2 =0 (8)
r(s)+d(s) t l2l1 l2l2
Thereby r(s) denotes the local curvature radius of the If the rheonomic constraints of the intrinsic
target curve at the reference point; d(t) denotes the coordinates are given as
lateral deviation between the vehicle and the target
ql1 =ql1 (t)
trace and can be determined with the differential 0
equation the reaction forces QR can be determined from
ḋ(t)=v(t)·e (s) (4) equations (7) and (8) using inverse dynamics (see also
n reference [14]). The calculated reaction force enforces
The direction deviation y(s , t) is defined by the the prescribed motion of the steering system and
V
angle between the longitudinal axis e of the vehicle corresponds to the entire necessary steering torque
x
and a preview vector e , which points from the M . The task of the electrical machine of the electro-
V L
vehicle-fixed reference point to the preview point mechanical steering system is to supply a certain
C (s+s ). This preview point lies about the so-called part of the entire steering torque. In the following
t V
preview distance s before the reference point on the considerations the support torque generated by the
V
target trace. electrical machine is denoted as M . The remaining
E
The steering wheel angle Q (t) required for the
s steering torque M −M corresponds with the torque
trace control is determined by means of a first-order L E
stamped at the torsion bar and will therefore be
differential equation linearly dependent on the lateral called the hand torque M . The target relationship
deviation d(t) and the direction deviation y(s , t) H
V between the hand torque and the support torque
1 is determined or estimated by the development
Q̇ (t)= [k y(s , t)+k d(t)−Q(t)] (5) engineer in accordance with the desired steering
s t y V d
Q feeling. It is given, for example, in the form of a
The behaviour of the trace controller can be adjusted characteristic field as shown in Fig. 6. The character-
by the time constant t and the two gain factors k istic field matches the desired value of the support
Q y
and k . torque M* to that of the vehicle velocity and the
d E
The velocity controller is realized by regulating hand torque.
the drive torque M depending on the difference If i denotes the gear ratio between the rotor of
A
between the current velocity of the vehicle in forward the electrical machine and the steering wheel, the
direction v =v·e and the desired velocity v . For electrical machine must generate a torque m* =iM* .
s s soll E E

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Voltage equations for the rotor


dY
u = ar +i r
ar dt ar r

dY
u = br +i r
br dt br r

dY
u = cr +i r
cr dt cr r

(10)

Constitutive equations (flux–current relationships)

Fig. 6 Characteristic field for the determination of t Yas u


support torque
N N
N Ybs N
N N
N Ycs N
NY N
3 CONTROL OF THE ELECTROMECHANICAL N ar N
NY N
STEERING SYSTEM N br N
vY w
cr
Since in this steering system the rotor of the electrical
t Lls+Lss L
sm
L
sm
L0
sr
Lp
sr
Lm u
sr
machine is connected mechanically with the steering N N
N Lsm L +L L Lm L0 Lp N
wheel, the rotation of the rotor is determined by the ls ss sm sr sr sr
L +L
N N
steering wheel motion initiated by the driver and L L Lp Lm L0 N
=N sm sm ls ss sr sr sr
cannot be controlled. Therefore, the control task of N L0 Lm Lp L +L L L N
N sr sr sr lr rr rm rm N
the electromechanical steering system is to produce N Lp L0 Lm L L +L L N
sr sr sr rm lr rr rm N
the desired torque as accurately as possible at any N
v Lm Lp L0 L L L +L w
given angular velocity of the rotor. For this highly sr sr sr rm rm lr rr
dynamical servo drive it is necessary to employ the t ias u
dynamic model of the electrical machine during N N
N ibs N
the design of the controller. The presuppositions, to N N
i N
supply the electrical machine with voltages of con- ×N cs (11)
Ni N
trollable amplitude, frequency, and phase, can be N ar N
Ni N
easily fulfilled nowadays by efficient power switches N br N
and fast microprocessors. vi w
cr
In the equations (9) and (10), u with lµ{a, b, c}
3.1 Model equations of an induction machine in lk
and kµ{s, r} denote the externally supplied voltages.
the a–b–c reference frame
It should be noted that u =0 holds for asynchronous
lr
According to the electrical part (2) of the motion electrical machines. The quantities Y denote the
lk
equations the dynamic model of the induction flux linkages. The electromagnetically generated air
machine can be expressed explicitly in the so-called gap torque, which corresponds to Qm(t, ql, q̇m) in the
a–b–c reference frame as follows. mechanical part (1) of the motion equations, can be
expressed in explicit form as
Voltage equations for the stator 1 qY
m = ∑∑ lk i
dY E 2 qh lk
u = as +i r l k rm
as dt as s Using the matrix qL/qh , this expression simplifies
rm
dY to (see also reference [15])
u = bs +i r
bs dt bs s p p
m = p (Y i −Y i )+ p (Y i −Y i )
E √3 as bs bs as √3 bs cs cs bs
dY
u = cs +i r
cs dt cs s p
+ p (Y i −Y i ) (12)
(9) √3 cs as as cs

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Electromechanical steering system in full vehicle models 7

This system of coupled differential equations (9) The quantities to be transformed may be voltages,
to (12) shows that the induction machine is a non- currents, or flux linkages. The inverse transformation
linear, multivariable system. In order to control it, a matrix from the q–d–0 to the a–b–c reference frame
field-oriented scheme [16, 17] is employed in this can be written as
research work. The decoupling of the equations can

C D
be achieved by substituting the a–b–c reference cos Q sin Q 1
frame with a so-called q–d–0 reference frame. T(Q)−1= cos(Q−2p/3) sin(Q−2p/3) 1
3.2 Model equations of an induction machine in cos(Q+2p/3) sin(Q+2p/3) 1
the q–d–0 reference frame
Applying this transformation to the voltage and
A so-called q–d–0 reference frame rotating with an constitutive equations in the a–b–c reference frame,
electrical angular velocity v in the same direction the corresponding equations in the q–d–0 reference
as the rotor is shown in Fig. 7. In the special case frame are the following ones.
of v=0 there is a stationary reference frame. Setting
v=v , where v is the so-called synchronous
e e Voltage equations for the stator
electrical angular velocity of the magnetic field of the
stator, a synchronously rotating reference frame can dY
u = qs +vY +r i
be obtained. The transformation of a quantity from qs dt ds s qs
the a–b–c to the q–d–0 reference frame can be carried
out with the following matrix dY
u = ds −vY +r i
ds dt qs s ds

C D
cos Q cos(Q−2p/3) cos(Q+2p/3)
2 dY
T(Q)= sin Q sin(Q−2p/3) sin(Q+2p/3) u = 0s +r i
3 0s dt s 0s
1/2 1/2 1/2
(13)
The matrix T(Q) in fact describes a linear transform-
ation in the velocity space of the planar electrical
Voltage equations for the rotor
machine. Looking at Fig. 7, it is clear that Q=h=
∆ t v(t) dt+h(0) applies to the quantities belonging dY
0 u = qr +(v−v )Y +r i
to the stator and Q=h−h to the quantities of the qr dt r dr r qr
r
rotor. Applying the matrix T(Q) to the stator or rotor
quantities, the following transformation relation holds dY
u = dr −(v−v )Y +r i
dr dt r qr r dr

CD CD
f f
q a dY
f =T(Q) f u = 0r +r i
d b 0r dt r 0r
f f
0 c (14)

Constitutive equations
t Y u t L∞ 0 0 L 0 0 uti u
N qs N N s m N N qs N
N Yds N N 0 L∞s 0 0 L
m
0 NNi N
ds
N N N NN N
Y
N 0s N N 0 0 L 0 0 0 i
ls N N 0s N
NY N = NL 0 0 L∞ 0 0 NNi N
N qr N N m r N N qr N
NY N N 0 L 0 0 L∞ 0 N N i N
N dr N N m r N N dr N
vY w v 0 0 0 0 0 L wvi w
0r lr 0r
(15)

In the equations (13), (14), and (15) the definitions


L∞ =L +3L /2, L∞ =L +3L /2, and L =3L /2 and
s ls ss r lr rr m sr
Fig. 7 Induction machine in a q-d-0 reference frame are taken into account. In terms of q–d–0 quantities,

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The Charlesworth Group, Wakefield 01924 204830
8 Y Du, M A Lion, and P Maißer

the air gap torque generated by the electical machine into equation (20) the following relation holds
can be expressed in the following form (see, for
example, reference [18]) L∞ dYe 1
r dr + Ye =ie (21)
r L dt L dr ds
m = 3 p (Y i −Y i ) (16) r m m
E 2 p qr dr dr qr
This relation means that the rotor flux linkage Ye
3.3 Field-oriented control of the asynchronous dr
can be controlled, in principle, by adjusting the d
machine
component of the stator current ie . Since its
ds
Selecting, for example, a synchronously rotating dynamic behaviour is limited by the rotor circuit time
q–d–0 reference frame whose d axis is aligned with constant L∞ /r , the control of Ye is not suitable for
r r dr
the rotor field (see Fig. 8, where all quantities in this fast changes in torque. Considering equation (19),
reference frame are characterized by the index e), this task can be carried out more successfully by
the q component of the rotor flux is always zero controlling the q component of the stator current
ie ; if the rotor flux linkage Ye is not disturbed, the
Ye =L ie +L∞ ie =0 qs dr
qr m qs r qr air gap torque can be independently adjusted by ie
qs
Hence without delay.
If Ye ¬0, the voltage equation for the q axis of the
L qr
ie =− m ie (17) rotor winding without any applied voltages (ue =0)
qr L∞ qs qr
r reduces to
With Ye =0 the expression (16) for the air gap torque
qr ue =(v −v )Ye +r ie =0 (22)
reduces to qr e r dr r qr
m =− 3 p Ye ie (18) Inserting equation (17) into equation (22) yields the
E 2 p dr qr
following control condition
Substituting the current ie using equation (17),
qr
equation (18) can be written in the desired form
r L ie
v =v + r m qs =v +v (23)
3 L e r L∞ Ye r 2
m = p m Ye ie (19) r dr
E 2 p L∞ dr qs
r
Equation (23) determines the angular velocity of the
which shows that the air gap torque can be con-
q–d–0 reference frame, so that alignment of the d
trolled by adjusting either the q component of the
axis with the rotor field takes place and therefore
stator current or the rotor flux linkage.
Ye ¬0 is dynamically guaranteed.
Since for asynchronous machines there are no qr
The discussed field-oriented control scheme is an
voltages applied to the rotor windings, then ue =0.
dr effective approach for decoupling the non-linear
Taking Ye =0 into account the voltage equation for
qr multivariable system of equations of an asynchronous
the d axis of the rotor reduces to
machine. The aim of the control strategy is to keep
dYe the rotor flux Ye as exactly as possible through
ue = dr +r ie =0 (20) dr
dr dt r dr adjusting the d component of the stator current ie
ds
and to control the air gap torque by adjusting the q
Inserting the flux linkage equation component of the stator current ie as well as the
qs
Ye −L ie angular velocity v . If a desired rotor flux Ye* is given,
ie = dr m ds e dr
dr the required d component of the stator current ie*
L∞
r ds
can be determined in accordance with equation (21)
by

L∞ dYe* 1
ie* = r dr + Ye* (24)
ds r L dt L dr
r m m
To generate the desired air gap torque m* the
E
required q component of the stator current ie* can
qs
be calculated according to equation (19) as follows

2 1 L∞ m*
ie* = r E (25)
Fig. 8 q-d-0 reference frame by rotor field orientation qs 3 p L Ye*
p m dr

Proc. IMechE Vol. 220 Part I: J. Systems and Control Engineering JSCE96 © IMechE 2006

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The Charlesworth Group, Wakefield 01924 204830
Electromechanical steering system in full vehicle models 9

From equation (23) the following expression yields system is necessary in practical applications. In such
a field-oriented control scheme the response speed
r L ie*
v* =v + r m qs =v +v* (26) of the electrical machine is limited in principle only
e r L∞ Ye* r 2
r dr by the delay of the current regulation.
The rotation angle h* which determines the field
e
orientation will be obtained by numerical integration
of the angular velocity v* . This angle is used to 4 RESULTS
e
transform the quantities from the q–d–0 to the a–b–c
reference frame. In order to test and demonstrate the dynamical
In this research work a controlled stator current behaviour of the developed model and control
supply is employed. The stator current components scheme for the electromechanical steering system, a
ie* , ie* , and ie* are realized by voltage supply with set of full vehicle simulations is carried out. Some
as bs cs
additional current regulations. numerical results, obtained by the simulation pro-
The block diagram of the control concept for the gram alaska, are shown in Fig. 10. In detail, an ISO
electromechanical steering system is shown in Fig. 9. lane change and a sinusoidal steering manoeuvre at
The desired value of the rotor flux is matched to the standstill have been simulated.
mechanical angular velocity of the rotor and is weak- The results demonstrate that the desired support
ened beyond the base speed. Due to the physical torque can be generated by the electrical machine in
limitations of power switches this field-weakening a sufficiently exact manner. A complete and correct

Fig. 9 Control block diagram of the electromechanical steering system

Fig. 10 Simulation results of the electromechanical steering system

JSCE96 © IMechE 2006 Proc. IMechE Vol. 220 Part I: J. Systems and Control Engineering

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The Charlesworth Group, Wakefield 01924 204830
10 Y Du, M A Lion, and P Maißer

description of all interactions between the mechanical 8 Maißer, P. and Steigenberger, J. Zugang zur Theorie
and electrical subsystems of the steering system elektromechanischer Systeme mittels klassischer
has been achieved through a uniform modelling Mechanik, Teil 1: Elektrische Systeme in Ladungs-
formulierung. Wiss. Z. TH Ilmenau, 1974, 20(6),
technique of the whole system.
105–123.
9 Maißer, P. Ein Beitrag zur Theorie diskreter elektro-
mechanischer Systeme mit Anwendungen in der
5 SUMMARY Manipulator-/Robotertechnik, Dissertation B, Tech-
nische Hochschule Ilmenau.
In this research work, an electromechanical steering 10 Oertel, Ch., Eichler, M., and Fandre, A. RMOD-K
6.0 Manual, 1999 (Gedas GmbH).
system is modelled on the basis of a uniform theory
11 Eichler, E. A ride comfort tyre model for vibration
for discrete electromechanical systems. To control anaylsis in full vehicle simulations. In Tyre models
the electrical machine in this steering system, a field- for vehicle dynamic analysis (Eds F. Böhm and
oriented control scheme is applied. For the purpose H. P. Willumeit) Supplement to Vehicle System
of validating and testing the electromechanical steer- Dynamics, 1997, 27, 109–122.
ing system, it is implemented in a multibody full 12 Eichler, M. and Lion, A. Gesamtfahrzeug-
vehicle model. To this end, an ISO lane change and simulationen auf Prüfstrecken zur Bestimmung von
a standstill steering manoeuvre have been simulated. Lastkollektiven. In Berechnung und Simulation im
Fahrzeugbau, 2000, Vol. 1559, pp. 369–398 (VDI-
The numerical results show that the electrical Berichte).
machine generates the desired support torque with 13 Lion, A. Ein Kurs- und Geschwindigkeitsregler für
excellent accuracy. Based on this conceptual work EVP-Gesamtfahrzeugsimulationen mit dem Pro-
the investigation of other interesting steering con- grammsystem ADAMS/CAR. Volkswagen report,
cepts is possible (e.g. a variable steering gear ratio, 2003.
vehicle dynamics control with active steering, etc.). 14 Maißer, P. and Jungnickel, U. Stability of con-
Such an electromechanical steering system may also trolled motion of a gymnast in high-speed mid air
maneuvers. In Proceedings of IUTAM Symposium
serve as a basis for the implementation of steer by
on Recent Developments in Non-linear Oscillations
wire functionalities. of Mechanical Systems, Hanoi, Vietnam, 1999,
pp. 121–129.
15 Müller, G. Elektrische Maschinen – Betriebsverhalten
REFERENCES rotierender elektrischer Maschinen, 1984 (VDE-Verlag,
Berlin/Offenbach, Germany).
1 Foth, J., Gazyakan, Ü., Dominke, P., and Ruck, G. 16 Leonhard, W. Control of electrical drives, 2nd
Steering systems for future requirements. In edition, 1996 (Springer-Verlag, Berlin).
European Automotive Congress (EAEC7), Barcelona, 17 Schröder, D. Elektrische Antriebe – Regelung von
Spain, 1999. Antriebssystemen, 2. Auflage, 2001 (Springer-Verlag,
2 Badawy, A., Zuraski, J., Bolourchi, F., and Chandy, A. Berlin).
Modeling and analysis of an electric power steering 18 Ong, C. M. Dynamic simulation of electric machinery,
system. SAE technical paper series 1999-01-0399, 1998 (Prentice-Hall PTR, Upper Saddle River, New
1999. Jersey).
3 Kozaki, Y., Hirose, G., Sekiya, S., and Miyaura, Y.
Electric power steering (EPS). Motion and Control,
1999, 6, 9–15.
4 Kwasny, O. and Manz, H. Die elektromechanische APPENDIX
Lenkung des VW Touran. ATZ, 2005, 105(5), 464–470.
5 Maißer, P., Enge, O., Freudenberg, H., and Kielau, G. Notation
Electromechanical interactions in multibody systems
containing electromechanical drives. Multibody A fundamental loop matrix
Systems Dynamics, 1997, 1(3), 281–302. C matrix of the generalized capacitances
6 Enge, O., Kielau, G., and Maißer, P. Modelling and e local normal vector of the target trace
n
simulation of discrete electromechanical systems. In e local tangent vector of the target trace
Proceedings of the Third Conference on Mechatronics t
e preview vector of the trace controller
and Robotics: From Design Methods to Industrial V
e longitudinal axis of the vehicle
Applications (Ed. J. Lückel), 1995, pp. 302–318 x
G vector of the generalized gyroscopic/
(Teubner, Stuttgart, Germany).
7 Maißer, P. and Steigenberger, J. Lagrange- Coriolis voltages
Formalismus für diskrete elektromechanische i gear ratio
Systeme. Z. Angew. Mathematik und Mechanik, i current in a fundamental loop
lk
1979, 59, 717–730. k gain factor

Proc. IMechE Vol. 220 Part I: J. Systems and Control Engineering JSCE96 © IMechE 2006

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The Charlesworth Group, Wakefield 01924 204830
Electromechanical steering system in full vehicle models 11

K vector of the generalized gyroscopic/ Ql vector of the generalized applied forces


Coriolis forces (mechanical)
L matrix of the generalized inductances Qm vector of the generalized applied forces
L leakage inductance of the rotor winding (electrically caused)
lr
L leakage inductance of the stator winding r Ohm’s resistance of the rotor winding
ls r
L mutual inductance between two rotor r Ohm’s resistance of the stator winding
rm s
windings R matrix of the generalized resistances
L self-inductance of the rotor winding s arc length
rr
L mutual inductance between two stator s preview distance of the trace controller
sm V
windings u supply voltage in a fundamental loop
lk
L peak value of the mutual inductance v velocity vector of the vehicle-fixed reference
sr
between stator and rotor windings point
L self-inductance of the stator winding V vector of the generalized applied voltages
ss
m air gap torque x: vector of the mechanical coordinates
E
M generalized mass matrix
M drive torque of the power train d lateral deviation of the trace controller
A
M support torque h electrical angle of the stator field
E e
M hand torque h electrical angle of the rotor
H r
M entire steering torque h mechanical angle of the rotor
L rm
p number of poles r local curvature radius of the target trace
p number of pole pairs t time constant of the trace controller
p Q
q: vector of the branch charges Q steering wheel angle
s
ql vector of the mechanical generalized y direction deviation of the trace controller
coordinates Y flux linkage in a fundamental loop
lk
ql1 vector of the intrinsic coordinates v electrical angular velocity of the q–d–0
ql2 vector of the external coordinates reference frame
qm vector of the electrical generalized v electrical angular velocity of the stator field
e
coordinates v electrical angular velocity of the rotor
r
q0 vector of the charges of current sources v mechanical angular velocity of the rotor
rm
QR vector of the generalized reaction forces v slip angular velocity of the rotor
2

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