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Video History-Suspension 1
Video History-Suspension 2
Video History-Suspension 3
Video History-Suspension 4
Video History-Suspension 5
Video History-Suspension 6
Video History-Suspension 7

Video Undercarriage 1
Video Undercarriage 2
Video Steering Wheel 1
Video Steering Wheel 2
Video Steering Lock
Video Steering
Video Safety Steering
Video Rack Pinion Steering
Video Steering Ratio 1
Video Steering Ratio 2
Video Steering Ratio 3
Video Ball Steering
Video Worm Roller Steering
Video Hydraulic Power Steer. 1
Video Hydraulic Power Steer. 2
Video Electr. Power Steer. 1
Video Electr. Power Steer. 2
Video Electr.-hydraulic Pump
Video Torque (power steer.)
Video Electr. Stab. Program
Video Finger Steering
Video One-piece Track Rod
Video Four Wheel Steering 1
Video Four Wheel Steering 2
Video Four Wheel Steering 3
Video Dry Joint
Video History
Video Suspension control 1
Video Wheel positions
Video Suspension
Video Spring systems
Video Electr. Air Suspension
Video Center of Gravity
Video Oblique/lateral drift angle
Video Elasto-kinematics
Video Elk Test
Video Wheel Bearing 1
Video Wheel Bearing 2
Video Wheel Bearing 3
Video Wheel Bearing 4
Video Ind. pulse sensor
Video Wheel sensor 2
Video Transversal Axis
Video Suspension Carrier
Video Below View
Video Adj. suspension
Video Stabilizer 1
Video Stabilizer 2
Video Double-wishbone 1
Video Double-wishbone 2
Video Double-wishbone 3
Video Air suspension truck
Video McPherson Strut 1
Video McPherson Strut 2
Video McPherson Strut 3
Video McPherson Strut 4
Video Trailing Arm
Video Twist-beam Rear Axle
Video Space Arms
Video Multilink Axle
Video Semi-trailing Arm Axle
Video Rear-wheel Drive
Video Electr. Stab. Program
Video ABS/ESP-Hydr. Unit
Video One-arm Swing. Fork
Video Formula-3 Racing Car
Video Pend. Wheel Suspen.
Video Torson Crank Suspen.
Video DeDion Axle 1
Video DeDion Axle 2
Video Rigid Axle 1
Video Rigid Axle 2
Video Rigid Axle 3
Video Rigid Axle 4
Video Rigid Axle 5
Video Self steering axle
Video Track rod joint
Video Springs
Video Coil Spring 1
Video Coil Spring 2
Video Coil Spring 3
Video Leaf Spring
Video Torsion Bar Spring
Video Rubber Suspension
Video Hydropn. Suspension
Video Air Suspension 1
Video Air Suspension 2
Video Shock Absorber 1
Video Shock Absorber 2
Video Shock Absorber 3
Video Shock Absorber 4
Video Shock Absorber 5
Video Single-tube Damper 1
Video Single Tube Damper 2
Video Double-tube Damper
Video Shock Absorber Piston
Video Friction Absorber
Video Tyres
Video Wheel Positions

Video Tyre Calculation
Video Inch -> mm
Video Slip
Video Axle Load Distrib.
Video Payload Distrib.
Video Roller Resistance 2

Video Wheel suspension 1
Video Wheel suspension 2
Video Wheels 1
Video Suspension 1
Video Suspension 2
Video Suspension 5
Video Steering 1
Video Steering 2


          A B C D E F G H I J K L M N O P Q R S T U V W X Y Z

Torque (power steering)










Function

This page describes how the control device arrives at its most important measurement value, the torque which is necessary for the steering. This is important for the calculation of additional steering force support. Therefore, this page also points out which conditions are valid if other values come into play. In this case e.g. - perhaps as an input during the production - the vehicle weight and the speed queried through the CAN-Bus.

How it works

Here, only the principle of the steering moment measurement should be explained. Basically such a measurement is possible if before, and behind a defined weak spot in the steering column, a disc with a sophisticated aperture scheme exists. In this case, light-emitting diodes on one side, and photo-diodes on the other, work together in an axial direction. However, both discs can also be interlaced as a larger and a smaller pot into each other so that the light-emitting-diode and photo-diode are arranged on a radial line. It is important that both ascertain even the finest differences in the rotary angle of the two discs and pass them on as a qualitative measure to the control device.

The processing in the control device takes place with the help of a characteristic map, from which, in the above figure 3, only a few characteristic curves are shown. In this case it's only about the two parameters, driving speed and vehicle weight. If you wish to test yourselves, you can now, without reading further, allocate only the following 5 situation terms to the single figures at the ends of the curves:

- Vehicle weight low, vehicle speed low
- Vehicle weight high, vehicle speed low
- Vehicle weight low, vehicle speed high
- Vehicle weight high, vehicle speed high
- Proportional increase of the steering force support.

Here are a few tips:

The heavier vehicle of course, needs a little more steering force support (in each case the upper curve). The slower vehicle also needs more support (upper two curves). However, the difference between a light and a heavy vehicle is by far not as large as it is between a fast and a slow vehicle. And in between them, runs the proportional curve (straight line). This can also have been adjusted to the vehicle weight during the production. If it was complemented with straight line to the other incline, this could also take into consideration various driving speeds. It could also have been adjusted to the vehicle weight in the factory. However it cannot reduce the support at higher speed as strongly, nor can it quickly increase the support at low speeds. The result is a linear connection. 07/09




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Translator: Don Leslie - Email: lesdon@t-online.de

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