DEVELOPMENT

You will find theSteering

figures mentioned in this article in the German issue of ATZ 7-8/2005 beginning on page 586.

Eine neue Generation elektro-

hydraulischer Servolenkungen

New Generation of

Electrically Powered
Hydraulic Steering
System
Electrically powered hydraulic steering systems (EPHS) have been in
mass production for approximately six years. They have been and still
are very successful in the market as they follow the trend of supplying
fully assembled and tested steering modules as well as meeting
increasing demand for engine independent electrically powered
systems. During the next few years, stricter legislation limits will be intro-
duced in respect to emission and energy consumption. Furthermore, increas-
ing demands regarding the dynamic performance of steering systems are requested. In the case of
EPHS this can lead to a conflict of goals. This paper illustrates the main important system parame-
ters and demonstrates how TRW´s new generation of electrically powered hydraulic steering, Gen-
eration C, combines optimal dynamic performance and low energy consumption.

1 How the System Works
The basic set up of an electrically powered
hydraulic steering system consists of the
following components:
■ steering gear with low leakage valve
■ motor-Pump-Unit (MPU)
■ steering Rate Sensor
■ feed Line and Return Line (with tuned
hoses).
EPHS works independently of the com-
bustion engine, i.e. the assist power can be
By Alexander Wiertz generated on demand. As a consequence,
energy consumption of that steering sys-
and Jochen Gessat
tem is reduced significantly (up to 80 % in
comparison with hydraulic power steer-
ing).
A steering manoeuvre is detected by a
steering rate sensor (multi-speed system)
which instructs the MPU to adapt its out-
put flow to the steering situation (power on
demand), Figure 1. The MPU speed increas-
es with the steering rate (more flow is
needed to fill the cylinder). At zero steering
rate and high vehicle speed (highway dri-
ving) the MPU speed decreases to a lower
idle speed to conserve energy. The MPU
speed demand as a function of vehicle
speed and steering rate can be derived from
a steering map. Parameters of the steering
map can be easily adapted to customer
needs.
For instance, the steering feel, the
acoustic performance, and the energy con-
sumption can be set or "tuned in" based on
the manufacturer's specifications. Alterna-
tively, the MPU can be controlled without a
steering rate sensor to lower the system cost.

6 ATZ worldwide 7-8/2005 Volume 107


Depending on the vehicle speed and the ac-
tive speed mode (Low, High, Ultra High), the
speed demand of the MPU changes. The con-
troller adjusts the speed of the MPU based on
vehicle speed and speed mode by adjusting
the power demand of the electric motor. Ve-
hicle speed mode adjusts based on defined
vehicle thresholds, for example, switching
from Low-mode to High-mode.
Figure 2 shows a series application of
EPHS used with the Ford Focus. Basic data is
shown on the right hand side. This steering
system is a so-called remote system, i.e. the
MPU is located behind the headlamp apart
of the steering gear itself.
2 Requirements on today's
Steering Systems
Steering systems in passenger cars belong
to those chassis components which are crit-
ical with regards to driving safety. There-
fore, there are some special requirements
concerning:
■ safety: Breakdown of steering assist
must not lead to blockage, self-steering, etc.
■ functionality: Ensuring a sensitive steer-
ing feel, high efficiency, low energy con-
sumption, possibility of networking, inde-
pendence from belt drive system, etc.
■ package requirements: Required installa-
tion space must be minimal. Package flexi-
bility is advantageous.
■ comfort: Generally, the steering torque
should be a function of the driving condi-
tion, and a sensitive and familiar steering
feel should be ensured. Furthermore, there
must be no side noise.
■ profitability: Due to the high number of
produced units within the automobile in-
dustry costs have to be as low as possible.
In addition to the requirements men-
tioned above, there are two issues that
have become increasingly relevant and
have the potential to result in a conflict of
goals:
■ low energy consumption contributing to
the reduction of fuel consumption and re-
duction of all relevant emissions (especial-
ly CO2)
■ High dynamic to reach improved driving
dynamics, especially in critical driving con-
ditions (e. g. city avoidance manoeuvre).
The power consumption of an EPHS sys-
tem, i. e. the current at the electrical con-
nector of the MPU, increases progressively
with increasing flow rate, which itself is a
linear function of motor speed (constant
pump). Therefore, the reason for the above
mentioned conflict of goals is that the sav-
ing of energy achieved by a reduction of
flow rate must not have a negative impact
on driving safety. This can be critical, for ex-
ample, if a high flow rate is suddenly de-
ATZ worldwide 7-8/2005 Volume 107
manded at the cylinder in an avoidance
manoeuvre. The Motor-Pump-Unit then
has to accelerate within a very short time
interval (Δt < 100 ms) to its maximum flow
rate.
3 System Layout and Dynamic
Behaviour
This section explains the step from the sta-
tionary steering system layout to the ex-
amination of the dynamic behaviour on
the basis of digital simulation results. The
improved features of the new EPHS genera-
tion C (GEN C) will then be introduced [1].
3.1 Stationary System Layout
System layout aims at calculating the rela-
tionship between maximally achievable
rack force and steering rate. On the left side
of Figure 3 the system boundaries of an
EPHS with input and output variables are
depicted. On the right side the general pro-
cedure is shown which comprises two
steps.
1. The hydraulic output power (pressure
and flow rate) is calculated from the electri-
cal input power at the MPU (current and
voltage at the electrical connector of the
MPU). The definition of the electrical power
supply is of great importance: which cur-
rent is available at which voltage and at
which point? Depending on the application
the lengths of cables and connector resis-
tances or similar have to be considered.
2. The mechanical output power at the
rack is calculated from the hydraulic output
power (pressure and flow rate) under con-
sideration of the (small) power which the
driver has to supply at the steering wheel.
The corresponding working points in
the MPU diagram on the one hand and the
steering system power diagram on the oth-
er hand are marked in terms of colour.
Figure 4 shows exemplarily a calculation
of two Motor-Pump-Units with identical
maximum power (695.6 W) which only dif-
fer in their maximum speed. Herewith the
mechanical output power respectively the
rack force as a function of steering rate can
be displayed. Since two Motor-Pump-Units
with same maximum power in two identi-
cal steering systems are considered, the
curves of the mechanical power respectively
the rack force as a function of steering rate
show same behaviour up to a certain steer-
ing rate (900 °/s). For greater steering rates,
however, only the steering system with the
Motor-Pump-Unit having the higher maxi-
mum speed (5500 1/min, see legend) can pro-
vide a high mechanical output power.
The explained procedure can also be un-
dertaken in reverse, for example, in order to
calculate the hydraulic characteristic of a
DEVELOPMENT
Titanium MATERIALS
Steering
Motor-Pump-Unit or the torque character-
istic of the electric motor. In the course of
the development of Generation C vehicle
measurements (rack force, steering rate)
played a major role, for it was the aim to
improve the steering system power in cer-
tain driving conditions.
3.2 Dynamic Behaviour on the
Basis of Avoidance Manoeuvre
In order to evaluate the complete steering
system it is necessary to include the dy-
namic behaviour since an exclusive consid-
eration of the stationary system behaviour
does not provide sufficient differentiation.
This becomes clear by looking at the above
example, Figure 4, of two Motor-Pump-
Units with identical (stationary) steering
power up to 900 °/s.
A dynamic steering manoeuvre normal-
ly comprises a steering rate starting at zero
and increasing to high values. Dynamic be-
haviour can be heavily effected by inertia
and motor control.
Important influencing factors are:
■ The Motor-Pump-Unit has to ramp up
from stand-by to maximum speed (espe-
cially mechanical inertia of electric motor).
■ A part of the flow rate is needed for the
expansion of the rubber hoses and is there-
fore not available for the steering assis-
tance.
■ The steering valve is not in a discrete po-
sition but its metering edges change in the
course of the steering manoeuvre.
■ There are some dead-times resulting
from signal-processing (generally small
compared with mechanical time con-
stants).
In order to consider these effects, a steer-
ing system model is used which comprises
all relevant components, Figure 5. These
are especially:
■ hydraulic capacities; modeling of hy-
draulic tubes and hoses
■ mechanical inertia of the Motor-Pump-
Unit
■ motor speed map
■ processor time.
As input variables for the steering ma-
noeuvre the steering angle or the steering
rate as functions of time and the rack force
as a function of rack travel are available.
With the steering angle as a function of time
we come to rack force as a function of time,
Figure 5 on the top right side. The input sig-
nal steering rate reaches its maximum at
800 °/s. With a maximum force Fmax = 4.5 kN
this corresponds to a required mechanical
power of 500 W approximately at the rack.
In order to evaluate the steering system per-
formance the maximum steering wheel
torque which the driver has to supply is con-
sidered.
7
DEVELOPMENT Steering
For a calculation example once again two
steering systems with identical maximum
power (Motor-Pump-Units with same maxi-
mum power but different maximum motor
speeds) are used. In this parameter study
not only the maximum speeds are varied,
but also the start speed and the motor iner-
tia. Figure 6 sums up the analysis with re-
gard to the maximum steering torque in the
steering manoeuvre.
As a reference an outer-rotor electric mo-
tor with high mechanical inertia is consid-
ered (left column). The most important con-
clusions are:
■ With the help of a new motor concept (in-
ner rotor, Generation C) the time constant
can be significantly reduced so that approxi-
mately 10 Nm less torque are required at the
steering wheel.
■ If additionally the maximum motor speed
increases a further significant reduction of
the maximum steering wheel torque is
reached, for more hydraulic power is avail-
able in the lower pressure range (up to 40
bar).
■ If electric motor dynamics are sufficient-
ly high enough start speed can be dropped
significantly without any disadvantages,
which can be used for energy saving rea-
sons.
4 Benefits and Features
of New Generation C
The Gen C MPU consists of a large-scale inte-
grated design using an inner rotor motor
with a co-located electronic control unit
(ECU) and a gear pump with combined
valves and integrated resonator. The new
generation enables enhanced performance
and new features for the entire steering sys-
tem.
4.1 Increased Driving Safety
The inner rotor concept, combined with en-
hanced motor control, makes it possible to
reduce the MPU reaction time when going
from idle speed to maximum speed. Re-
duced MPU reaction time leads to a reduc-
tion in steering wheel torque effort in the
case of an avoidance manoeuvre as de-
scribed before.
The previously mentioned system perfor-
mance requirements illustrated by simula-
tion results can be transferred to a compo-
nent test on MPU level. Pressure and flow are
resulting from rack force and steering rate
according to Figure 6. The equivalent load
case is represented by an orifice. The step re-
sponse test consists of a ramp up against this
hydraulic load. The metering quantity is the
ramp up time for a certain amount of flow
increase, see Figure 7 (from 228 ms Genera-
tion B down to 62 ms Generation C).
8 ATZ worldwide 7-8/2005 Volume 107
Furthermore, the increased flow rate al-
lows reduced steering effort in case of a
very quick steering return as it is necessary
after the first severe steering activity in a
lane change manoeuvre (e.g. VDA lane
change) [1].
4.2 Energy Consumption
For evaluation of the energy consumption
the power consumption must be used in-
stead of the efficiency because most of the
driving time takes place at very low loads
[2, 3]. The system losses rise drastically with
increasing flow. Therefore, a system layout
for low hydraulic flow is favoured.
As mentioned before, the high dynamic
motor enables the steering system to be
run on low flow (respectively low rotation-
al MPU speed) without drawback on dri-
ving performance. This allows an energy
saving of approximately 80 % compared
with hydraulic steering, Table 1. The quoted
current consumption of I = 2 A is valid for a
stand-by flow of Q = 2.4 l/min. A continued
speed reduction leads to a current con-
sumption below 1 A at 1.5 l/min (approxi-
mately 1000 1/min for a 1.5 cm3 Pump).
4.3 Improved Steering Feel
Tuning Capability
For a hydraulic system, the boost curve (as-
sist curve) depends on the provided flow of
hydraulic fluid. The widened flow range of
the new generation (below) uses this effect
to create a speed proportional steering feel
without any additional components. The
new generation expands the flow range
from minimum to maximum flow, see Fig-
ure 8.
This is used for adjustable torque varia-
tion for comfort and safety reasons. At dri-
ving conditions (highway driving) the
steering torque is adjustable from 1 to 5 Nm
by flow variation using a typical steering
valve. For parking manoeuvres a reduced
torque effort is realized (adjustable torque
level down to 3.2 Nm depending on steer-
ing rate).
Furthermore, individual vehicle tuning
parameters for Comfort, Standard, and
Sport settings can be facilitated, so-called
personalisation [4].
Beside the reduction of steering effort
the quick change of MPU speed can be used
to generate a haptic feedback for safety rea-
sons [4].
4.4 Extended Power Range
Four levels have been defined for nominal
hydraulic output power:
■ 580 W / 58-C / Imax = 85 A
■ 650 W / 65-C / Imax = 85 A
■ 710 W / 71-C / Imax = 85 A
■ 830 W / 83-C / Imax = 99 A
The highest power level, 830 W, is newly
created and represents an increase of up to
23 % over previous generations of EPHS.
This increased power enables EPHS tech-
nology to run on platforms with higher
front axle loads (up to 1.4 tonne), opening
up a new application range (C/D/minivan
segments) and replacing conventional hy-
draulic systems.
4.5 Ease of Installation
■ reduced installation space (10 % shorter
than Gen B)
■ reduced weight (4.5 kg/10 lbs.)
■ vertical or horizontal mounting.
5 Summary
Electrically powered hydraulic steering
(EPHS) has gained a robust market share.
EPHS combines the benefits of optimal dy-
namic performance with low energy con-
sumption. The increasing needs in respect
to dynamic driving performance and fur-
ther reduced energy consumption have
been met by a new generation of EPHS, so-
called Generation C. By means of digital
simulation of the system performance it
has been shown that an improvement in
avoidance manoeuvres can be obtained us-
ing a high dynamic electric motor com-
bined with an uprating of MPU power in
the lower and medium operational range
(and does not necessarily imply an increase
of maximum power).
The new MPU can be run on consider-
ably lower speeds (respectively flow) so
that the power consumption can be re-
duced to the level of electromechanical sys-
tems. The new generation conserves the
benefits of hydraulic steering systems like
the traditional hydraulic steering feel and
the high safety standards. The highest
power level is targeted for larger and heav-
ier vehicles. TRW is due to launch Genera-
tion C in 2006.
References
[1] Dynamisches Verhalten von elektro-hydraulis-
chen Lenksystemen, Gessat-J, Simulation in
der Fahrzeugdynamik, Seminar im Haus der
Technik, 10./11. Mai 2005, Essen
[2] Energy Consumption of Electro-Hydraulic
Steering Systems, Peter E. Pfeffer, D. Nigel
Johnston, Matija Sokola, Univ. of Bath; Man-
fred Harrer, BMW Group, SAE 2005 World
Congress & Exhibition, April 2005, Detroit,
MI, USA
[3] Energiesparende hydraulische Lenksysteme,
Wiertz-A, Gessat-J, Pkw-Lenksysteme, Semi-
nar im Haus der Technik, Essen, 26./27. April
2005
[4] Vorteile der EHPAS gegenüber der HPAS
Technologie aus Sicht des Fahrzeugher-
stellers, Urhahne-J (Ford AG), Gessat-J
(TRW); Müller-J (TRW), Pkw-Lenksysteme,
Seminar im Haus der Technik, ‚Essen, 26./27.
April 2005