Titanium

You will find the figures mentioned in this article in the German issue of ATZ 4/2004 beginningMATERIALS
on page 310.

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Servolenkungen für vollständige
Steer-By-Wire-Funktionalität

Future Power-
Steering Systems
for Full Steer-By-Wire Functionality and Low Fuel Con-
sumption

Present hydraulic power-steering systems do

not meet the requirements on future steer-
ing systems anymore. Increasing
demands on agility, ride comfort and ride
stability as well as stricter restrictions
on the fuel consumption demand new
approaches. This article describes the essen-
tial requirements on future power-steering systems
from BMW’s point of view. An analysis shows for
which vehicle classes and for which functionalities
these requirements cannot be fulfilled by present
systems. At the end of this article, concepts for
new power-steering systems are proposed which
could also cover these areas in the future.

1 Introduction therefore limited. Conventional hydraulic

In the past years, the increasing demands
led to the development of electric (EPS) and
electrohydraulic (EHPS) power-steering
systems where steering power is provided
by an electric motor, which drives a pump
or directly by an electric motor and a gear
at the steering column, at the steering pin-
By Steffen Müller ion or at the rack. Both systems reduce the
fuel consumption portion of a power-steer-
ing system compared to a conventional
system. Moreover, an EPS offers new oppor-
tunities to modify the steering torque. But
both systems stress the electrical power
system and their field of application is
power-steering systems have been im-
proved and optimized over the past years,
but their fuel consumption portion is still
relatively high and their functionality is
limited.
Active steering systems, which control
the wheel steering angle, have been suc-
cessful on the market since a short time.
These systems increase the driving stabili-
ty and the steering effort at low speed is re-
duced while at the same time safe handling
at high speed is ensured. Thus, the agility
and the driving comfort can be significant-
ly increased. However, in this connection
the direct steering ratio during parking in-

ATZ worldwide 4/2004 Volume 106 5

DEVELOPMENT Steering
creases the power demand on the power-
steering system.
Based on this state-of-the-art, in the fol-
lowing the essential requirements on fu-
ture power-steering systems are summa-
rized. Then, an analysis shows the poten-
tials and limits of present power-steering
systems and new steering system concepts
are proposed, which are in particular ap-
plicable to middle and upper class cars.
2 Essential Requirements on
Future Power-steering Systems
The essential requirements on future pow-
er-steering systems from BMW’s point of
view are:
■ enabling full steer-by-wire functionality
and preserving or optimizing the present
steering feel
■ Significant reduction of the fuel con-
sumption portion compared to present hy-
draulic power-steering systems
■ Sufficient power capacity for all vehicle
classes.
2.1 Full Steer-By-Wire
Functionality
Full steer-by-wire functionality allows for
free and independent variations of the
front wheel steering angle and the driver’s
hand torque, both in amplitude and sign.
For a steering system with no mechanical
connection between steering wheel and
steering gear, this can be achieved by steer-
ing wheel and steering gear sided electric
or hydraulic actuators. BMW has at first de-
cided in favor of a mechanically continuous
steering column. Thus, the mechanical con-
nection can be utilized as a manual fallback
system and the driver’s steering work is not
lost. Then, full steer-by-wire functionality
can be provided by a combination of an
overriding drive [2] and a power-steering
system, which allows for free and indepen-
dent control of the servo force (4-quadrant
operation of the servo force, Figure 1).
2.2 Significant Reduction of
the Fuel Consumption Portion
Present conventional hydraulic power-
steering systems are supplied by a pump,
which is driven by the engine via belt drive
and crankshaft. Thus, the steering system is
always consuming energy although an av-
erage driver is only steering during approx-
imately 15 % of the total driving time. The
fuel consumption portion of the steering
system is therefore unnecessarily high,
since the average power consumption is
basically power loss. A significant reduc-
tion of the fuel consumption portion of
the steering system can particularly be
achieved by a significant reduction of the
6 ATZ worldwide 4/2004 Volume 106
power consumption during straight driv-
ing, Figure 2.
2.3 Sufficient Power Capacity
To ensure comfortable steering effort for
the driver a power-steering system has to
provide sufficiently fast adequate servo
forces. This leads to requirements on the
power capacity which are at the highest
stage during braked parking. During this
maneuver the rack forces are maximum.
Neglecting the force portion of the dri-
ver the demanded steering power at the
steering rack is proportional to the maxi-
mum steering wheel speed ωH and the rack
force Fzs, Eq. (1).
PZS = FZS · iZSLR · ωH Eq. (1)
iZSLR is the steering gear ratio (ratio be-
tween rack velocity and rotational speed of
the steering wheel).
Eq. (1) shows that a high steering ratio
iZSLR at low car speed additionally increases
the power demand on a power-steering
system during parking.
3 Analysis of Present
Power-steering Systems
Present front wheel steering systems can
be divided into systems, which modify the
driver’s hand torque or the wheel steering
angle in a hydraulic, electric or mechanical
manner. The sources for these modifica-
tions are belt driven pumps, electric motor
driven pumps or electric motors combined
with a gear, Figure 3.
In the following present conventional
steering systems are described based on
this kind of classification and it is evaluat-
ed to which extent those systems meet the
above given essential requirements.
3.1 Hydraulic Modification of
the Driver’s Hand Torque
At present the most common hydraulic
power-steering system in passenger cars is
the rack and pinion power steering gear.
Here the relative rotational displacement
between a valve rotor (5) and a valve sleeve
(7) and against the torsion stiffness of a tor-
sion bar (6) varies oil control edges such
that hydraulic fluid flows to the left (ZL) or
right (ZR) chamber of the power cylinder (1).
The difference pressure in the cylinder acts
on the piston (3) and causes a resulting
force on the steering rack (2) and thus sup-
ports the driver while he is steering, Figure
4. Present hydraulic power-steering sys-
tems for passenger cars can be divided into
systems with belt driven pumps and sys-
tems with pumps driven by an electric mo-
tor.
3.1.1 Belt Driven Pump
In present standard hydraulic passenger
car steering systems mainly belt driven
vane pumps are employed. They are de-
signed such that for a given maximum rack
velocity and the piston cross sectional area
a specific volume flow at idle-running
speed of the engine is produced. To avoid
an engine speed dependent steering feel a
passive flow control valve (18) cuts off the
volume flow output for engine speeds
higher than the idle-running speed. The un-
used fluid is circulated within the pump,
Figure 5.
An important disadvantage of belt dri-
ven vane pumps is the high power con-
sumption during straight driving. Here, the
consumed power of the pump is pure pow-
er loss PGVerlust, which depends on the pump
speed proportional volume flow of the
pump Qp, the pressure drop in the steering
system ∆pNW and the efficiency of the
pump ηP , Eq. (2).
1
PGVerlust = –– · QP · ∆pNW Eq. (2)
ηP
Speed-Dependent Power Assistance
If a conventional hydraulic power-steering
system is designed for low steering efforts
during parking, the driver’s steering effort
for high speeds is also very low, which
leads to a nervous and sensitive steering
system. On the other hand, a design which
focuses on ride safety only, can solely
achieved with the disadvantage of higher
steering efforts when the car is maneu-
vered into or out of a parking space. Even
though parking is in this case still much
more comfortable compared to a car with-
out steering support, the benefit of a pow-
er-steering system is clearly diminished.
These conflicting goals led to technical so-
lutions, where the power assistance varies
with the driving speed. This can be realized
through hydraulic reaction effects in the ro-
tary valve, such that the amount of assis-
tance can be speed-dependently varied.
However, a 4-quadrant operation of the ser-
vo force is not possible.
Control of Volume Flow Output by
Controlled Flow Control Valves in the Pump
There are two basic possibilities to control
the volume flow output by a controlled
flow control valve – a pressure controlled
flow control valve, where the displacement
of a control pin is regulated through hy-
draulic feedback, or an electrically con-
trolled flow control valve with electromag-
netic regulation of the pin displacement.
Through the active regulation of the
control pin displacement the operating
points of the pump are no longer limited to

3 Analysis of Present Power-steering Systems
Figure 3: Classification of present passenger car front wheel steering systems by
principles for modifying the hand torque and the wheel steering angle
the characteristic curve of a vane pump
with a passive flow control valve, dashed
line in Figure 6, but are variable. Thus, the
volume flow output Qförder can be reduced
for high engine speeds, which reduces the
pressure drop within the steering system
(tubes, valves, cylinder, etc.) and the power
consumption decreases.
However, test rig measurements show
that by means of vane pumps with con-
trolled flow control valves the potential for
reducing the power loss of conventional
belt driven vane pumps with passive flow
control valves is limited, Figure 7.
Variable Displacement Pump
Regulating the relative displacement be-
tween the inner ring and the rotor of a vane
pump changes the effective pump volume
and thus the volume flow output for a giv-
en pump speed, Figure 8. In contrast to a
pump with a flow control valve, where the
characteristic of the volume flow curve re-
mains the same, this kind of control varies
the gradient of the linear volume flow
curve. This reduces the power consumption
ATZ worldwide 4/2004 Volume 106
of the pump at higher engine speeds com-
pared to a corresponding vane pump with a
controlled flow control valve. The advan-
tages of such a pump are more moderate
temperature rises and lower engine loads
at high speeds.
From an energetic point of view, the
control of a variable displacement pump
demands the two conflicting requirements
low displacement forces and high volumet-
ric efficiency. Lower friction forces between
chamber and rotor decrease frictional loss-
es, while small variations between cham-
ber and rotor reduce volumetric losses in
the pump. Compared to a corresponding
conventional vane pump, the power con-
sumption is in general higher at lower
pump speeds owing to the additional pow-
er which is needed to regulate the inner
ring’s displacement.
At present, it cannot be expected that for
customer relevant driving cycles the poten-
tial of variable displacement pumps for fuel
consumption reduction is much higher
than the potential of vane pumps with con-
trolled flow control valves, Figure 7.
Titanium MATERIALS
3.1.2 Electric Motor Driven
Pump
A different type of hydraulic steering sys-
tem is the electrohydraulic power-steering
system (EHPS), where the pump is driven
by an electric motor. An EHPS enables steer-
ing support even if the engine is not run-
ning and the fuel consumption portion can
be reduced e.g. by regulating the motor
speed with respect to the driving state.
However, to ensure sufficient availability
the pump has to be operated on a certain
power level. Therefore, the potential for re-
ducing the fuel consumption portion is lim-
ited. Moreover, the electrical loads on the
electric power net of such a system can be
expected to be as high as those of an elec-
tric power-steering system.
Although the pump’s volume flow out-
put can be regulated by the motor speed a
free and independent control of the driver’s
hand torque is not possible – if a servo force
is applied to the steering rack or not still de-
pends on the deflection of the torsion bar.
3.2 Electric Modification of the
Driver’s Hand Torque
The main disadvantage of a hydraulic pow-
er-steering system with a belt driven pump
is the high power consumption during
straight driving. An electric power-steering
system (EPS) is only active while the driver
is steering, which significantly reduces the
average power consumption, Figure 7. Fur-
ther, the driver’s hand torque can be easily
modified without any additional actuators
(4-quadrant operation of the servo force)
and various steering parameters can be
changed simply by changes in the soft-
ware. Moreover, electric power-steering
systems improve the manufacturing
process and need less maintenance, since
filling, oil-level control and leak tests are no
longer necessary.
An EPS, where the power assistance is
applied through a separate pinion at the
steering rack, is flexible with respect to the
positioning place. The stiffness and effi-
ciency of the EPS’s pinion can be optimized
such that higher servo forces can be applied
to the rack in comparison to less expensive
EPS systems, which are attached to the
steering pinion. The advantages of an EPS
system, which is integrated into the steer-
ing column, are lower ambient tempera-
tures and less dirt and corrosion. However,
since the electric motor and the gear are lo-
cated close to the driver the acoustical risks
are higher. For rack forces higher than 9 to
10 Nm rack-assist EPS systems are in use,
where the servo force is applied to the rack
through a ball-and-nut-type gear or a
worm gear.
Since the power capacity of a 14 V-pow-
7
DEVELOPMENT Steering
IMPRINT
ATZ WORLDWIDE
er supply system is limited bigger cars cannot be equipped is a publisher’s supplement to the journal ATZ Automobiltechnische Zeitschrift.
with EPS systems. A 42 V generator could be beneficial but the Internet: www.all4engineers.com
range of application of EPS systems for high steering power is
also limited (for example owing to the moment of inertia of 4/2004, April 2004, Volume 106
Vieweg Verlag / GWV Fachverlage GmbH
the rotor or the size of the motor).
P.O. Box 15 46, D-65173 Wiesbaden, Germany
Abraham-Lincoln-Straße 46, D-65189 Wiesbaden, Germany
4 Summary and Outlook
Managing Director Dr. Hans-Dieter Haenel
The analysis above shows, that full steer-by-wire functionali- Publishing Director Dr. Heinz Weinheimer
Senior Advertising Executive Thomas Werner
ty is not possible with present hydraulic power-steering sys- Senior Production Executive Reinhard van den Hövel
tems. Although speed-dependent power assistance varies the Senior Sales Executive Gabriel Göttlinger
driver’s hand torque, a sign change is not possible with cur-
rently available technology. A significant reduction of the fuel
consumption portion of hydraulic steering systems by means EDITORIAL STAFF
of energy saving pumps (e.g. vane pumps with a controlled Editor in chief
Wolfgang Siebenpfeiffer (si)
flow control valve or variable displacement pumps) can Tel. +49 (0) 6 11-78 78-342
Fax +49 (0) 6 11-78 78-462
presently not be expected. EHPS systems have a higher poten- e-Mail: wolfgang.siebenpfeiffer@gwv-fachverlage.de
tial for reducing the power consumption, but do not meet the Vice Editor in chief
Dipl.-Ing. Michael Reichenbach (rei)
power demands of heavier cars with high rack forces and a 14 Tel. +49 (0) 6 11-78 78-341
V power supply system. Fax +49 (0) 6 11-78 78-462
e-Mail: michael.reichenbach@gwv-fachverlage.de
Electric power-steering systems enable 4-quadrant opera- Chief on duty
tion of the servo force, which is necessary for full steer-by- Kirsten Beckmann M.A. (kb)
Tel. +49 (0) 6 11-78 78-343
wire functionality, and the power consumption is significant- Fax +49 (0) 6 11-78 78-462
e-Mail: kirsten.beckmann@gwv-fachverlage.de
ly lower compared to present hydraulic steering systems. Editors
However, like for an EHPS system, the power demands of Gernot Goppelt (gg)
Tel. +49 (0) 2 21- 280 56 91
heavier cars are too high and their application is still restricted Fax +49 (0) 2 21- 280 56 92
e-Mail: gernot@goppelt.de
to smaller and light-weighted cars.
Dipl.-Ing. (FH) Moritz-York von Hohenthal (mvh)
Figure 9 summarizes the results of the analysis of present Tel. +49 (0) 6 11-78 78-278
Fax +49 (0) 6 11-78 78-462
power-steering systems. It is illustrates that a power-steering e-Mail: moritz.von.hohenthal@gwv-fachverlage.de
system, which enables full steer-by-wire technology for big- Permanent contributors
Christian Bartsch (cb), Rüdiger Baun (bn),
ger cars with a 14 V power supply system, does not exist. Dr.-Ing. Manfred Feiler (fe), Dipl.-Ing.
Moreover, a significant reduction of the fuel consumption por- Jürgen Grandel (gr), Ing. Erich Hoepke (ho),
Thomas Jungmann (tj), Dr. Laurin Paschek (lp),
tion compared to a conventional hydraulic system is only pos- Paul Willin (pw)
sible with an EPS and for smaller cars. Middle class cars with Assistant
Martina Schraad (mas)
speed dependent steering gear ratio or upper class cars still Tel. +49 (0) 6 11-78 78-244
Fax +49 (0) 6 11-78 78-462
need hydraulic power-steering systems with a belt driven e-Mail: martina.schraad@gwv-fachverlage.de
pump due to the high steering power demand. But even the Trainee
Ruben Danisch (rd)
power capacity of such systems is limited. Promising con- Tel. +49 (0) 6 11-78 78-393
Fax +49 (0) 6 11-78 78-462
cepts, which have the potential to fulfill the above given re- e-Mail: ruben.danisch@gwv-fachverlage.de
quirements better than present systems, are for example Adress
■ EPS system combined with a 42 V power supply system or Postfach 15 46, D-65173 Wiesbaden,
Tel. +49 (0) 6 11-78 78-244
electric storage elements Fax +49 (0) 6 11-78 78-462
■ closed-center hydraulic power-steering system with a con- MARKETING/OFFPRINTS
trolled steering valve Marketing Manager Automedia
Bettina Seehawer M.A.
■ open-center hydraulic power-steering system with con- Tel. +49 (0) 6 11-78 78-128
Fax +49 (0) 6 11-78 78-407
trolled volume flow and controlled steering valve e-Mail: bettina.seehawer@gwv-fachverlage.de
■ open-center hydraulic power-steering system with con- Assistant
Melanie Engelhard M.A.
trolled volume flow combined with a hydraulic or electric Tel. +49 (0) 6 11-78 78-192
hand torque simulator. Fax +49 (0) 6 11-78 78-407
e-Mail: melanie.engelhard@gwv-fachverlage.de
In order to meet the requirements on future power-steer- Offprints
ing systems, not only EPS and present hydraulic systems must Martin Leopold
Tel. +49 (0) 2 28-69 07 87
be advanced and optimized – it is also necessary that new Fax +49 (0) 2 28-69 07 88
electrohydraulic or electric concepts will be developed. ADVERTISING
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Literature Tel. +49 (0) 6 11-78 78-399
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[1] Breitweg, W.: Hat eine hydraulische Lenkung noch Chancen für die Key Account Management
Zukunft? In: Proceedings der Tagung Pkw-Lenksysteme – Vorbere- Gabriele Staab
itung auf die Technik von morgen, Haus der Technik, Essen, Tel. +49 (0) 6 11-78 78-388
02./03.04.2003 Fax +49 (0) 6 11-78 78-140
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[2] Fleck, R.: Aktivlenkung – ein wichtiger erster Schritt zum Steer-by-
Ad Sales
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Frank Nagel
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