Application Technology regarding High-Powered Electric Power Steering System*

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1 TECHNICAL REPORT Application Technology regarding High-Powered Electric Power Steering System* T. TAKAHASHI H. SUZUKI T. NAKAYAMA K. FUJIYAMA S. YAMAGUCHI M. YAMASHITA T. GOTO T. SAITO In response to demands in recent years for steering systems enabling improved fuel efficiency and featuring compatibility with active safety technology, we have developed a high-powered Rack-Direct Electric Power Steering System (RD-EPS ) with integrated Variable Gear Ratio Steering System (E-VGR ) for full-sized passenger vehicles. RD-EPS consists of a ball screw type reduction gear, a rack-coaxial brushless motor and an ECU with separated voltage booster, and in development of this new steering, we achieved higher-power performance of each of these parts. The E-VGR unit has been integrated on the EPS pinion gear upper area to achieve a compact, highly effi cient structure. Key Words: EPS, high effi ciency, ball screw, brushless motor, voltage boost, variable gear ratio. Introduction In recent years, the demand for hybrid and electric vehicles has been rapidly growing due to skyrocketing crude oil prices and environmental awareness. Along with this trend, automotive steering systems are shifting from hydraulic power steering (HPS) systems to electric power steering (EPS) systems because of the latter's improved fuel efficiency ). While EPS systems were initially used mainly on compact vehicles, they are now increasingly being demanded on medium- and full-sized vehicles. Since assistance is required without being driven by engine for hybrid and electric vehicles in particular, EPS systems are now indispensable. In addition, greater emphasis is being placed on technology to improve safety, and in that regard as well, EPS is useful. EPS not only can reduce the steering torque required from the driver but also can actively control torque to stabilize vehicle posture and to support lane keeping 2). Also, active steering based on a variable gear ratio steering mechanism (E-VGR ) allowing variable control of the front wheel turning angle relative to the steering wheel turning angle serves as a more effective means of active safety. * This paper was originally published in the proceedings (No ) for "Technical Paper Presentations, 2008 JSAE Annual Spring Congress of the JSAE (Society of Automotive Engineers of Japan, Inc.)," and is reprinted herein with the permission of the JSAE with some additions. In response to the above social requirements, we have developed and commercialized E-VGR integrated highpowered EPS system for the highest class full-sized passenger vehicles as reported in detail hereunder. 2. EPS Systems EPS systems are generally classified into three types, depending on where the assist mechanism is located: column assist EPS (C-EPS ), pinion assist EPS (P-EPS ), and rack assist EPS (R-EPS ). In high-powered EPS, C-EPS increases the load exerted on the intermediate shaft, rack & pinion and reduction gear, and P-EPS increases the load on the rack & pinion and reduction gear. R-EPS, on the other hand, increases the load exerted only on the reduction gear. For this reason, R-EPS is generally considered more advantageous for high-powered applications. For these reasons, we have developed and commercialized a rack-direct EPS (RD-EPS ), a type of R-EPS, for medium- and full-sized passenger vehicles 3), and this time we have decided to use this RD- EPS system, which is advantageous for high-powered applications, in the subject development project. 3. Design Concept for EPS Systems EPS power is the product of rack force and rack velocity. As shown in Fig., the aim of high-powered project is to improve power by significantly raising rack JTEKT Engineering Journal English Edition No. 006E (2009) 47

2 force based on the specifications of the intended vehicle, increasing maximum rack force by.7 times, maximum rack velocity by.2 times and maximum power by.9 times. However, high power is not the only performance requirement in EPS systems. From the standpoint of the vehicle, EPS systems need to minimize the increase of electrical power consumption caused by increasing steering power, and therefore improved system efficiency is also one of important performance required for EPS systems. does not exist independently but is subject to complex interrelationships including trade-off in some cases. In this development, therefore, we endeavored to achieve a high-powered EPS system while striving to achieve an optimum overall design, in consideration of the balance of various performance such as system efficiency, steering feeling including toque pulsation, compactness, light weight, quietness, etc. The system structure of the developed E-VGR integrated RD-EPS is shown in Fig. 2. Rack force Maximum rack force.9 Maximum rack velocity Rack velocity Fig. EPS output target Conventional Development target Conventional= Maximum power Power Also, in regard to steering system function, the steering system functions as a man-machine interface, and therefore performance of sensibility such as steering feeling is also essential. Torque pulsation, such as torque ripple or cogging torque, is one type of steering feeling performance. Even when maximum assist torque increases because of increased rack force, torque pulsation must be suppressed to the equivalent or lower level. Customers require torque pulsation to be suppressed within /500 times the maximum assist torque. Furthermore, EPS systems are required to have a broad diversity of performance, such as compactness, light weight, and quietness. However, such performance.2 4. EPS System Element Design 4. Ball Screw Reduction Mechanism The ball screw in the high-powered EPS system is required to have such performance as high strength, high transmission efficiency, and at the same time, low noise. In order to satisfy the durability requirement under the maximum rack force increased by.7 times, it is necessary to reduce the contact pressure on each ball. There are two methods of achieving this purpose: increase the number of loaded grooves in the ball screw nut (increase the number of balls by.25 times), or use balls one rank larger in size. We selected the latter solution because it is more advantageous to operating noise and torque fluctuation in this development project. Generally, assuming that the coefficient of friction and the lead angle are l and b respectively, ball screw efficiency g can be obtained by the following equation: l b g l b With higher lead, tanb and hence g will be increased. Also, assuming motor rotational speed x, motor torque, motor phase current effective value and motor phase resistance, motor efficiency g 2 can be obtained by the following approximation equation disregarding friction loss, viscous friction loss, hysteresis loss, etc. E-VGR Torque sensor DC/DC converter 46 V ECU Calculator Vehicle speed Steering torque Inverter Ball screw Motor electric current Motor rotational angle Three-phase brushless motor Motor rotational angle sensor Fig. 2 Structure of RD-EPS system 48 JTEKT Engineering Journal English Edition No. 006E (2009)

3 g x x In the case higher lead is employed, an accordingly increased torque will be needed, hence requiring increase of and resulting in decline of g 2. Especially regarding EPS, in the low rotational speed range, in which the EPS is used frequently, g 2 decline has stronger influence than g improvement, with the result that overall efficiency g g 2 tends to decline. However, while high-lead is unfavorable to system efficiency, it is known that high-lead is favorable to noise reduction. Therefore, in an attempt to optimize both aspects, we chose a lead of.3 times the conventional. It is also known that contact pressure on the ball screw rolling contact surface affects operating noise. Even though increased rack force more than that of conventional systems tends to worsen operating noise, we decided to set the operating noise target at a level lower than that of conventional systems in view of market requirements. We first conducted a factor analysis to identify the main components highly contributing to the operating noise. This analysis revealed that PCD variation and lead variation had a large influence on operating noise, as shown in Fig. 3. In order to achieve PCD variation and lead variation satisfying the target noise value, we adopted a ball screw manufacturing process that is free of the accuracy deteriorating effect of heat treatment. Operating noise level Better Developed (ground) PCD variation Conventional (rolled) Operating noise level Better Conventional (rolled) Developed (ground) Lead variation Fig. 3 PCD variation and lead variation Conventional manufacturing process: Heat treatment is applied after rolling of the ball screw portion. New manufacturing process: After rough machining of the ball screw portion, heat treatment is carried out, followed by finish grinding. In addition, the following measures are taken to reduce variation: Optimization of grinding conditions: Optimal grinding conditions are selected based on a grasp of the frequencies resonance with the vehicle. Improvement in fine surface fluctuation: To improve the high frequency components of the noise, a super finishing process is added. As a result, operating noise has been reduced by 7 db compared to the conventional product. The result of surface fluctuation improvement by the above process change is shown in Fig. 4, and improvement of the resultant operating noise is shown in Fig. 5. Amplitude Operating noise level Order Before process change After process change Fig. 4 Surface fluctuation improvement Better Frequency Before process change After process change Fig. 5 Noise level improvement 4. 2 Rack-Direct Motor As in the conventional design, we selected a brushless motor as the rack-direct motor for power assistance. Because a brushless motor does not use a brush for electric power transfer and is easier to cool with the coil located on the stator side, it is advantageous for the generation of high power. The ball screw lead was fixed, so that power characteristics of the motor were determined. Since the rack force was set at.7 times and the lead at.3 times, the maximum motor torque needed to be increased by 2.2 times. The current was kept equivalent to that of the conventional design. We aimed to increase the torque constant to improve torque. The effective use of the winding space is important in achieving high torque. To this end, the wire diameter was reduced by way of connecting the coils at opposed position in parallel. As shown in Fig. 6, this enabled the number of turns to be increased by 2.25 times compared to the conventional, thereby improving the coil occupancy from 63% to 7%. This has been made possible by development of such production technology as highprecision assembly of twelve-segment stator core and high-speed, complete alignment winding. The improved coil occupancy achieved a high-powered motor with efficiency and increased the power/size ratio by 8% compared to the conventional. JTEKT Engineering Journal English Edition No. 006E (2009) 49

4 Series connection Coil occupancy: 63% Parallel connection Coil occupancy: 7% Motor length Motor OD Performance: The farther out, the better Cost Case Case 2 Case 3 Conventional Developed Fig. 6 High-density winding Acoustic noise Efficiency in rated operation Torque pulsation, a characteristic important in achieving smooth steering feeling, is generated mainly by stator bore roundness or magnet magnetic force variation. It goes without saying that minimizing manufacturing errors is essential, although there is a limitation to how much they can be minimized. Therefore, we tried to optimize the magnetic design so that any manufacturing variations would have minimal effect on torque pulsation. In order to provide robustness against manufacturing variations, it is effective to keep changes in permeance (inverse of magnetic resistance) to a minimum. Specifically, we increased the air gap, thickened the magnet, and significantly increased magnet eccentricity. To determine optimal values for these parameters, we conducted a magnetic field analysis simulation, as shown in Fig. 7. Air gap Optimized magnetic flux density Eccentric magnet Fig. 7 Magnetic field analysis simulation While working to achieve these performance targets, we also considered the motor's physical design in terms of installation on the vehicle. A comparison of the performance of three motor designs using a radar chart is shown in Fig. 8. Case has a larger housing OD than the others, but it has an installable length and well-balanced performance. Case 2 has a smaller OD, but its excessively long design makes it difficult to install. In addition, it has increased magnet volume, which worsens cogging torque and cost. Although Case 3 has a smaller OD and length, it has such problems as noise from magnetic saturation and motor efficiency deterioration from reduction of winding space. Case was finally selected in consideration of the balance between performance and installability. Torque ripple Cogging torque Fig. 8 Radar chart of motor performance 4. 3 DC/DC Converter and ECU In a conventional EPS system, a boosting circuit built in the ECU has boosted the battery voltage to 28 V for use as the motor power supply voltage. In this system, a DC/DC converter is used as a boosting circuit and placed separate from the inverter circuit. The DC/DC converter is located near the battery, and the inverter circuit is adjacent to the motor. The DC/DC converter boosts the voltage to 46 V, and therefore the power supply is kept in a state of high voltage and low current. While the increased ball screw lead would allow the same rack velocity to be achieved with a lower motor rotational speed, the targeted rack velocity has also been raised, and as a result, it is necessary to achieve a maximum motor rotational speed equivalent to the conventional system. On the other hand, since the induced voltage constant has also increased along with the increase of the torque constant, the maximum motor rotational speed could be reduced even though the motor power supply voltage has been raised compared to the conventional. Therefore, by means of improvement in voltage utilization factor and field weakening control, we tried to compensate for the shortage of voltage and thereby achieved improvement of the maximum motor rotational speed. As a result, as shown in Fig. 9, the developed EPS system achieved 7% improvement in maximum rack force and 35% improvement in maximum rack velocity compared to the conventional system. Rack force 7% up Conventional system Rack velocity Developed system Improved speed achieved through field weakening control and improvement of voltage utilization factor 35% up Fig. 9 Power characteristic of developed system 50 JTEKT Engineering Journal English Edition No. 006E (2009)

5 5. E-VGR Design In the conventional E-VGR mechanism, which has been located on the intermediate shaft, the entire mechanism rotates while the steering wheel is rotated, and then rotation is added to the actuator output shaft through a motor and reduction gear, so that a variable gear ratio mechanism has been achieved. In order to provide electrical power to this rotating E-VGR mechanism, a spiral cable having structure for winding cables needed to be used, but there was an issue that this spiral cable made the shaft length longer and caused power loss. In this developed system, the E-VGR mechanism is integrally located on the upper part of the EPS pinion gear in order to reduce shaft length. As shown in Fig. 0, a torque-reverse structure, where the torque transferred through the motor and reduction gear is passed to the output shaft penetrating the hollow motor shaft, was adopted. This has made it possible to restrict rotation of the overall E-VGR mechanism, resulting in elimination of the spiral cable. In regard to the motor as well, we successfully reduced the shaft length through optimization of the internal component layout. Concerning other parts also, FEM analysis and experimental verification were applied to make them as compact as possible while still possessing the required strength. As a result of the above efforts, the overall length was reduced from 50mm to 78mm, the OD from 02mm to 73mm, and the mass to 58% of the conventional design. Also, by elimination of the spiral cable, power loss has been reduced, and energy efficiency has been improved by 9% compared to the conventional design. Furthermore, with the increased space secured around the intermediate shaft, installation freedom has been improved significantly. 6. Conclusion A new RD-EPS with the world's highest class output for an EPS system has been commercialized as a result of the following breakthroughs: Although high-powered EPS gave rise to the problem of increased operating noise in the ball screw, low operating noise has been achieved by optimization of a grinding process and other conditions as well as addition of a super finishing process. Although high-powered EPS also involved the problem of increased torque pulsation due to torque ripple of the motor and cogging torque, etc., torque pulsation has been minimized through optimal designing of the air gap, magnet thickness, and magnet eccentricity, etc. Although the increased motor torque constant induced the problem of declined maximum motor rotational speed, enhancement of the maximum motor rotational speed has been achieved through voltage boosting, improved voltage utilization factor, and field weakening control. Through integration of the E-VGR with the EPS gear, the spiral cable has been eliminated, achieving a compact design with high efficiency. In the future, we will continue our efforts to make the design even more efficient and compact. References ) T. Sugimoto, I. Uno, H. Ishihara, S. Urano, T. Ohhashi, T. Ikeda: JTEKT Engineering Journal, no. 003E (2007) 40. 2) T. Taniguchi: Automotive Engineering. 59, (2005) 63. 3) A. Ohnishi, M. Naruse, N. Morishita: Toyoda Kouki Giho, 44, 3 (2004) Spiral cable Reduction gear 50 Electric motor 78 Reduction gear Output shaft Conventional Developed Fig. 0 Cross section of E-VGR actuator JTEKT Engineering Journal English Edition No. 006E (2009) 5

6 T. TAKAHASHI * H. SUZUKI * T. NAKAYAMA * K. FUJIYAMA ** S. YAMAGUCHI *** M. YAMASHITA **** T. GOTO **** T. SAITO **** * Central JAPAN Technical Center, Steering System Operations Headquarters ** Electronics Engineering Dept., Steering System Operations Headquarters *** Electronics Engineering Dept. 2, Steering System Operations Headquarters **** Steering Development Dept., Toyota Motor Corporation 52 JTEKT Engineering Journal English Edition No. 006E (2009)

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