OPTIMIZATION OF HYDRAULIC POWER STEERING

SYSTEM PARAMETERS
BY
YUVARAJ S
610812408020
PROJECT REPORT
(PHASE II)
Submitted to the

FACULTY OF MECHANICAL ENGINEERING

In partial fulfillment of the requirement
for the award of the degree
Of

MASTER OF ENGINEERING
IN
ENGINEERING DESIGN
Er. PERUMAL MANIMEKALAI COLLEGE OF ENGINEERING,
HOSUR

ANNA UNIVERSITY
CHENNAI 600 025
June, 2014
i

CERTIFICATE
Certified that this report titled OPTIMIZATION OF HYDRAULIC POWER
STEERING SYSTEM PARAMETERS, for the phase I of the project is the bonafide work
of Mr. YUVARAJ S (610812408020) who carried out the project under my supervision for the
partial fulfillment of the requirements for the award of the degree of Master of
Engineering in Engineering Design. Certified further that to the best of my knowledge
and belief, the work reported herein does not form part of any other thesis or dissertation on the
basis of which a degree or an award was conferred on an earlier occasion.

Signature of Supervisor

Signature of HOD

Mr. P. ARULMOZHI, M.E., (Ph. D.,)

Dr. C. SOLAIMUTHU, M. Tech., Ph. D.,

Associate Professor,

Professor cum Director (Research) and HOD / P.G

Department of Mechanical Engineering

Department of Mechanical Engineering

Er. Perumal Manimekalai College of Engg..

Er. Perumal Manimekalai College of Engineering

Hosur 635 117.

Hosur 635 117.

Submitted for the viva-voce examination held on

Internal Examiner

External Examiner

ii

DECLARATION

I affirm

that the project

report work

entitled

OPTIMIZATION OF

HYDRAULIC POWER STEERING SYSTEM PARAMETERS being submitted in partial

fulfillment for the award of Master of Engineering (Engineering Design) is the
original work carried out by me. It has not formed the part of any other project submitted.

Signature of the Candidate

YUVARAJ S
61081240802
0

I certify that the declaration made above by the candidate is true.

Signature of Supervisor
Mr. P. ARULMOZHI, M.E., (Ph. D.,)
Associate Professor,
Department of Mechanical Engineering,
Er.Perumal Manimekalai college of Engineering,
Hosur.

iii

ACKNOWLEDGEMENT

I first of all submit my prayerful thanks to the ALMIGHTY for blessing & enabling me
to take up this project and for strengthening me till today and also in future towards all my
activities and duties.

I am highly indebted to express my hearty thanks to our beloved Chairman

Er. PERUMAL, most respected Secretary Er. P. KUMAR, and our respected Trustee
Mrs. P. MALLAR of Er. Perumal

Manimekalai

College

of Engineering.

I am also very thankful to Dr. S. CHITRA, M.E., Ph.D., Principal, Er. Perumal
Manimekalai college of Engineering, Hosur for giving me this wonderful opportunity.

I proudly render my thanks to Dr. C. SOLAIMUTHU, M. Tech., Ph.D, Professor

cum

Director (Research)

and

HOD/P.G

Mechanical

Engineering

and Prof. P. RAJASEKARAN, M.E., (Ph.D), HOD/U.G Mechanical Engineering for

giving me this wonderful opportunity and utilize all the facilities to the fullest.

I express my deep sense to my guide Mr. P. ARULMOZHI, M.E., (Ph. D.,) Associate
Professor of Mechanical Engineering Department and Department faculty members for constantly
iv

motivating, guiding and encouraging me throughout the project tenure.

TABLE OF CONTENTS
S. NO. /
Chap. No.

DESCRIPTION

PAGE NO

Abstract

xiii

CHAPTER I - INTRODUCTION

1.1

OBJECTIVE OF THE PROJECT

1.2.

OVERVIEW OF STEERING SYSTEM

CHAPTER 2 LITERATURE REVIEW

2.1

2.2

FRONT AXLE STEERING

2.1.1 Condition for true rolling

2.1.2 The Ackermann Principles as applied to steering

2.1.3 Ackermann linkage:

2.1.4 Ackermann linkage geometry

STEERING DYNAMICS

2.2.1 Kinematic Steering

2.2.2 Vehicles with More Than Two Axles:

11

2.2.3 Vehicle with trailer

12

2.2.4 Steering Mechanisms

13

2.2.5 Four wheel steering:

14

2.2.6 Steering Mechanism Optimization

16

CHAPTER 3 - PROJECT DESCRIPTION

3.1

PROBLEM IDENTIFICATIONS
v

18

3.2

ONE DIMENSIONAL ANALYSIS

19

3.3

ABOUT THE SOFTWARE TOOL

19

3.3.1 Software Basics

19

MODEL BUILD PROCEDURE

22

3.4.1 Torsion Bar

23

3.4.2 Rotary Valve

23

3.4.2.1 Procedure for Model build and simulation of

24

3.4.

Rotary Valve:
3.4.3 Hydraulic Pump

30

3.4.4 Hydraulic Cylinder

31

3.4.5 Front Axle

31

3.5

INTEGRATING THE AGGREGATES

32

3.6

SIMULATION AND RESULTS

32

3.7

MATHEMATICAL ESTIMATION OF KEY

35

PARAMETERS

CHAPTER 4
RESULTS AND DSCUSSIONS

4.1

CASE STUDY : ESTIMATED RESULTS VS ACTUAL

38

38

MEASUREMENTS
4.2

TESTS AND DATA MEASUREMETN

4.3

CORELATION

ESTIMATED

VS

40
MEASURED

43

PARAMETERS
5

CHAPTER 5
vi

46

RESULTS AND DISCUSSION

6

47

CHAPTER 6
SCOPE FOR FUTURE STUDY

48

REFERENCES

LIST OF FIGURES
Fig. No.

TITLE

PAGE No.

2.1.

True Rolling condition

2.2.

Steering dynamics

2.3.

Inner Vs Outer wheel cut angle

10

2.4.

Vehicle with more than two axles

11

2.5.

Vehicle with trailer

12

vii

2.6.

Steering Mechanism

13

2.7.

Four wheel steering

14

2.8.

Steering Mechanism Optimization

16

3.1.

Steering System

18

3.2.

AMESim modes

19

3.3.

Hydraulic Library

20

3.4.

Mechanical Library

20

3.5.

Control Library

21

3.6.

Hydraulic components Library

21

3.7.

Torsion Bar model and its super components

23

3.8.

Rotary valve and its super component

23

3.9.

Valve orifice

27

3.10.

Time vs Pressure

30

3.11.

Hydraulic Pump

30

3.12.

Hydraulic cylinder

31

3.13.

Front axle

31

3.14.

Hydraulic steering system circuit

32

3.15

Pressure Vs Torque By Simulation

34

3.16

Torque Vs Angle By Simulation

34

3.17

Pressure Vs Angle By Simulation

35

3.18

Pressure Vs Flow By Simulation

35

3.19

Pressure Vs Torque Measured

41

viii

3.20

Torque Vs Angle Measured

41

3.21

Pressure Vs Angle Measured

42

3.22

Pressure Vs Flow Measured

42

3.23

Pressure Vs Torque Simulation and Measured

43

3.24

Torque Vs Angle Simulation and Measured

44

3.25

Pressure Vs Angle Simulation & Measured

44

3.26

Pressure Vs Flow Simulation & Measured

45

ix

LIST OF SYMBOLS

S. No.

SYMBOL

DESCRIPTION

Track width

Inner wheel cut angle

3.

Outer wheel cut angle

4.

Turning Circle Radius

R1

Center of Rotation

Distance between the pivot center

Length of track rod

Distance from C to rear axle

10

a1

Distance from C to front axle

11

a2

Distance from C to third axle

12

Rt

Radius of trailer axis from instantaneous center

13

b1

Tail center to rear axle distance

14

B2

Tail center to trailer axle distance

15

Trailer angle

16

Tail center

17

Wf

Projected distance from instantaneous center to inner

pivot center

Rear track width

xi

S. No.

SYMBOL

DESCRIPTION

Track width

Inner wheel cut angle

3.

Outer wheel cut angle

4.

Turning Circle Radius

R1

Center of Rotation

Distance between the pivot center

Length of track rod

Distance from C to rear axle

10

a1

Distance from C to front axle

11

a2

Distance from C to third axle

12

Rt

Radius of trailer axis from instantaneous center

13

b1

Tail center to rear axle distance

14

B2

Tail center to trailer axle distance

15

Trailer angle

16

Tail center

18

Wheel base of the vehicles

Projected distance from instantaneous center to inner

pivot center

xii

ABSTRACT
This project is carried out to analyses of an automobile hydraulic power steering system
to optimize its functional characteristics, an one dimensional circuit of the hydraulic power
steering system with its aggregates has been prepared using AMESIM software and functional
inter relation of the steering system has been derived, embedded, so that this customized circuit
is capable to simulate the overall function of the hydraulic power steering system.
xiii

A hydraulic power steering system consist of several aggregates like steering wheel,
steering column, steering gear with precious rotary control valve, power steering pump, and
hoses. The cumulative functions of the system has been appropriately integrated in this
customized circuit prepared in AMESim software, hence for the given input, this customized
circuit shall simulate the function of the steering system and able to predict the output
performance, the same shall be compared against the target vehicle performance and optimized
accordingly.
Traditionally the steering system supplier used to estimate the system aggregates through
very limited calculations as against the target vehicle performance requirements and take support
from the OEMs to understand the cumulative performance and do necessary design changes for
optimizing the aggregates specification and meet the target vehicle requirements.

This

customized one dimensional circuit in AMESim software enables the user to predict the
cumulative system performance for various range of aggregates specification and facilitate for
optimization.
A live project has been taken for detailed study and the predicted output of the same has
been compared with the actual vehicle measurement and concluded through the comparison.

xiv

CHAPTER 1
INTRODUCTION

1.1OBJECTIVE OF THE PROJECT

Objective of the project is to derive the mathematical relationship of the Hydraulic power
steering system aggregates and integrate their functionalities into customized one dimensional
circuit using AMESim software so that the functionalities of the entire hydraulic power steering
system shall be simulated, cumulative output characteristics of the same shall be predicted and
optimized.
By Simulation and prediction of the cumulative output function of the steering system the
aggregates specification of the steering system shall be optimized and the target vehicle
performance shall be achieved by virtual iterations which can deliver first time right aggregates
specification and eliminates vehicle trials and engineering design changes.

1.2 OVERVIEW OF STEERING SYSTEM

Primary function of the steering system is to provide directional control for the vehicle by
converting the rotatory input in to angular movements of tire in the desired manner, also the
steering system has several secondary functions such as isolate the hand wheel from road wheel
shocks while maintaining the road wheel feel and return ability of hand wheel.
Power assisted steering system will continue the functionalities of the conventional steering
system, in addition to that it will provide power assistance to reduce the driver fatigue and
provide better driving maneuver.

In general Rack & pinion type steering system is treated as a sub system of an automobile,
which will have the following major aggregates

Rotary valve

Torsion bar

Hydraulic pump

Hydraulic Cylinder

Front axle

Hose lines

Combined functionality of the above aggregates delivers the performance of a steering system.

CHAPTER 2
LITERATURE REVIEW
2.1 FRONT AXLE STEERING
2.1.1 Condition for true rolling
True rolling occurs only when the direction of motion of the vehicle is perpendicular to the
wheel axis, the wheel is subjected to forward force. When wheel is subjected to side force that
acts parallel to the wheel axis, a true scrub action is produced, when the wheel is subjected to
both forward and side forces the movement is compounded of true rolling and lateral distortion,
this condition occurs when the wheels are being steered, in other words the direction of motion
is neither parallel not perpendicular to the axis of rotation.

Fig 2.1 True rolling condition

On a circular path true rolling condition occurs when the projected axes of several wheels all
moving in different occurred paths intersect as a single point called the instantaneous center,
when these projected axes do not intersect at a single point a degree of the tire scrub results .

Whenever a vehicle takes a turn the front wheels must turn in definite manner both in relation
to each and to the axis of the rear wheels so that the lateral slip may be avoided and true rolling
for all the wheels is obtained, for this as explained above all the wheels must always rotate
about the instantaneous center . Since the rear wheels have a common and fixed axis, it is quite
obvious that the common center, would lie somewhere on its extension.
Form the fig

= angle of inside lock

o

= angle of outside lock

= wheel track also known as tread of vehicle

=wheel base of the vehicle

= distance between the pivot centers

= length of track rod

R1

= projected distances from instantaneous center to the inner pivot center therefore,

this equation gives the fundamental condition to be satisfied by all types of steering mechanism
if true rolling for all the wheels is to be obtained avoiding any lateral slip. The steering linkage
used in the vehicles must maintain the proper angles with the wheels when taking a turn. But
practically it is not possible to maintain absolutely angles for the wheels for all turning angles.

2.1.2 The Ackermann Principles as applied to steering

To achieve true rolling for ta four wheeled vehicle moving on a curved track the lines drawn
through each of the four wheel axes must intersect at the instantaneous center fig. the actual
position the instantaneous center constantly changes due to the alternation of the front wheel
angular position to correct the steered vehicles path. Since both wheels are fixed on the same
axis but the front wheel axles are independent of each other, the instantaneous centers lies
somewhere along an imaginary line drawn through the axis of the rear axle.
The Ackermann principle is based on the two front steered wheel being pivoted at the ends of an
axle beam. The original Ackermann linkage has parallel set track rod arms so that both steered
wheels swivel at equal angles. Consequently the intersecting projection lines do not meet at one
point. If both front wheels are free to follow their own natural paths they would converge and
eventually cross each other. Since the vehicle moves along both a single mean path, both wheel
tracks conflict continuously with each other causing tire slip and treated scrub. Subsequent
modified linkage uses inclined track rod arms so that the inner wheel swivels about its king pin
slightly more than the outer wheel, hence the lines drawn through the stub axles converge at a
single more than the outer wheel, hence the lines drawn through the stub axles converge at a
point somewhere along the rear axle projection.

2.1.3 Ackermann linkage:

The self-propelled motor vehicle almost from the beginning used the double pivot wheel
steering system. This was inverted for horse drawn vehicles in 1817 by George lankensperger a
Munich carriage builder. In England, Rudolph Ackermann acted as Lankenspergers agent and a
patent of the double pivot steering arrangement was taken in his name.
With this layout of the linkage the track rod arms are set parallel to each other and a track rod
joints them together. In the straight ahead position of the steering, the linkage and axle beam
forms a rectangle but as the stub axles are rotated about their kingpins the steering arrangement
forms a parallelogram. This linkage configuration turns both wheels the same amount, the
parallel set linkage positioned to provide both a 20 degree and a 40 degrees turn for the inner
and outer wheels.
5

2.1.4 Ackermann linkage geometry

In parallel set steering arms layout of the track rod dimensions, remain equal for all angles of
turn. With the inclined arms the inner wheel track rod end dimensions is always smaller than the
outer wheel dimensions while negotiating a curve.
Therefore for a given angular movement of the stub axles the inner wheel track rod arm and
track rod are more effective than the outer wheel linkage in turning the steered wheel. For a
given amount of transverse track rod movement with inclined track rod arms the least effective
angular displacement of stub axle pivot occurs in the straight ahead region, and the most
effective angular displacement takes places as the stub axles move away from the mid position,
thus the angular movement of the inner wheel relative to the outer wheel becomes much greater
as both wheels approach movement of the inner wheel relative to the outer wheel becomes
much greater as both wheel full lock. With modern radial tires, the difference between front and
back lock steering angles is sometimes reduced.

2.2 STEERING DYNAMICS

2.2.1 Kinematic Steering
Consider a front-wheel-steering 4W S vehicle that is turning to the left, as shown in Figure,
When the vehicle is moving very slowly, there is a kinematic condition between the inner and
outer wheels that allows them to turn slip-free. The condition is called the Ackerman condition
and is expressed by

where, i is the steer angle of the inner wheel, and o is the steer angle of the outer wheel. The
inner and outer wheels are defined based on the turning centre O.

Fig 2.2 Steering Dynamics

The distance between the steer axes of the steerable wheels is called the track and is shown by
w. The distance between the front and rear axles is called the wheelbase and is shown by l.
Track w and wheelbase l are considered as kinematic width and length of the vehicle.
The mass centre of a steered vehicle will turn on a circle with radius R,

Where is the cot-average of the inner and outer steer angles.

The angle is the equivalent steer angle of a bicycle having the same Wheel base l and radius of
rotation R.
Proof. To have all wheels turning freely on a curved road, the normal line to the centre of each
tire-plane must intersect at a common point. This is the Ackerman condition.

Figure 2.2 illustrates a vehicle turning left. So, the turning centre O is on the left, and the inner
wheels are the left wheels that are closer to the centre of rotation. The inner and outer steer
angles i and o may be calculated.

The Ackerman condition is needed when the speed of the vehicle is too small, and slip angles
are zero. There is no lateral force and no centrifugal force to balance each other. The Ackerman
steering condition is also called the kinematic steering condition, because it is a static condition
at zero velocity.

provides the Ackerman condition, which is a direct relationship between i and o.

To find the vehicles turning radius R, we define an equivalent bicycle model, as shown in
figure. The radius of rotation R is perpendicular to the vehicles velocity vector v at the mass
centre C, using the geometry shown in the bicycle model, we have

The Ackerman condition is needed when the speed of the vehicle is too small, and slip angles
are zero. There is no lateral force and no centrifugal force to balance each other. The Ackerman
steering condition is also called the kinematic steering condition, because it is a static condition
at zero velocity.

Fig 2.3 Inner Vs Outer Wheel cut angle

A device that provides steering according to the Ackerman condition is called Ackerman
steering, Ackerman mechanism, or Ackerman geometry. There is no four-bar linkage steering
mechanism that can provide the Ackerman condition perfectly. However, we may design a
multi-bar linkages to work close to the condition and be exact at a few angles. Figure illustrates
the Ackerman condition for different values of w/l. The inner and outer steer angles get closer to
each other by decreasing w/l.

10

2.2.2 Vehicles with More Than Two Axles:

Fig 2.4 Vehicles with more than two Axle

If a vehicle has more than two axles, all the axles, except one, must be steerable to provide slipfree turning at zero velocity. When an n-axle vehicle has only one non-steerable axle, there are n
1 geometric steering conditions. A three-axle vehicle with two steerable axles is shown in
Figure.

To indicate the geometry of a multi-axle vehicle, we start from the front axle and measure the
longitudinal distance ai between axles i and the mass centre C. Hence, a1 is the distance
between the front axle and C, and a2 is the distance between the second axle and C.
Furthermore, we number the wheels in a clockwise rotation starting from the drivers wheel as
number 1.

11

For the three-axle vehicle shown in Figure, there are two independent Ackerman conditions:

2.2.3 Vehicle with trailer

Fig 2.5 Vehicle with trailer

If a four-wheel vehicle has a trailer with one axle, it is possible to derive a Kinematic condition
for slip-free steering. Figure illustrates a vehicle with a one-axle trailer. The mass canter of the
vehicle is turning on a circle with radius R, while the trailer is turning on a circle with radius Rt.

12

2.2.4 Steering Mechanisms

Fig 2.6 Steering Mechanism

A steering system begins with the steering wheel or steering handle. The drivers steering input
is transmitted by a shaft through a gear reduction system, usually rack-and-pinion or
recirculating ball bearings. The steering gear output goes to steerable wheels to generate motion
through a steering mechanism. The lever, which transmits the steering force from the steering
gear to the steering linkage, is called Pitman arm.

13

The direction of each wheel is controlled by one steering arm. The steering arm is attached to
the steerable wheel hub by a keyway, locking taper, and a hub. In some vehicles, it is an integral
part of a one-piece hub and steering knuckle. To achieve good manoeuvrability, a minimum
steering angle of approximately 35 deg. must be provided at the front wheels of passenger cars.

A sample parallelogram steering mechanism and its components are shown in Figure, The
parallelogram steering linkage is common on independent front-wheel vehicles. There are many
varieties of steering mechanisms each with some advantages and disadvantages.

2.2.5 Four wheel steering:

Fig 2.7 Four Wheel Steering

14

At very low speeds, the kinematic steering condition that the perpendicular lines to each tire
meet at one point, must be applied. The intersection point is the turning centre of the vehicle.

Figure illustrates a positive four-wheel steering vehicle, and Figure illustrates a negative 4W S
vehicle. In a positive 4W S situation the front and rear wheels steer in the same direction, and in
a negative 4W S situation the front and rear wheels steer opposite to each other. The kinematic
condition between the steer angles of a 4W S vehicle is

where, wf and wr are the front and rear tracks, if and of are the steer angles of the front inner
and outer wheels, ir and or are the steer angles of the rear inner and outer wheels, and l is the
wheelbase of the vehicle.

We may also use the following more general equation for the kinematic Condition between the
steer angles of a 4W S vehicle

where, f l and f r are the steer angles of the front left and front right wheels, and rl and rr
are the steer angles of the rear left and rear right wheels. If we define the steer angles according
to the sign convention shown in Figure then, the equation expresses the kinematic condition for
both, positive and negative 4W S systems. Employing the wheel coordinate frame (xw, yw, zw),
we define the steer angle as the angle between the vehicle x-axis and the wheel xw-axis,
measured about the z-axis. Therefore, a steer angle is positive when the wheel is turned to the
left, and it is negative when the wheel is turned to the right. Proof. The slip-free condition for
wheels of a 4W S in a turn requires that the normal lines to the canter of each tire-plane intersect
at a common point. This is the kinematic steering condition. Figure illustrates a positive 4W S

15

vehicle in a left turn. The turning canter O is on the left, and the inner wheels are the left wheels
that are closer to the turning canter. The longitudinal distance between point O and the axles of
the car are indicated by c1, and c2 measured in the body coordinate frame.

2.2.6 Steering Mechanism Optimization

Fig 2.8 Steering mechanism optimization

Optimization means steering mechanism is the design of a system that works as closely as
possible to a desired function. Assume the Ackerman Comparing the function of the designed
steering mechanism to the Ackerman condition, we may define an error function e to compare
the two functions.

An example for the e function can be the difference between the outer steer angles of the
designed mechanism Do and the Ackerman Ao for the same inner angle i. The error function
may be the absolute value of the maximum difference,

16

or the root mean square (RMS) of the difference between the two functions

in a specific range of the inner steer angle i.

The error e, would be a function of a set of parameters. Minimization of the error function for a
parameter, over the working range of the steer angle i, generates the optimized value of the
parameter.
The RMS function is defined for continuous variables Do and Ao . However, depending on
the designed mechanism, it is not always possible to find a closed-form equation for e. In this
case, the error function cannot be defined explicitly, and hence, the error function should be
evaluated for n different values of the inner steer angle i numerically. The error function for a
set of discrete values of e is define by

The error function must be evaluated for different values of a parameter. Then a plot for e = e
(parameter) can show the trend of variation of e as a function of the parameter. If there is a
minimum for e, then the optimal value for the parameter can be found. Otherwise, the trend of
the e function can show the direction for minimum searching.

17

CHAPTER 3
PROJECT DESCRIPTION

3.1 PROBLEM IDENTIFICATIONS

A hydraulic power steering system is a combination of many mechanical and hydraulically
functional part and those are interlinked through ways and means like belt drive, hydraulic
connections etc. also the functional behaviors of the system is various with respect to many
influencing external parameters like road wheel friction, hand wheel signal ( torque and angle),
engine speed, vehicle speed and front axle load, considering the multiple influencing factors and
the performance characteristics of aggregates of the system like hydraulic pump, hydraulic
valve, hydraulic cylinder and torsion bar, optimizing the performance characteristics of a
steering system is really a tough task, also estimating the combination effect of multiple
parameters with wide range of input characteristics requires tremendous and tedious
mathematical calculations however inferring the parameters in combination of input variants is
almost impossible, hence its necessary to take a help of an software packages to and model the
steering system aggregates in a one dimensional structure and integrate them and perform
various calculations for the full range of input.

Fig 3.1 Steering System

18

3.2 ONE DIMENSIONAL ANALYSIS

The method adopted perform the performance prediction of hydraulic power steering system is
a One dimensional lumped parameter time domain analysis.

3.3 ABOUT THE SOFTWARE TOOL

AMESim = Advanced Modelling Environment for performing Simulations of

engineering systems.
AMESim is a 1D lumped parameter time domain simulation platform. AMESim uses
symbols to represent individual components within the system which are either, based
on the standard symbols used in the engineering field such as ISO symbols for
hydraulic components or block diagram symbols for control systems or when no such
standard symbols exist

3.3.1 Software Basics

Fig 3.2 AMISIM Modes

Different types of Library:
Each library tree will have different types of features.
a) Hydraulic library

Fig 3.3 Hydraulic Library

b) Mechanical library

19

Fig 3.4 Mechanical Library

c) Signal and controls library

Fig 3.5 Control library

d) Hydraulic components and design library

Fig 3.6 Hydraulic components library

3.4 MODEL BUILD PROCEDURE
The power steering system shown consists of a steering wheel, a rotary valve with torsion bar, a
rack, a hydraulic pump and the lines. When the driver inputs a steering angle command, the
steering valve opens. This allows oil to flow into the hydraulic cylinder, with a pressure
proportional to the amount of valve opening. The oil pressure acts on the cylinder piston to
create an actuating force proportional to the pressure. This actuating force then assists the driver
in moving the cylinder piston and the mechanism connected to it (rack, wheels...). The notion of
the cylinder piston is then fed back to the valve by the rack and pinion. The pinion rotation
tends to close the valve, completing the control loop.
The major functional components of the power steering system are detailed as follows
Rotary valve
Torsion bar
Hydraulic Pump
Hydraulic Cylinder
Front Axle with tire
Hose lines

20

A hydraulic pump is connected to the rotary valve with lines and hoses. A pinion-rack converts
the rotation of the torsion bar in a linear displacement of the front axle.
The simulation model considers that the pump gives out a flow rate proportional to the engine
speed and that the flow control valve reduces this flow to a constant one. The hydraulic line
from this valve to the rotary valve and from the rotary valve to the reservoir is a union of pipes,
hoses and orifices. Hoses are modeled with a lumped parameter sub model with compressibility
of oil and expansion of line walls. Pipes are modeled with additional assumptions and take into
account pipe friction and fluid inertia. All AMESim line sub models are able to predict air
release and cavitation effect. In this case, it is vitally important that density and bulk modulus
are totally consistent to achieve rigorous mass conservation.

3.4.1 Torsion Bar

Fig 3.7 - Torsion bar model and its super component

The torsion bar is the simplest model of the power steering system. It consists in a
rotary spring attached at one side to the pinion and at the other to the steering column.

3.4.2 Rotary Valve

21

Fig 3.8 - Rotary valve and its super component

The rotary valve can be represented as a Wheatstone bridge, where each branch is a way
of the valve. The flow area of each path depends on the relative deformation of the
torsion bar. The flow area on the valve is controlled by the relative deformation of the
torsion bar.

3.4.2.1 Procedure for Model build and simulation of Rotary Valve:

Since it is the hydraulic system the oil properties to be defined properly.

Then the motor driven pump should be defined with the flow condition. The relief
pressure should be defined (example: 75 bar).Constant speed prime mover (motor) and
Constant displacement pump (ideal fixed displacement pump) with relief pressure
setting

The valve opening is changing based on the input shaft rotation. So the valve opening
will be defined as hydraulic variable orifice.

The other holes / openings where the diameter is not getting affected because of the
input shaft rotation can be represented by the fixed displacement orifice.

The hydraulic junctions can be used to make the parallel / series connection based on
the requirements. 3 port hydraulic junction 4 port hydraulic junction

22

A constant pressure reservoir / tank should be place to give the hydraulic source to
pump and the same will be connected with the return line to close the circuit.

For the steering input the signal library can be used.

The above sub model can be used for giving steering input in one direction. But in case
of the steering wheel rotation in both sides a gain can be used with signal splitters.

If we want to use the same signals for different location the signal duplication sub
model can be used.

By using all these sub models and the connectors the circuit can be built as follows. The
connector may be either direct connection or with pipes. For signals, there will be direct
connection (red color dotted line).

Since this circuit is for 4 slot valve, it has been used 8 hydraulic variable orifices. This
is because for each slot will have two openings. When giving steering input one orifice
will open another one will close. And the signal also given to all variable orifices. 6
orifices will be connected with the direct signal and 6 orifices will be connected with
the signals after including the gain.

There are about 8 constant displacement orifices being used in this circuit. Among that
the top 2 orifices are the pressure port holes in the valve sleeve. The bottom most 2
orifices are for the return hole in the input shaft. If there is only one hole in the return
line one orifice can be used.

In the middle of the circuit there are six orifices. These are feed port holes which have
been placed in the valve sleeve. 3 orifices for LH side and 3 orifices for RH side of the
double acting cylinder. This mass is to generate pressure inside the system. We can use
the zero force model to avoid the external forces acting in the model.

The circuit will be built in the sketch mode only. Once the circuit completed the mode
can be changed to sub model mode. If the circuit is incomplete it cannot be changed to
sub model mode.

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Once changed to sub model mode each model will ask which sub model can be used. If
we choose the standard option all standard sub models will be chosen. If we want to use
the specific sub model by right click the model choose the required sub model.

Once the sub model definition completed the parameter to be defined for all the sub
models. These parameters can be changed whenever we required.

For hydraulic oil properties can be defined by choosing the hydraulic oil icon.

For prime mover, pump and the relief pressure setting can be defined by choosing the
respective models.

The fixed displacement orifice parameters can be defined as follows;

The variable hydraulic orifice parameters can be defines as follows;

In the variable orifice sub model properties the orifice area and the hydraulic diameter
should be given as separate test file (.txt format). The area and the hydraulic diameter
should be calculated for each angle of rotation (example for each 0.1 of rotation).
Here the section of the orifice in the input shaft is assumed as rectangle and the height
of the rectangle is constant and the width of the rectangle is varies based on the angle of
rotation. The height of the input shaft pocket has been assumed as constant (height = 10
mm) and the width of the pocket varies continuously based on the angle of rotation. By
multiplying height and width we can get the orifice area. We have to calculate for both
opening and closing orifice area. If one orifice opens means the corresponding another
orifice in the same pocket will close.
The hydraulic diameter can be calculated as follows;
Hydraulic diameter = 4*orifice area/ hydraulic perimeter.
Hydraulic perimeter can be calculated by doing as follows;
Hydraulic perimeter = (2 * height of the pocket) + (2 * width of the pocket).
The width of the pocket can be measured by using Auto CAD software.
The input shat and valve sleeve cut section is as follows;

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The width of the pocket (orifice) can be measured as follows;

Fig 3.9 Valve Orifice

The perpendicular distance (from the valve sleeve pocket edge to the input shaft) has to
be measured always.

Like this the width of the pocket can be measured for all the angle of rotation in both
opening and closing orifices. The width has to be measured up to 6 of angle of
rotation.

The calculated orifice area and the hydraulic diameter should be saved as separate text
files (.txt format) and then give link to the variable hydraulic orifice sub model.

Then the signal to the valve will be given in the linear signal source.
The no of stages may be varies depend on the usage. Here the no of cycle has been
selected as 8 stages. The stages characteristics are as follows;
1. Increment from zero
2. Stable signal at positive peak
3. Decrement from positive peak to zero
4. Stable at zero
5. Increment in negative direction up to negative peak
6. Stable at negative peak
7. Decrement from negative peak to zero
8. Stable at zero
This signal should be select as cyclic to work continuously.

The gain values should be given as -1 to provide the negative signal.

The hydraulic chamber (double acting cylinder with mass) properties should be given.

25

At some stages in the hydraulic lines, it is difficult to give direct connection. On that
condition a hydraulic pie sub model will be selected. In the hydraulic pipe sub model
following parameters need to be defined. Possibly specify very short length pipe with
bigger diameter.

Once finish the definition to all the required parameters, the simulation mode should be
selected. Once the simulation mode gets selected the compilation of the program will
happen to build the model completely.

Select the run parameters to define the type of rum, program running period and the
interval.

Once the run parameters defined properly the simulation should run by selecting the
start simulation option.

Once the simulation started the simulation will run and complete successfully. If there is
any error or warning it will indicate inside the simulation run window.

The plotting of the data can be do as follows;

1. Select the model in which the data to be plotted. If two or more data to be
plotted and compared simultaneously just drag the data and put in the plot.
2. Normally the plot will be in the form of time domain.
3. If we want to plot XY of two different parameters the plot can be done as
follows;
a. Select convert 2D curves to XY 2D curved in the plot main menu bar.
b. Then click inside the plot area.

If a parameter want to varies randomly / continuous with different values the batch
parameter option can be used. The batch parameter run can be done as follows;
1. Keep the operation mode in the parameter mode condition. And choose setting
in the task bar and select batch parameters.
2. A variable / parameter which need to varied model should be selected and the
corresponding parameter should be select, drag and drop in the batch parameter

26

window as follows, one or more parameters also can be selected for the batch
run.
3. After that change to simulation mode. The compilation process will start
automatically and build the model completely.
4. Then choose the simulation run option and click batch parameter and select
batch options and choose the parameter which we want to run the batch run.
5. Then run the simulation. The batch run will be as follows and it will run as
different sets based on the batch option we selected.

If the data wanted to be exported to some other format (example: excel file). Choose the
following step in the plot window.
Choose file and then choose export.

Fig 3.10 Time Vs Pressure

The exported data will be in the form of text file. We can open that file excel by
choosing open with option.

3.4.3 Hydraulic Pump

Fig 3.11 Hydraulic Pump

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3.4.4 Hydraulic Cylinder

Fig 3.12 Hydraulic Cylinder

There are, in the AMESim Hydraulic library, many cylinder sub models. If require can
use specific assumptions (for example elastic end stops), it is possible to construct a
new hydraulic cylinder model using the Hydraulic Component Design Library.
3.4.5 Front Axle

Fig 3.13 Front Axle

The front axle is, in this study, modeled as a spring mass system. The mass equivalent to
the rotary inertia (tire and other mechanical parts) is seen as a translation on the rack
axis. The spring is one of the stiff nesses of the tire in rotation around the vertical axis.
The stiction, Coulomb friction, and viscous friction are taken into account to model the
contact between the tread and the ground. The detailed model and its associated super
component are shown in Figure.
It is also possible to model the front axle using the interface with the multi-body
software ADAMS. The full hydraulic system is converted and imported into ADAMS
for use within ADAMS. This process involves using solely the integration methods
provided by ADAMS. However, as the run progresses, the hydraulic subsystem results
can be examined and plotted within AMESim, meanwhile ADAMS animation can be
used to view multi-body results. Without the ability of plotting hydraulic subdomain
results within the natural environment, understanding of what is happening within the
simulation is almost impossible.

28

3.5 INTEGRATING THE AGGREGATES

Fig 3.14 Hydraulic Steering System Circuit

Linearization within AMESim can be performed in simulation activity at different times.

Control, observer and fixed variables can be set. Even if the system of equations is differential
algebraic (D.A.E), it is possible with AMESim to produce the A, B, C and D matrices. Then,
AMESim can evaluate and list the complex eigenvalues and this corresponding frequency and
damping values. Alternatively, we can use the Linear Analysis tools included in AMESim to
perform analyses like Bode and Nichols plot model reduction, modal analysis and there on to
performance prediction.

3.6 SIMULATION AND RESULTS

On completion of aggregates are integration, aggregates are constrained, parameterized with
appropriate parameters like

Torsion bar

: Torsion rate

Flow control valve

: Orifice range, orifice area

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Pump

: Relief pressure, speed

Rack & Pinion

: Number of turns, Cylinder area

Fluid lines (pipe)

: Diameter,

Tire

: Load, friction

Parameterized model has been subjected to model check and simulation run, the following
results are plotted from the simulation results.

Differential Pressure Vs Torque

Angle Vs Torque
Angle Vs Pressure
Pressure Vs Flow
Graphical output of the simulation results are as follows.

Differential Pressure Vs Torque

Fig 3.15 Diff Pressure Vs Torque By Simulation

Angle Vs Torque

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Fig 3.16 Torque Vs Angle By Simulation

Angle Vs Pressure

Fig 3.17 Pressure Vs Angle - By Simulation

Flow Vs Pressure

Fig 3.18 Pressure Vs Flow By Simulation

3.7 MATHEMATICAL ESTIMATION OF KEY PARAMETERS
King Pin torque
T k 9.81 * W * *

W t2
P2
8

Where
Tk

= Torque required at knuckle arm to turn the wheels

= Front Axle Weight (FAW)

= Co-efficient of friction between tire and road surface

Wt

= Tire patch width

Rack force required

Rf = Tk / r
Where
Rf

= Rack force required to pull / push the knuckle arm

Tk

= Torque required at knuckle arm to turn the wheels

= Knuckle arm radius

Rack force required

= Torque required at Knuckle / Knuckle arm radius

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Max. Operating Pressure

Pmax

= Fr / A

Pmax

= Maximum operating pressure

Rf

= Rack force

Ap

= Piston Area

Max. Flow required

Q = Ap * V
Where
Q

= Flow required

Ap

= Area of piston

= Maximum velocity of Piston

Input torque Vs Pressure

Q = CA

Ac

Ao

+C

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Where

= Differential pressure between cylinders

Ac

= Area close

Ao

= Area open

= Flow Co-efficient

Dc

= Distance at close

= Length of the control edge

Tc

= Secondary area open

OL

= Overlapping distance

To

= Secondary area close

= Flow through orifice

= Flow constant of the fluid

= Number of slots (orifice)

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CHAPTER 4
4.1 CASE STUDY: ESTIMATED RESULTS VS ACTUAL MEASUREMENTS
To ensure the correctness of the one dimensional simulation analysis developed through
AMESim Software, a case study has been made and the estimated results and actual vehicle
measurement results are compared and reasonably appreciated level of correlation has been
evident.
A market available utility vehicle with Hydraulic Power Rack & Pinion steering gear
configuration has been choose for the case study and the vehicle has been equipped with
necessary instrumentation in the steering system.
Following instruments are used.
Sl. No.

Instrument Name

Measuring Range

Measuring parameter

01

Angle Sensor

600 deg

Steering Input angle

02

Torque sensor

0-25 N-m

Steering Input torque

03

Pressure sensor

0- 200 bar

Hydraulic System Pressure

04

Flow Sensor

1 to 10 lpm

Oil flow rate from pump

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05

Data logger

Up to 200k / Sec.

Angle and Torque Sensor

To capture and Save the data

Pressure & Flow Sensor

4.2 TESTS AND DATA MEASUREMENT

Sl.No.

Test Name

01

Static Steering Vehicle Condition : Static, Power On

meanuaover

Test Conditions

Measuring Parameters

Surface : Dry tar surface

Steering maneuver : SAP to RH lock,

Steering angle Vs
Steering torque,
Hydraulic Pressure,

LH lock and SAP

Measurement : Time Domain

VEHICLE MEASUREMENT RESULTS

Parameters

Differential Pressure Vs Torque

Angle Vs Torque
Angle Vs Pressure
Angle Vs Flow
Pressure Vs Flow

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Hydraulic Flow

Pressure Vs Torque

Fig 3.19 Diff Pressure Vs Torque Measured

Torque Vs Angle

Fig 3.20 Torque Vs Angle Measured

Pressure Vs Angle

Fig 3.21 Pressure Vs Angle Measured

Pressure Vs Angle

Fig 3.22 Pressure Vs Angle Measured

4.3 CORELATION STUDY: ESTIMATED VS MEASURED PARAMTERS
Estimated results and measured results are exported to a neutral file format (Microsoft Excel)
and the resultant parameters are compared as follows.
Simulation Vs Estimation of

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Pressure Vs Torque
Torque Vs Angle
Pressure Vs Angle
Pressure Vs Flow

Pressure Vs Torque

Fig 3.23 Pressure Vs Angle Simulation & Measurement Result

Torque Vs Angle

Fig 3.24 Torque Vs Angle Simulation & Measurement Result

Pressure Vs Angle

Fig 3.25 Pressure Vs Angle Simulation & Measurement Result

Pressure Vs Flow
Angle in N-m
Fig 3.26 Pressure Vs Flow Simulation & Measurement Result

37

CHAPTER 5
RESULTS AND DSCUSSIONS
5.1 Results of the project
In the process of predicting the performance characteristics of hydraulic power steering system
all the system related parameter as are predicted through the simulation done in AMESim
software with the help of newly evolved 1Dimensional steering circuit.
The Predicted results are also compared with practical measurement data and more than 90% of
correlation has been achieved between the predicted result and simulated result, these variations
are duet to contribution of vehicle level parameters, which are not been able to predict because
those are be the permissible variations of parts and its cumulative result.
Simulation and measurement result has been made and compared for
Differential Pressure Vs Torque
Torque Vs Angle
Pressure Vs Angle
Pressure Vs Flow
Now using this circuit and result we can able to optimise the characteristics of Rack and Pinion
steering system for any road vehicle applications.

38

CHAPTER 6
SCOPE FOR FUTURE STUDY
In this project the major performance parameters of the steering system like Differential
Pressure, Angle, Torque, Flow and Pressure. Inter relation between these parameters are also
been estimated.
In this simulation process we have predicted the performance at vehicle Static condition only, in
the further action this circuit can be integrated with multi body dynamic softwares so that we
can predict the resultant parameters at dynamic vehicle condition, which includes different
suspension condition, steering input condition and different road condition.

39

REFERENCES

1. T. Kenneth Garrett, Kenneth Newton and William Steeds, The Motor Vehicle 13th Edition,
Butterworth-Heinemann Limited, London, 2005.
2. Heinz Heisler, Vehicle and Engine Technology, Second Edition, SAE, USA, 1999.
3. Kripal Singh, Automobile Engineering (Volume - 1), 12th Edition, Standard Publishers and
Distributors, 2011.
4. Heldt P.M., Automotive Chassis Chilton Co., New York, 1952
5. R.K. Rajput, A Text Book of Automobile Engineering, Laxmi Publications Private Limited,
2007
6. N.K. Giri, Automotive Mechanics Khanna Publishers, New Delhi, 2005.
7. Antony Espossito, Fluid Power with Applications, Prentice Hall, 1980
8. K.Shanmuga Sundaram, Hydraulic Systems, Butterworth Heinemann, 1977
9. Help files from AMESim software.
10.Help files from Dewesoft.

40