06 Lateral Dynamics Y Axis
06 Lateral Dynamics Y Axis
06 Lateral Dynamics Y Axis
The Ultimate
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Chassis Dynamics
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Table of Contents
Lateral Dynamics (Y Axis)
Subject Page
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
Steering Fundamentals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6
Steering Ratio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6
Steering System Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
Recirculating-Ball Steering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
Rack-and-Pinion Steering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9
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Introduction
At BMW, steering systems have become an increasingly complex topic. This training
module is designed to review basic steering technology and to introduce the latest
technology used in current BMW models.
A steering system must be able to convert a turning motion input by the driver at the
steering wheel into a change of steering angle at the steered wheels on the vehicle.
This is the essential requirement of a steering system irrespective of whether it is a sim-
ple, conventional steering system or the latest modern BMW Group steering system.
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Steering Fundamentals
Steering Ratio
In order to better understand basic steering theory it is necessary to understand
steering ratio. Steering ratio is the relationship between the number of turns of the
steering wheel in comparison to the amount of steering angle change that occurs
at the front wheels.
For example, if the steering wheel is turned through 360 degrees of rotation and
the front wheels turn through an arc of 20 degrees, the steering ratio is therefore 18:1.
In other words, it takes 18 degrees of steering wheel rotation to achieve 1 degree of
steering movement at the front wheels.
A “high” steering ratio (which is less direct) such as 18:1 dictates that a large amount
of steering input is required to steer the vehicle through turns. A ratio of 18:1 is good for
high road speeds. This is due to the fact that there would be no excessive movement
of the front wheels when making lane changes. Therefore, a numerically “high-ratio”
is optimal for higher road speeds.
In contrast, when driving a lower speeds such as parking, a “low-ratio” steering , such as
10:1, would be better. Less input at the steering wheel would aid parking and be more
comfortable for the driver. Also, low speed maneuvers such as low speed corners or
avoiding road debris would be greatly improved. A “low-ratio” is also referred to as a
“more direct” steering ratio.
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Vehicles designed for racing, such as Formula 1 cars, use a “low-ratio” steering setup.
These types of vehicles would not benefit from a higher steering ratio. Tight, high-speed
turns require a “quick” response from the steering system.
In order to achieve the “best of both worlds”, some BMW vehicles have been equipped
with a “variable-ratio” rack and pinion steering system. This is a purely mechanical
system which uses a rack and pinion unit that has teeth of different “pitch” throughout
the length of the rack gear.
The teeth on the outer ends of the rack gear are more tightly spaced and the teeth in the
center of the rack gear are more loosely spaced. This gives the effect of a “high-ratio”
(less direct) when driving on the highway. At low speeds when more turning angle is
required, the teeth on the outer end of the rack allow for a “lower-ratio” (more direct)
steering which is more responsive during the required maneuvers.
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Steering System Types
As far as steering systems are concerned, they are two basic types of steering
mechanisms used on BMW Group vehicles. These include the following:
• Recirculating-ball steering - This is also known as “ball and nut” or the more
common term being “steering box”. This arrangement has been in use on early
models usually the 5 and 7 series. The last vehicles in production to use this type
of steering arrangement was the E38 and E39. The 8-cylinder E39 (540i) utilized
the steering box, while the 6-cylinder E39 (528i/530i etc.) use a “rack and pinion”
steering design.
• Rack and Pinion steering - The more common steering gear design is the rack and
pinion which is more versatile and lighter in weight. This is used on all current
BMW models.
Recirculating-Ball Steering
A low friction endless row of balls transmits forces between the steering worm and steer-
ing nut. The steering nut exerts a force on the steering shaft via gear teeth. A variable
ratio is also possible with this steering gear.
An extensive and wide-ranging development history lies behind the modern steering
systems used nowadays incorporating power steering assistance.
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Rack-and-Pinion Steering
Rack-and-pinion steering essentially consists of a pinion and toothed rack. The steering
ratio is determined by the ratio between the number of pinion revolutions (steering wheel
turn) and the rack travel. The steering ratio varies with the rack travel and corresponding
gearing of the rack. Steering corrections and operating forces are dealt with by this system.
NOTES
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Lateral Dynamics (Y Axis)
Electric Power Steering (EPS)
The main difference between hydraulic and electric power steering systems is in the
method of generating the power assistance force that reduces the amount of force that
the driver has to apply to the steering wheel.
With a conventional power assisted (hydraulic) steering system, a pump is driven either
by a belt running off the engine or by an electric motor. The pump is part of a hydraulic
system which generates the fluid pressure/flow that is used to produce the power assis-
tance for steering. A control valve in the power steering rack varies the pressure to
decrease the effort requirered to turn the steering gear.
On some BMW vehicles, this control pressure is reduced by increasing vehicle speed
via an electronically controlled bleed off valve (Servotronic). However; hydraulic power
assisted steering systems utilize a reservoir, hydraulic fluid, pump, hoses/lines, cooler,
hydraulic valve/steering rack, Servotronic valve, purpose built steering shaft and column.
Electric power steering systems produce the power assistance force directly by means
of an electric motor that transmits its torque either to the steering column or the steering
gear. Therefore, such systems generally require extra gearing to connect the electric
motor to the existing steering system components.
Otherwise, the basic design of the steering system is the same (e.g. rack-and-pinion
steering gear for both hydraulic and electric power steering systems).
The steering characteristics, e.g. amount of steering force required, progression of steer-
ing force, feedback from the road, are subject to strict development specifications that
have resulted in continual optimization of the hydraulic power steering systems so far
used. The new electric power steering systems have to match up to the outstanding
steering characteristics of BMW vehicles that BMW owners have come to experience.
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Lateral Dynamics (Y Axis)
Versions of Electric Power Steering
The table below categorizes EPS systems on the basis of the mounting position of the
servo unit consisting of electric motor and reduction gearing. With the advent of EPS,
the method of generating the power assistance for steering changes from hydraulic to
electrical means.
Manufacturer ZF ZF
Design of
Belt and Ball Screw Drive Worm Shaft and Gear
Reduction Mechanism
EPS with APA refers to the electric power steering with axial parallel arrangement or the
location of the motor on the rack and pinion versus the column mounted motor (C-EPS)
system used on E85/E86
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Lateral Dynamics (Y Axis)
Column Mounted EPS
Electric Power Steering (EPS) was used for the first time by BMW in the E85 Z4. It pro-
vides the typical BMW power assisted steering characteristics and “feel”. The EPS is a
very direct, sporty steering element with a change-over between normal and “Sport”
mode by the Dynamic Driving Control (Sport) button.
The EPS system in the E85/E86 differs from the conventional hydraulic power assisted
steering system by utilizing a column mounted servo unit (motor) and electrical/electronic
components to provide power assisted steering while retaining a complete mechanical
connection. The EPS is a "dry system", the hydraulic components and oil are not required.
The programmed EPS control functions are influenced by vehicle speed and provide
additional benefits regarding steering tuning, absorption adjustments and active steering
return characteristics.
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Improved Driving Dynamics:
• The EPS Electric Motor provides good power assisted steering control
characteristics.
• Active return to center.
• Switchable steering characteristic (Dynamic Driving Control).
• Use of light weight sport steering wheels (1kg less than other steering wheels).
System Components
The EPS system is divided into 3 component groups:
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Lateral Dynamics (Y Axis)
E85 / E86 Column Mounted EPS
The electric motor and the worm gear in the servo unit produce a new acoustic pattern
in the passenger compartment.
The system acoustics can be heard in particular situations:
• When the steering wheel is spun quickly
• When the steering wheel is turned while the car is stationary
• When the steering wheel is turned in a quiet atmosphere (e.g. radio not turned on)
This acoustic pattern is not a system fault. The conventional sounds generated by
hydraulic steering systems (pump modulation, limiting valve) are eliminated.
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Lateral Dynamics (Y Axis)
EPS with APA
The use of electric power steering with axial parallel arrangement provides many advan-
tages for the BMW customer, the environment and the BMW Group.
Interacting with the well-proven suspension concepts, a unique combination of driving
comfort and dynamics is achieved. The steering properties (e.g. the level of steering
torque assistance and damping) can be finely tuned by correspondingly programming the
electrical system while ensuring optimum adaptation to the different vehicle philosophies.
Thus, despite the use of identical mechanical components, the system will be capable
of perfect adaptation to future BMW models.
Where more precise steering and better handling characteristics are desired for a more
sports-style model, it can be achieved by reducing the amount of power assistance.
Although the driver then has to apply slightly more force to the steering wheel, the feed-
back from the roadwheels gives the more "direct" feel desired.
By contrast, a greater degree of power assistance can be programmed for models whose
steering characteristics are to be more comfort-orientated.
With the disappearance of the hydraulic system (consisting of pump, hoses, cooler, fluid,
etc.), assembly of the steering on the production line is more efficient for the manufactur-
er. The EPS steering system is supplied as a pre-assembled unit and fitted to the vehicle
as such. In addition, the EPS also eliminates the environmental hazard of hydraulic
fluid leakage.
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In order for the wheels to adopt the total steering angle produced by the steering wheel
position plus the superimposed adjustment, a bracing force is required: the driver has to
hold the steering wheel firmly. A pump unit is also required. This can only be of the
hydraulic type on active steering systems. Only hydraulic pump units are currently
capable of providing the combination of high positioning force and positioning speed.
Because the electric motor is activated only when required (when steering but not when
driving straight ahead) fuel consumption is reduced and the effective power output of the
combustion engine increased when compared to a conventional hydraulic power steering
system.
The example figures below illustrate the difference in power consumption between the
two steering systems.
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Features of Electric Power Steering
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System Overview
The electric power steering is an absolutely identical fit with the previously used hydraulic
power steering as far as the connections between it and the vehicle are concerned.
For comparison, a hydraulic power steering system and the new EPS with parallel
mounted motor are illustrated below.
Index Explanation
1 Hydraulic-fluid reservoir
2 Steering column
3 Torsion bar and valve actuator
4 Track rod
5 Hydraulic power steering pump
6 Steering rack
Index Explanation
1 Steering rack
2 Steering torque sensor
3 Steering column
4 Track rod
5 EPS control unit
6 Electric motor with position sensor
7 Reduction gear
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The EPS system essentially consists of the following components:
• Steering torque sensor
• EPS control unit
• Electric motor with position sensor
• Reduction gear
• Steering rack
EPS Rack-and-Pinion Steering Box with Parallel-mounted Electric Motor
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EPS System Circuit Diagram
Index Explanation
3 Electric motor
7 Junction box
10 Instrument cluster
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System Components
The main components of the EPS system are the:
• Steering torque sensor
• EPS control unit
• Electric motor with position sensor
• Reduction gear
• Steering rack
Index Explanation
3 Input shaft
4 Coil spring
5 Ring magnet
Rotation of the input shaft (3) and ring magnet (5) is detected and electronically analysed
by the sensor unit (1). The fundamental sensing principle applied is called the Hall effect.
As the rigidity of the torsion bar (2) inside the input shaft is known, the electronic circuitry
can calculate the amount of torque applied from the degree of twist.
The steering torque is then digitally transmitted to the EPS control unit via a direct
cable connection.
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The sensor signal is provided with redundant back-up (a second identical sensor) so that
system availability in the event of sensor failure is improved. If an unacceptable degree of
divergence between the two sensors is detected during operation, the system continues
to operate on the basis of the more plausible of the two signals and full EPS functionality
is maintained.
If the fault status remains present at the end of the driving cycle, a fault memory entry
is generated and the EPS does not operate when the next driving cycle starts.
Index Explanation
1 Electric motor housing
3 Bus connection
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The housing of the EPS control unit (and the electric motor) is located in a position
exposed to large temperature fluctuations and high external moisture levels. Therefore,
there is a diaphragm made of Goretex on the housing that equalizes the pressure differ-
ence between the inside and outside of the housing but still prevents moisture intrusion
at that point
On the EPS control unit and electric motor housing there are also the following
EPS electrical connections:
• Power supply for the EPS
• Bus connection (PT-CAN inc. wake-up line)
• Power supply and signal line for steering torque sensor
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Available Torque Versus Rate of Change of Steering Angle (EPS vs. Hydraulic Power Steering)
Index Explanation
2 Torque
4 Hydraulic power steering pump - relationship of torque to steering angle rate of change
In contrast with the peak output, the average output required for delivery of EPS functions
is very low. It is only between approx. 20 W and 40 W (depending on driving profile)
because the electric motor is only supplied with power on demand, e.g. when cornering
but not when travelling in a straight line (without having to use the steering).
Demand-based operation of the electric motor is the main reason why the fuel consump-
tion of vehicles with EPS is around 0.2 l / 100 km less than that of vehicles with hydraulic
power steering. And on the other hand, the power that would otherwise be required to
constantly drive the power steering pump is now almost entirely available as additional
motive power for the vehicle. Depending on the situation, there can be a linear dynamics
gain of up to 2 kW.
A second important component is actually on the circuit board of the EPS control unit but
is located directly adjacent to the electric motor shaft: the motor position sensor. In that
way the motor position sensor can directly signal the electric motor's rotor position to the
EPS control unit. As the electric motor is rigidly connected to the steering rack by means
of the reduction gearing, the EPS control unit can deduce the position of the roadwheels
and the steering angle from the rotor position.
After first calibrating the straight-ahead position with the aid of the signal from the steer-
ing angle sensor, the motor position sensor signal is subsequently used for the EPS func-
tions (e.g. "active steering wheel return"). The reason for this is the higher resolution of
the motor position sensor signal.
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Lateral Dynamics (Y Axis)
The sensing principle applied by the motor position sensor is identical with that used by
the steering torque sensor. Both consist of Hall-effect sensor units adjacent to which
there is a rotating magnet. The steering torque sensor is designed to detect small
degrees of twist, while the motor position sensor must detect large amounts of rotation
(a complete revolution must be measurable). The motor position sensor is also duplicat-
ed, though in this case the duplicate unit has a different resolution in order to be able to
pick up both fast and slow movements effectively.
Reduction Gear
The reduction gearing transmits the torque generated by the electric motor to the
steering rack, thereby applying steering force to the front wheels.
The overall transmission ratio is approximately 20 revolutions of the electric motor to one
revolution of the steering wheel. That low gearing ratio combined with the high torque of
the electric motor makes it possible to generate the required steering rack forces.
The low ratio combined with the rotating mass of the electric motor also has a damping
effect on feedback from the road and roadwheels (as described in the section "Active
damping").
The reduction gearing consists of the belt drive and reciprocating ball (screw) drive.
Reduction Gearing for
EPS with APA
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The electric motor shaft drives the small gear wheel (8) of the belt drive directly. Via the
toothed drive belt (6) and the large gear wheel (9), the nut (4) of the ball screw drive is
made to rotate.
That nut contains a return channel (2) and mechanisms at either end of the bearing race
for feeding the ball bearings into (3) and out of (1) the ball screw thread of the steering
rack (5). Thus, the ball bearings circulate within a "closed system".
As the nut cannot move along the steering rack, the ball bearings moving along the ball
screw thread exert an axial force on the steering rack.
The reduction gearing is inseparably attached to the electric motor. Repairs or adjust-
ments to it as a separate component are not possible.
The reduction gearing and its components (including the drive belt) are designed to last
for the life of the vehicle.
If the gaiter at the end of the steering rack is damaged, water can get into the reduction
gear housing and therefore into the steering gear as well. That water will cause corrosion
and, over time, loud noises when steering.
Nevertheless, power steering assistance from the EPS continues to be provided even
in such cases.
In order that large amounts of water do not remain in the steering gear (e.g. after driving
through deep water), a water drain valve has been fitted at the lowest point of the reduc-
tion gear.
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Lateral Dynamics (Y Axis)
Steering Rack
The steering rack of the EPS system has the same function as that of a hydraulic power
steering system.
It converts the steering force applied by the driver combined with the power steering
assistance provided by the EPS into a force applied to the track rods. Ultimately, that
results in steering movements by the front wheels.
The design and dimensions of the steering rack are such that the design of the other
vehicle components only required marginal adjustments in order to enable the use of
electric power steering.
In particular, the points of attachment to the wheels by way of the track rods and with the
steering column are absolutely identical with those used up to now with the hydraulic
power steering. The track rod also has the same gearing ratio.
Accordingly, the gearing ratio of the steering system as a whole is identical regardless
of the power assistance method used.
As with hydraulic power steering systems, there is a thrust piece at the point where the
pinion engages in the rack. It guides the rack and also serves as a means of adjusting
the entire unit at the factory.
The thrust piece in this EPS system acts purely as a spring mechanism without
a hydraulic bearing.
Adjustment of the steering rack and pinion using the thrust piece is a
once-only operation carried out during production. That adjustment
cannot and must not be performed at a dealership!
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Principles of Operation
Overview of EPS Functions
Index Explanation
1 Input
3 Output
Input signals for EPS control and modulation functions
- Steering force applied by driver
S1 - Road speed and other variables that describe the driving situation
- Steering angle, steering angle rate of change
Input signals for EPS status control
S2 - Terminal 15 on/off
- Engine running/not running
F1 "Speed-dependent power steering assistance" function
S3 Output signal of EPS control and modulation functions: control of electric motor
Output signal of EPS status control:
S4 - Demand for higher cooling capacity
- Control of warning and indicator lamps
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EPS Input Variables
Steering Column Switch Cluster (SZL)
Signal Road speed and other variables that describe the driving situation
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EPS Output Variables
NOTES
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DME Functions Used by EPS
Intelligent Alternator Control
With the advent of "intelligent alternator control" (IGR) on the DME as an additional
means of CO2 reduction, the alternator voltage is adjusted according to the driving
situation and battery charge level. Therefore, there will be periods in which the electrical
system voltage is at the level that has been normal up to now (approximately 13.8 V).
However, there will also be situations in which the voltage drops to around or just
below 12 V.
The EPS components, and in particular the electric motor, are rated for a power supply of
12 V. At that level, the requirements in terms of maximum steering power assistance and
speed are satisfied.
If the maximum EPS output were demanded at an alternator voltage of 12 V, the high
current draw by the electric motor would produce a voltage drop on the EPS power
supply line. The consequence would be an EPS input voltage of substantially below
12 V and, therefore, a reduced level of steering power assistance.
In order to prevent such an undesirable situation occurring, there is an additional IGR
function for the EPS that is implemented without additional exchange of signals with
the EPS and comprises the following features:
• Observation of whether an operating status exists in which high EPS output
is required.
- The bus signals indicating steering angle rate of change and road speed are
monitored for that purpose. A high level of EPS output is identified when the
steering angle rate of change is high at the same time as the road speed is low.
This function ensures that the power supply at the EPS input terminals always provides
at least the rated voltage of 12 V regardless, to a great extent, of other variables.
Detecting statuses involving high EPS output and raising the electrical
system voltage constitute a control cycle that is completed within 2
seconds at most. As it is also an infrequent situation, it is unlikely that
it will be the subject of customer complaints. If a particularly observant
customer complains of momentarily reduced power steering assistance,
this control cycle may possibly be the cause. If there are repeated
complaints, performing a diagnosis on the power supply is advisable.
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Speed-Dependent Power Steering Assistance
The Servotronic function that is only achievable by means of additional system complexi-
ty on hydraulic steering systems is implemented in the form of software on the electric
power steering system and is therefore available with EPS.
The customer expects the lightest and smoothest steering movement possible when
maneuvering or parking into spaces. Less sensitive steering setup is required when
driving at high speed so that the vehicle can be kept on course more effectively.
Based on the sensor signals indicating the vehicle's road speed and the steering torque
applied by the driver, the EPS provides a high level of power steering assistance at low
speeds and when stationary (maximum convenience).
At high speeds on the other hand, the EPS demands greater steering force from the
driver by reducing the level of power steering assistance. This helps the driver to hold
a constant line.
As can be seen from the graph, the level of power assistance is computed on the basis
not only of vehicle speed but also of the steering torque applied by the driver. If the driver
applies a small amount of turning force to the steering wheel, the assistance from the
EPS also initially remains at a relatively low level. This produces excellent self-centering
characteristics, i.e. the steering does not react over-sensitively from the straight-ahead
position.
If the driver applies greater force to the steering wheel, there is a smooth transition to
a steeper curve gradient. As a result, the driver obtains the expected high degree of
assistance when making abrupt steering movements or tight maneuvers.
The characteristics described here have been adopted by the EPS from the familiar
hydraulic steering systems.
The transition between the curves is not abrupt but progressive. The EPS calculates
appropriate transitional levels where necessary.
The steering characteristics of the EPS is influenced by the driver as in other vehicles
by pressing the driving dynamics button.
EPS Speed-dependent Power Steering Assistance
Index Explanation
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Active Steering Wheel Return
In addition to the natural self-centering characteristics inherent in the steering and
suspension systems, this function assists steering wheel return by appropriate
operation of the electric motor.
The following signals are required for this purpose:
• Road speed
• Steering torque applied by driver
• Steering angle and
• Steering angle rate of change
However, the steering angle signal is only required for calibration with the electric-motor
position sensor in order to determine the target position for steering wheel return (steer-
ing angle equal to zero). Thereafter, the active steering wheel return function uses the
electric-motor position sensor signal as it has a higher resolution than the steering angle
sensor signal and thus enables more precise control.
If the steering-angle sensor signal is not available, e.g. due to a fault on the SZL, the
active steering wheel return function cannot operate. The other EPS functions remain
active. Customers may possibly describe the resulting vehicle behavior as "pulling to
one side" because the steering wheel does not return to the straight-ahead position
as precisely as usual.
The necessity for activation of the active steering wheel return function arises when, for
example, the driver allows the steering wheel to slip when exiting a corner. The signal
values reflecting that situation which the EPS uses to detect the situation are:
• Steering angle clearly not equal to zero and
• Steering torque applied by driver approximately equal to zero
The electric motor is then operated by the EPS so as to generate a return force that
produces smooth return of the steering wheel to a position close to the straight-ahead
position.
Therefore, before checking the wheel alignment, the EPS fault memory
should be checked and, if necessary, the stored testing sequence fol-
lowed in order to make certain the signal from the steering-angle sensor
is present.
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The clearly perceptible improvement compared with the self-centering characteristics
of hydraulic power steering systems is evident from the graph below.
The electric power steering returns to the center position more dynamically and
precisely. This applies to all electric power steering systems used by BMW because
they all incorporate the active steering wheel return function.
The self-centering characteristics of an EPS system without active steering wheel return
shown on the graph are for comparison purposes only. They reveal themselves to be
inferior to those of a hydraulic power steering system. This is due to the greater inertia
of the electric motor and reduction gearing.
However, all EPS systems used by BMW incorporate active steering wheel return
and therefore offer the benefits described above.
Index Explanation
1 Time
Self-centering characteristics of a
5 hydraulic power steering system
Theoretical self-centering characteristics of
6 EPS without active steering wheel return
Self-centering characteristics of EPS
7 with active steering wheel return
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Active Damping
The undesirable steering wheel movements to be damped can be produced either
by inadvertent steering input by the driver or feedback from the road/roadwheels.
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Damping of Steering Input by EPS
Index Explanation
1 Time
3 Steering angle progression (steering input by driver, "snatching" the steering wheel)
4 Yaw rate
Theoretical vehicle response without active damping: the turning action following
5 the steering input is progressively amplified at high vehicle speed.
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Active Roadwheel Feedback
Partly due to the damping effect of the inertia of the electric motor, an EPS system
can inherently not provide as direct feedback about the nature of the road surface as
a hydraulic power steering system.
In order to obtain virtually identical roadwheel feedback characteristics on vehicles with
EPS, the EPS analyses information that describes the vehicle's dynamic handling situa-
tion. From that information, the EPS computes additional "EPS road surface data". As a
result, the driver obtains better roadwheel feedback characteristics which are very similar
to those of a hydraulic power steering system.
Control
The EPS status control function makes the overriding decision as to whether operation of
the electric motor is permissible or not. It produces a clearance signal that is sent to the
EPS function that is co-ordinating the subordinate specified settings of the control and
modulation functions.
The conditions for allowing operation are the following:
• Ignition must be switched on
• Engine must be running
• There must be no EPS input signal faults or EPS internal faults present
The response to detected faults described below represents an exception.
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Status Shutdown in the Event of Faults
A primary aim in the development of the EPS was to ensure that vehicle response in
the event of faults would remain manageable by the driver. Therefore, under no circum-
stances must a sudden high steering force in either direction be allowed to occur.
For that reason, the EPS has numerous monitoring functions for detecting faults on
the sensors, actuators and associated systems that are involved in EPS operation.
All fault statuses in which reliable and correct control of the electric motor is not possible
result in the disabling of motor operation and, therefore, shutdown of the EPS functions.
The consequence of that is that the driver no longer benefits from the convenience of
power-assisted steering. More importantly, however, incorrect control of the electric
motor is prevented.
Loss of power steering assistance in the event of faults occurs both with electric and
hydraulic power steering. The two systems thus also behave in a similar manner in
response to faults.
In such a fault situation, a yellow warning lamp lights up on the instrument
cluster. The driver is also notified of the fact that power steering assistance
from the EPS is no longer available by display of the appropriate Check
Control symbol together with the explanatory message on the Central
Information Display.
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Coordination of Specified Settings
The specified settings for the control and modulation functions for operating the electric
motor are co-ordinated at a central point by the EPS software. If a clearance signal from
the status control function is present, the individual specified settings are normally added
together and signalled as a total value.
In certain transitional situations the specified settings are filtered before they are signalled.
The following are examples of such cases:
• The EPS goes into operation after the engine is started. The power assistance
torque is increased progressively until the desired level is reached.
• The EPS reduces the power steering assistance for function-related reasons
(see also the section "Supplementary functions").
In the event of a fault the control signal for the electric motor is abruptly cancelled instead
of being filtered in order to prevent incorrect operation as quickly as possible.
Supplementary Functions
The functions described below are encountered only rarely in special operating
situations. The information given here can help to distinguish those special operating
statuses, which do not require repairs, from genuine faults when handling complaints
from customers.
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Lateral Dynamics (Y Axis)
The EPS detects such situations by comparing the control signals to the electric motor
with the motion of the motor.
NOTES
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Lateral Dynamics (Y Axis)
Service Information
Replacing an EPS System
The EPS components consisting of steering torque sensor, EPS control module unit,
electric motor with position sensor, reduction gear and steering rack form a single unit
(often referred to as "EPS steering rack assembly") that can only be replaced as a com-
plete unit. To do so, the unit has to be disconnected from the track rods and the lower
end of the steering column.
After a new EPS steering rack is fitted, a front wheel and tracking alignment check is
required. The commissioning sequence involves coding the EPS to match the vehicle
model and the diagnosis function for learning the end-stop positions.
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Lateral Dynamics (Y Axis)
Step-down Gear
If a defective gaiter is discovered, it should be replaced so as to prevent water entering
the steering gear. At the same time as replacing the gaiter, the water drain valve at the
lowest point of the reduction gear should also be replaced and is included in the repair
kit.
Corrosion on the moving parts of the steering gear does not normally result in heavy
steering. Instead, corrosion is frequently a cause of noises from the steering mechanism.
If customers complain of loud steering noises and if they are definitely attributable to the
EPS steering rack, the complete EPS steering rack assembly must be replaced.
Electrical Connections
If the EPS steering rack assembly has to be replaced, only the power supply and bus
connection have to be disconnected and not the connection for the steering torque
sensor.
If a customer complains of inadequate power steering assistance, it can be due to a
NOTES
voltage drop across the power supply connection.
Therefore, in such cases the power supply connection should be checked for corrosion.
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Lateral Dynamics (Y Axis)
EPS System (FXx)
A vehicle's steering plays a central role in the chassis and suspension. The technological
innovations introduced by BMW like active steering and rear axle slip angle control are
constantly being enhance and further developed for use in our vehicles.
Starting with the launch of the BMW 5 Series (F10) the implementation of a completely
electrical steering systems with the use of EPS (Electronic Power Steering).
This system is a modified and enhanced version of the E89 Z4 EPS system previously
discribed.
A version of the F10 introduced EPS is currently installed in most BMW models.
F10 EPS and IAL Components
Index Explanation
1 Active steering lock
2 HSR actuator
3 Steering wheel
4 Steering column
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Lateral Dynamics (Y Axis)
Basic Steering
The F10 was the first BMW mid-range vehicle to be equipped with electromechanical
power steering (EPS). The operating principle and structure of the EPS in the F10 is
identical to that in the E89 and is explained in the Electric power steering with axial
parallel arrangement (EPS w/APA) section.
System Wiring Diagram for Basic Steering
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Lateral Dynamics (Y Axis)
Index Explanation
1 EPS
6 Battery
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System Overview
The EPS enables average fuel consumption to be reduced by approx. 0.3 l/100 km
(0.317 quart/62 miles) compared to a conventional hydraulic steering system.
This contributes to a reduction of CO2 emissions.
Index Explanation
1 Speed reducer
2 Steering-torque sensor
3 Track rod
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Lateral Dynamics (Y Axis)
The EPS steering replaces the conventional hydraulic steering system. EPS is always
equipped with the Servotronic function. Using the drive dynamic control switch,
two different adjustments can be achieved: "Normal" and "Sporty".
The EPS is less sensitive to disturbance variables such as bumps and steering wheel
vibration. It also contributes to the driving safety with an active roll damping.
Because there is no oil in the EPS, it is more environmentally friendly than conventional
hydraulic steering systems.
The EPS has Active return to center, this delivers optimum drivability. The EPS also
makes it possible for the parking assistance to be implemented for the first time in a
BMW vehicle.
For more information about parking assistance, refer to the "F10 Driver Assistance
Systems" section in this training material.
Currently all BMW models equipped with xDrive are fitted with
hydraulic steering.
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Lateral Dynamics (Y Axis)
F10 System Wiring Diagram for Integral Active Steering w/EPS
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Index Explanation
17 HSR actuator
18 Hall-effect sensor
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Lateral Dynamics (Y Axis)
Active Steering
With the optional equipment integral active steering, the steering gear is expanded by
adding a planetary gearbox with override function, which implements a speed-dependent
steering gear ratio that was already introduced with the E60.
Index Explanation
1 Speed reducer
3 Steering-torque sensor
5 Track rod
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Lateral Dynamics (Y Axis)
In the F10, the electric power steering is combined for the first time with the active steer-
ing planetary gearbox with override function (already familiar from the F01). As a result,
the steering is implemented completely electrically.
Due to the higher weight of some engines and the greater front axle loads associated
with Integral Active steering, initially the power of a typical 12V EPS system was not suffi-
cient. For this reason, a 24V EPS system was installed in F10 vehicles with the N63
engine and the optional Integral Active Steering. Later advances and upgrades to the
basic 12V system now make it possible to use to the 12V EPS in these cases.
However the integration of Integral Active Steering still requires the use of the 24V EPS
system due to the extra drag on the steering.
Currently most BMW models (F06, F12, F13, F30, F01 LCI) use EPS with the exception
of vehicles equipped with xDrive, as they still use hydraulic steering.
NOTES
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Lateral Dynamics (Y Axis)
EPS with 12V
Because active steering demands higher forces from the electromechanical steering and
to comply with the higher current draw, when active steering is used in a vehicle with 12V
EPS, the voltage is supplied by a separate positive battery connection point.
F10 System Wiring Diagram EPS with 12V and Active Steering
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Lateral Dynamics (Y Axis)
Index Explanation
1 EPS
3 Capacitor box
8 Battery
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Lateral Dynamics (Y Axis)
EPS with 24V
The higher front axle load causes the power required for the steering servo to increase.
In conjunction with the integral active steering, an even higher exertion of force is applied,
and therefore even higher current is required for the steering servo.
This high current made it necessary to increase the voltage supply of the EPS to 24V.
This requires an auxiliary battery, a separator and a charging unit for the auxiliary battery.
These components are installed in the luggage compartment.
Index Explanation
1 Battery
2 Separator
3 Auxiliary battery
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NOTES
PAGE
55
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The following system wiring diagram shows the integration of the new components into
the vehicle electrical system.
F10 System Wiring Diagram EPS with 24V and Active Steering
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Lateral Dynamics (Y Axis)
Index Explanation
1 EPS
5 Separator
8 Auxiliary battery
10 Battery
The BCU (charging unit) takes over the monitoring of the state of charge and the charg-
ing of the auxiliary battery with a 150W DC/DC converter. It monitors a cable (isolation)
sheathing of the 24V line and it switches the relay in the separator with which the auxiliary
battery is integrated into the circuit. The EPS is supplied with 24V only after this relay has
been switched on. In the event of a fault, the EPS can also be operated with 12V. If there
is no fault, the relay in the separator is switched as of terminal 15.
The 24V line is routed on the vehicle floor and is surrounded by a cable sheath which is
monitored by the charging unit (BCU).The following system wiring diagram details the
various switch situations and the charging of the auxiliary battery.
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Lateral Dynamics (Y Axis)
F10 24V Operation of the EPS
Index Explanation
2 Battery
7 Auxiliary battery
In 24V operation mode, the battery and the auxiliary battery are connected in series
by the relay in the separator. As a result, the EPS is operated with 24V.
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Lateral Dynamics (Y Axis)
F10 12V Operation in the Event of a Fault
Index Explanation
2 Battery
7 Auxiliary battery
In the event of a fault or before terminal 15, the relay is open and the separator is in the
12V position. The auxiliary battery is no longer connected in series and is no longer in
the circuit.
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Lateral Dynamics (Y Axis)
F10 Charging of the Auxiliary Battery in 24V Operation
Index Explanation
2 Battery
7 Auxiliary battery
The auxiliary battery can be charged in 24V operation using the battery charging unit for
the auxiliary battery. To do so, the charging unit takes the energy it uses for charging the
auxiliary battery from the vehicle electrical system via the rear right power distribution box.
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Lateral Dynamics (Y Axis)
F10 24V Components and Line Routing
Index Explanation
3 Battery
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Lateral Dynamics (Y Axis)
Variable Sport Steering
The optional equipment "Variable sport steering" (SA 2VL) is currently available for the
F25 as an alternative to the basic version of the EPS. This is the first steering system
available on the market to combine the benefits of an extremely direct, variable steering
gear ratio with the operating principle of EPS steering.
Variable sport steering increases ride comfort and agility while the direct ratio reduces
the total steering angle (i.e. the number of steering wheel revolutions from steering stop
to steering stop) by roughly 25%. This therefore increases comfort during driving
manoeuvers that require larger steering angles, e.g. when parking.
Compared to the basic version of the EPS steering, the vehicle responds more directly
and has greater agility due to the more direct steering gear ratio and the resulting lower
required steering angle. This is effective during avoidance manoeuvers, for example.
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Lateral Dynamics (Y Axis)
The variable steering gear ratio is achieved by using a displacement-dependent rack
gearing geometry.
When roughly in the center position of the steering box, the steering responds precisely
with stable directional stability. As the steering angles move out of the center position,
the ratio becomes increasingly more direct.
F25 Comparison Between Steering Gear Ratio of EPS
Steering Basic Version and Variable Sport Steering
Index Explanation
x Steering angle
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Lateral Dynamics (Y Axis)
F25 Variable Sport Steering Rack Components
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Integral Active Steering
Integral Active Steering (IAL is an innovative and logical development of the Active
Steering system developed by BMW and first introduced with the launch of the F01.
With Active Steering, a steering angle amplification factor reduces the steering effort
on the part of the driver and combines the capabilities of "steer by wire" systems with
authentic steering feedback. By intervening in the steering independently of the driver's
actions, it is also able to perform a stabilizing function in terms of vehicle handling.
Active Steering of the rear wheels is a logical extension of Active Steering and the two
are combined as an all-in one system referred to as Integral Active Steering. IAL repre-
sents the combination of the already familiar Active Steering (front) and the new Rear
Axle Slip Angle Control (HSR).
As an upgrade from the standard Servotronic steering system the Integral Active
Steering is available as an option on most F0x vehicles. IAL cannot be ordered separate-
ly and is typically only available as part of the Dynamic Handling Package.The (ZDH)
Dynamic Handling Package may also include: Electronic Damping Control, Active Roll
Stabilization and Adaptive Drive.
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Lateral Dynamics (Y Axis)
Integral Active Steering Component Locations
3 CAS 11 ZGM
7 Rear power distribution box 15 Electronic volumetric flow control (EVV) valve
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Integral Active Steering System Schematic
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Lateral Dynamics (Y Axis)
Index Explanation Index Explanation
Overview
Implementation of the Integral Active Steering function was essentially been made
possible with the introduction of the ICM system.
The Servotronic function (including valve control) is taken over by the ICM control unit.
This steering control function is also influenced by the driving dynamics control switch.
Advantages of Integral Active Steering:
• Extension of Active Steering (AL) by the addition of rear-wheel steering (HSR)
• Variable steering-gear ratio (steering angle amplification factor)
• Independent control of rear-wheel steering angle (steer by wire)
• Servotronic
• Handling stabilization functions
• Reduction of braking distance under split surface braking conditions.
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Lateral Dynamics (Y Axis)
Signals from External Sensors
The ICM control unit reads the following signals that are essential to the
Integral Active Steering from external sensors:
• Four wheel-speed signals sent via Flexray by the DSC
• Steering angle sent via FlexRay by steering column switch cluster
• Status of AL and HSR actuators transmitted via Flexray.
However, because the rear-wheels are steerable, the steering angle of the
front wheels alone is not definitive for dynamic handling control purposes.
Therefore, the ICM control unit also takes the steering angle of the rear wheels into
account. Ultimately, the effective steering angle is calculated from the two steering
angles (front and rear wheels).
The effective steering angle indicates the angle to which the front wheels would have
to be turned to bring about the same vehicle response without steerable rear wheels.
That variable is the easiest for all vehicle systems to use to analyze the steering action.
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Lateral Dynamics (Y Axis)
Control and Modulation of Steering
Both the basic steering system and the optional Integral Active Steering on the incorpo-
rate the Servotronic function. This speed-sensitive power assistance function is effected
by way of the Servotronic valve on the steering gear.
The Servotronic valve is always controlled by the ICM control unit regardless of the
equipment options fitted. Accordingly, the Servotronic function algorithm is stored on the
ICM control unit.
Similarly regardless of equipment options, the steering system also always incorporates a
proportional control valve which is controlled by the ICM control unit. With the aid of that
valve, the power steering pump's volumetric flow rate can be electronically adjusted. This
valve is referred to as the "electronic volumetric flow control" valve or EVV valve and is
also controlled by the ICM control unit.
Depending on the degree of power assistance demanded at the time, the volumetric flow
rate delivered by the power steering pump is split between the steering valve and a
bypass circuit.
The ratio of that split can be infinitely varied. The less power assistance is required, the
more hydraulic fluid is diverted into the bypass circuit. As the hydraulic fluid does not
have to do any work in the bypass circuit, less power is required to drive the power steer-
ing pump. Consequently, the proportional control valve helps to reduce fuel consumption
and CO2 emissions.
NOTES
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Lateral Dynamics (Y Axis)
Distributed Functions
ICM and actuator control units The distribution of functions between the ICM and the
other dynamic handling control units in the case of Integral Active Steering is described
below.
The Integrated Chassis Management is the control unit which computes the higher-level
dynamic handling control functions for the Integral Active Steering.
From the current vehicle handling status and the desired course indicated by the driver,
the Integrated Chassis Management calculates individual settings for the variable steering
gear ratio and the superimposed yaw rate.
Once they have been prioritized, the ICM provides a required setting in each case for the
AL and HSR control units. The setting specified is a required steering angle to be applied
to the front and rear wheels respectively.
The AL control unit receives the required setting and has the main job of controlling the
actuators so as to correctly apply the specified setting. Thus, the AL Active Steering
control unit is purely an actuator control unit.
The same applies to the HSR control unit. It too is an actuator control unit. Like the AL
control unit, it is responsible only for implementing the required steering angle specified
by the ICM.
With the introduction of the ICM on the E71, this type of function distribution was used
for the first time.
Since the F01/F02, it has been expanded to the extent that:
• the ICM now controls all linear and lateral dynamics systems
(AL, HSR and also DSC).
• the ICM is the master control module both for linear dynamics
and unstable handling situations.
The interface between the Integrated Chassis Management and the Dynamic Stability
Control (DSC) represents a special case.
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Lateral Dynamics (Y Axis)
ICM Input / Output Diagram
3 SZL (with steering angle sensor) 9 Input and Output signals (other)
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Components of Integral Active Steering w/ Hydraulic Steering
74
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Index Explanation Index Explanation
5 CAS 13 Lock
75
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Integral Active Steering Rear Components
3 HSR actuator
76
Lateral Dynamics (Y Axis)
The worm-and-nut rear-wheel steering gear is self-inhibiting. That means that if the
system fails, the vehicle adopts exactly the same handling characteristics as a vehicle
without rear-wheel steering.
HSR Actuator Components
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Lateral Dynamics (Y Axis)
Functions of Integral Active Steering
M1 Momentary axis 1
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Lateral Dynamics (Y Axis)
When the steering wheels of a vehicle are turned, it follows a curved path around what
is called the momentary axis "M".
In the case of conventional vehicles, that momentary axis is positioned at a point along
the extension of a line passing through the center of the rear wheels.
Active Steering intervention turns the rear wheels in the opposite direction at speeds
up to approximately 37 mph.
The consequence of the rear-wheel steering intervention is that the axis of rotation
moves closer to the center of the vehicle with the same amount of steering effort.
In terms of agility and dynamic handling, that is equivalent to a vehicle with
a shorter wheelbase.
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Lateral Dynamics (Y Axis)
High Speed Range
As the vehicle speed increases, the degree of steering angle amplification by the Active
Steering component is reduced. The steering gear ratio becomes less direct.
At the same time, the steering strategy adopted by the Integral Active Steering changes.
Whereas, at low speeds, the rear wheels are steered in the opposite direction to the front
wheels, at higher speeds the rear wheels are steered in the same direction as the front.
The momentary axis moves further back, equivalent to a vehicle with a longer wheelbase,
producing more stable straight line handling. The radius of the curve becomes longer.
M2 Momentary axis 2
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Lateral Dynamics (Y Axis)
By the combination with the Active Steering, an additional amount is added to the steer-
ing angle of the front wheels so that the radius of the curve and the required amount of
steering lock remain at the familiar level.
All in all, coordination of the steering interventions at front and rear makes lane changes
and steering maneuvers considerably easier to negotiate without sacrificing agility or
balance.
Combination of the Active Steering with the new rear-wheel steering system offers
benefits for the driver at all speeds.
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Lateral Dynamics (Y Axis)
Handling Stabilization by IAL when Understeering
When changing lanes quickly, all vehicles have a tendency to produce a significant
yaw response and can sometimes start to oversteer.
If the ICM dynamic handling controller detects a difference between the response
desired by the driver and the reaction of the vehicle, it initiates co-ordinated steering
interventions on the front and rear wheels.
Index Explanation
A Prevention of understeer by individual brake modulation (DSC)
The speed of the stabilizing intervention is such that it is hardly discernible by the driver.
Braking interventions by the DSC, which have a decelerating effect, can be largely
dispensed with.
The end result is that the vehicle is more stable and more effectively damped. If the
driver underestimates how sharp a bend is when driving quickly on a country road,
he/she can be caught out by sudden understeer.
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Lateral Dynamics (Y Axis)
By virtue of its inherent features, Active Steering was only able to react to vehicle over-
steer. Integral Active Steering incorporating active rear-wheel steering is now also
able to make corrective interventions when the vehicle is oversteering and thus further
increases active safety.
A) Without DSC
In the case of a vehicle without DSC, maximum braking effect is achieved by the wheels
on the dry side of the road, while those on the wet or icy side produce very little retarda-
tion.
As a result, a very substantial yaw force acting in an counterclockwise direction is
produced, causing the vehicle to swerve to the right.
Index Explanation
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Lateral Dynamics (Y Axis)
B) With DSC
A vehicle equipped with DSC brakes the individual wheels more sensitively in order
to keep the yaw force within manageable limits for the driver, which however, slightly
increases the braking distance.
NOTES
tems complement each other perfectly, taking the driving experience to a new dimension.
84
Lateral Dynamics (Y Axis)
Integral Active Steering Special Function
Quite obviously, Active Steering systems must not be capable of being switched on or off
by the driver.
In the case of Integral Active Steering, there is a special feature in that regard because
if snow chains are fitted to the rear wheels, Active Steering of the rear wheels must
be disabled.
When snow chains are fitted, the rear-wheel steering is deactivated in order to ensure
that the wheels are always free to rotate.
Automatic snow-chain detection assists the driver and indicates the detected status
on the Control Display. This does not remove the responsibility for manually changing
the setting.
When show chains are used, the setting on the iDrive Settings menu must be changed
to "Show chains fitted".
If the maximum speed of 30 mph for driving with snow chains is exceeded, the rear-wheel
steering is reactivated regardless of the "Snow chains fitted" setting.
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Lateral Dynamics (Y Axis)
Active Steering on the E70 is part of the lateral dynamics systems. Nowadays,
dynamic driving systems are subdivided according to their mode of operation.
For example, lateral dynamics systems are those systems which influence the vehicle
laterally (in a turn).
In the E70, there are two systems which are considered part of the lateral dynamics
systems.
• Servotronic - Speed-dependent hydraulic steering torque assistance
• AS - Active Steering (previously AFS, Active Front Steering)
The E70 is the first all-wheel-drive vehicle to be offered with Active Steering (AS)
Servotronic is only offered in conjunction with the Active Steering.
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Lateral Dynamics (Y Axis)
This innovative steering system is now being offered, as an option, in an all-wheel-drive
vehicle for the first time at BMW, namely in the E70.
For the most part, the active steering system on the E70 is much the same as on previ-
ous models. There are some minor changes which will be discussed in this section.
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Lateral Dynamics (Y Axis)
Hydraulic Power Steering Dyagram
4 Vane-cell pump
The EVV (1) therefore controls the power consumption of the hydraulic pump, thus
reducing the fuel consumption and the CO2 emissions of the combustion engine.
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Lateral Dynamics (Y Axis)
Yaw-Rate Control Plus (GRR+)
The "yaw-rate control plus" function assists the driver when he is braking on roads with
varying friction coefficients, in a similar way to the yaw moment compensation.
This function represents a significant safety feature.
In the case of braking on different surface friction coefficients (asphalt/ice or snow), a
moment builds up about the z or vertical axis (yaw moment) rendering the vehicle unstable.
In this special case, the Active Steering control unit calculates the steering angle
(maximum ±4°) required for the front wheels to keep the vehicle stable using the
actual yaw rate and the longitudinal and lateral acceleration.
This active counter-steering creates counter-torque about the z or vertical axis (red arrow)
which compensates for the earlier acting yawing force (yellow arrow).
In this way, the vehicle is stabilized by clever interaction between the DSC braking and
the AS function, resulting in a new safety aspect, unique in this class.
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Lateral Dynamics (Y Axis)
NOTES
PAGE
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Lateral Dynamics (Y Axis)