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net/publication/362605451

Automotive Electric Power Steering Systems NVH Performance Investigations

Article in International Journal of Automotive Technology · August 2022

DOI: 10.1007/s12239-022-0101-3

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4 authors, including:

Jakub Wróbel Damian Pietrusiak

Wroclaw University of Science and Technology Wroclaw University of Science and Technology
15 PUBLICATIONS 65 CITATIONS 56 PUBLICATIONS 511 CITATIONS

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Wieslaw Fiebig
Wroclaw University of Science and Technology
70 PUBLICATIONS 306 CITATIONS

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simulation e.g. steel composite gear models for vibration

analysis (Kim et. al. 2019). The results can be substituted
by proper boundary conditions or substituting elements to
the global model. If supported by the used software, sub
modeling or super element approach can be used. 
Modal analysis of the full system would not be the
proper simulation type. System and its interaction, contacts, 
supports characterizes with nonlinearities which play
significant role in the system behavior. The main Figure 3. Rack FEM mesh.
assumption of modal analysis is system linearity and 
reciprocity. Assessment of the EPS system with that 
approach, would give valuable knowledge. However,
preliminary assessment of main structural components,
with use numerical modal analysis, should be the first step
of model preparation. This will provide the general
overview about the dynamics of the components and can be
used to define the allowed geometry simplification of EPS
assembly elements. In case of the EPS, the main critical
assembly components are usually: housing, rack, pinion,
worm wheel and wheel, or any other major component of
the system. Having the knowledge about the dynamic
characteristics of those particular components, decisions
about using proper constrains, contacts, substituting 
elements etc. can be made.  Figure 4. Rack gear contact ± finer mesh area.
In the presented example, numerical modal analysis of 
the housing indicated that main structural modes are of 
relatively high frequency. Moreover, the housing itself,
when assembled in the car or on the testing rig, is clamped 
by bolts to the frame of higher rigidity than the housing
itself. That makes the housing structure relatively stiff Figure 5. Rack structural mode shape.
element of the system. 
Additionally, internal structural components are 
supported in the housing through elastic supports visible in Figure 5 the general, coarse mesh size was
(bushings), components with clearance (bearings) or appropriate for representation of structural mode shapes ±
damping elements (vibration isolators). When comparing even those complex ones. Proper optimization of the mesh
the relative stiffness of all mentioned elements, one can size of every particular component allows to minimize the
assess that stiffness of housing will not play the crucial role total model size and reduce the computational resources
on the NVH investigation and model developments should and time needed to conduct simulations.
be started from internal structural components only, which When an experienced investigator is running the
through positioning elements (bushings, bearings, vibration simulation, not all components need to be verified by
isolators etc.) will be rigid supported ± representing the stiff numerical modal analysis. If the structural modes are
housing. Elimination of housing significantly reduces the expected to be out of frequency bands of interest for the
model size what directly corresponds to the computational other dynamic simulations, mesh must be adjusted to
time needed to run the simulations. Housings of great represent general stiffness of the components. Only contact
stiffness can be included in the model as one of final areas can be modeled precisely to properly represent local
elements if needed, after the behavior of internal boundary conditions e.g. stiffness and gear meshing.
components is properly represented.  Example of this approach is the worm wheel presented in
In case of internal structural components, the preliminary Figure 6. 
assessment of dynamic characteristics will also give the With that approach, one can observe that preliminary
information if the selected mesh size is proper. As presented assessment of dynamic behavior allows to significantly
in Figures 3 and 4 the general finite element mesh size does reduce the size of the model. The numerical modal analysis
not correspond to the gear mesh contact area. Only locally, results should be compared with the experimental modal
where contact of rack bushing assembly components and analysis carried out for components as a preliminary
rackpinion will be present, were represented with a finer validation of the model.
mesh size adjusted to the tooth geometry. However, as Such procedure should be run for each main structural
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9HU\ILQHORFDOPHVK±FRQWDFWDUHD
Figure 7. Model assembly and boundary conditions.


The same force time signal was implemented in
experimental testing with an electrodynamic shaker
 (subsection 3.2).

Figure 6. Worm wheel mesh definition. 6LPXODWLRQ

Simulation was conducted in two time steps. First the

preload of springs, bushing and vibration isolating
component of the assembly which modal modes may
components. Second step consisted of application of
contribute to resonances and deteriorate the system NVH
operational load ± force time trace. Preliminary results
performance.
indicated that the noise and vibration problems are triggered

by the impact load observed as a dynamic collision between
,QWHUDFWLRQV'HILQLWLRQ%&V
CRBRACKPINION pair. 
When all structural components are modelled and Identification of the causing phenomenon (Figures 8 and
assembled, proper definition of boundary conditions and 9) is relatively straightforward. The main challenge in the
interactions need to be defined. As the simulation consist of definition of simulation FEM dynamic model, where the
several structural components which mostly interacts in the NVH is the main target of the results simulation, is the
model with contact, any simplification of BC’s which can proper representation of impact between the two
be introduced will improve the model performance components namely investigations of contact stiffness.
(convergence, calculation time) significantly. In the EPS When assessing the global dynamic behavior of the
structure considered in this paper, boundary conditions components (e.g. deflection shape) the local contact stiffness
were defined as follows (Figure 7) where some of theme 
where realized with of the connectors: 
1 ± assembly of bushing and two Orings, 2, 3 ± fixed
support of the bearing outer ring, 4 ± spring and Oring 5$&. 3,1,21
supporting CRB, 5 ± one side fixed slot connector, 6 and 7
± dampers/ vibration isolators supporting the worm, 8 ±
electric motor (inertia, electromagnetic resistance). The
stiffness of the component 1, which is subassembly of the :250
bushing and Orings, was identified in separate simulation
&5%
where the assembly was loaded by normalized load in all 
6DOF. With that approach the complex prestress Figure 8. Contact separation.
simulation and nonlinear interaction between those 
components was substituted by the bushing connector
corresponding to the stiffness identified in the separate
simulation. Thanks to that, the main simulation (dynamics)
was less time consuming and with greater convergence.
The red arrow in Figure 7 represents place where external
load was applied to the structure. Load was applied as a
force signal in the time domain. Force value and character
of its variability was acquired during track testing on chosen 
road surface types, vehicle speeds and vehicle platforms. Figure 9. Impact between components.
 $872027,9((/(&75,&32:(567((5,1*6<67(0619+3(5)250$1&(,19(67,*$7,216 


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Figure 12. EPS ± Rack mode shapes at a) 260(Hz), b)
720(Hz), c) 830(Hz).  )L[WXUH


D E F


Figure 14. EPS in the semianechoic chamber.





Figure 13. EPS ± Housing mode shapes at a) 320(Hz), b)
730(Hz), c) 790(Hz).


geometry, modify the mesh size and validate the chosen
element models.
Figure 13 presents first three mode shapes of the EPS
housing. Once again the natural frequencies are positioned
out of the excitation range. Similarly to the rack 
measurements, this data can be used to optimize the FEM
system dynamics simulation. Those experiments validates Figure 15. Figure 1 Acceleration measurement points. 
numerical model (rack) and proves that modeling of the 
housing is not necessary (see section 2) while it stiffness is 
60
much greater than the internal components stiffness. RACK
CRB

 40

7HVWLQJRQWKH5LJ 20
(m/s2)

Testing of electric power steering systems can be carried in 0

anechoic or semianechoic chambers. The tested specimen -20
is usually mounted to a heavy test bench placed inside the
anechoic chamber via a custom fixture which resembled in -40

car mounting position and insures proper tie rod angle -60
0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1 1.1
position in relation to the excitation force vector at the (s) 
shaker. 
Excitation signals depend on the test procedure, in some Figure 16. Exemplary acceleration signals acquired at two
test cases random or sine signals are used. In a specific car different points at the EPS  test track excitation.
platform tests, the input force signals are acquired at 
various points of car prototype during test track runs and 
then replicated at the test rig by means of FDR (Field acceleration measurement points are selected based on
Data Replication). Excitation force generated on the engineering and product experience.
electrodynamic shaker is applied to the tested specimen via Acceleration signals presented in Figure 16 can be used
a stinger attached to the tie rod joint which resembles the to indicate the vibration origin and noise causes. Detailed
EPS real operating conditions and allow to better noise and analysis of system input and output signals can directly
vibration troubleshoot. System response is registered with connect the test track occurrence such as braking, turning
accelerometers and sound pressure transducers. The  etc. to vibration problems and its place.
 $872027,9((/(&75,&32:(567((5,1*6<67(0619+3(5)250$1&(,19(67,*$7,216 


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