Technical Information about Steering Gears and Steering Pumps

Construction, Function, Versions

ZF Parts Steering Gears and Steering Pumps Know-How Straight from the Source
As indispensable as an engine and wheels may be for a vehicle, as important as brakes are for its safety, the overall quality of a vehicle also depends on its steering system. The experience of ZF Lenksysteme GmbH, a joint venture between ZF and Bosch, backs the ZF Parts product line. The company is the technical leader in original equipment, developing and manufacturing ultra-modern steering systems for nearly every automotive manufacturer. ZF Trading delivers its expertise to the spare-parts market through its ZF Parts brand, constantly modifying its lineup to match the needs of the market. The brand is your guarantee for reliability and durability, covering most automobiles in Western Europe.

Professional Remanufacturing
There is a direct link between the refurbishing process used for ZF Parts steering components and the manufacturers quality norms that govern production in ZF Lenksysteme GmbHs plants. The same quality standards apply to both new and refurbished parts, drawing upon the technology and the know-how that we have accumulated as an original-equipment manufacturer. ZF Parts refurbishes every component according to the strictest quality standards: certification under VDA 6.1 and QS 9000 DIN EN ISO 14001 environmental certificate audited in accordance with automotive manufacturers QS systems New or refurbished, ZF Parts components always conform to the same specifications as for original equipment, and are subjected to the same testing methods. Its the only way to assure constant quality, safety and the same performance as a new part. As Good As New Components that cannot be refurbished to tolerances prescribed by automotive manufacturers are replaced by new, original equipment. We replace all seals and plastic parts. Every component is marked and, if the part is returned, withdrawn from circulation. That means that every component is refurbished only once.

Contents

Steering gears Rack-and-pinion power steering Compact power steering Electro-hydraulic steering system ZF-Servotronic 2 Steering pumps Vane pump Energy savings by vane pumps Power pack VARIOSERV variable-displacement pump Tandem pump Radial-flow pump

7 8 14 16 18 27 28 32 33 34 36 37

ZF Parts Steering Gears

Functional, Convenient and Enjoyable The steering system is the most critical interface between a car and its driver. Todays steering systems have to meet exacting standards. First, they need to provide a greater variety of functions in order to make driving more convenient and enjoyable. Second, they have to provide for driver-assistance systems. Third, they need to be energy efficient to increase mileage. Steering should be precise, without any play, easy and direct, compact and lightweight. Whats more, it has to convey a perfect road feel to the driver and make it easy to return to the straight-ahead position. It should be shock free, and require a minimum of maintenance while providing maximum safety and comfort. And it needs to do all of this at low speeds as well as at high speeds. In short, safety, ease and comfort steering makes a major difference in the quality of a car.

Rack-and-pinion power steering Compact power steering Electro-hydraulic steering system ZF-Servotronic 2

Rack-and-pinion power steering

Design Rack-and-pinion power steering essentially consists of a mechanical steering gear, a steering valve and a tube-shaped working cylinder. Wear-free plain bearings within the power cylinder (1) guide the rack (2) with integrated piston (3). The pinion (4) located near the valve meshes with the rack. A spring-loaded yoke presses the rack against the pinion so that there is no play. A torsion bar (6) connects the pinion to the valve rotor (5). The pinion translates the rotary motion of the steering wheel into an axial motion of the rack (sideward movement). A rotary valve provides hydraulic assistance. It consists of a valve rotor (5) with six grooves on the housing surface and a valve sleeve (7), fixed to the pinion (4). The bore of the valve sleeve contains matching axial grooves to the grooves on the valve rotor. The valve rotor is centered (neutral position) by means of a conventional or a positive centerfeel torsion bar (6) which is also the connecting element between the valve rotor, the pinion and the valve sleeve.

The valve rotor and pinion run on anti-friction bearings to ensure reliable operation of the steering valve even at high pressures. If torque is applied to the valve rotor or to the pinion-valve sleeve complex from the steering wheel or from the wheels, the torsion bar will exert an influence on the relative torsion between the valve rotor and the sleeve. The valve rotor turns against the surrounding valve-sleeve bore, thus changing the relative position of the grooves. This allows power-steering fluid under pressure to flow via hoses to either of the two workingcylinder chambers (left or right cylinder) and assists the axial movement of the rack initiated by turning the steering wheel. If, however, axial movement of the rack is caused by the wheels, the steering valve will direct fluid to whatever cylinder chamber counteracts such axial motion, even though the steering wheel is held in position. This braking effect dampens road shocks. Once the steering wheel has been released, the torsion bar brings the grooves back into their neutral position and both working-cylinder chambers return to equilibrium.

1. Housing 2. Rack 3. Piston 4. Pinion 5. Valve rotor 6. Torsion bar 7. Valve sleeve 8. Tie rod 9. Feed oil radial groove 10. Feed oil control groove 11. Feed oil control edge 12. Axial groove 13. Return oil control groove 14. Return oil control edge 15. Return oil chamber 16. Radial groove 17. Radial groove 18. Pressure relief and flow limiting valve 19. Steering pump 20 .Oil reservoir ZL Power cylinder, left ZR Power cylinder, right

Basic hydraulic function of the rotary valve The torsion bar (6), the valve rotor (5) and the valve sleeve (7) are particularly important to the function of the valve. In the neutral position, all fluid is under a continuous pressure of approx. 2 bar. Twisting the torsion bar against resistance causes the valve to deliver fluid under pressure to the appropriate cylinder chamber.

Due to the overlap of the guide edges (11), the intake ports close and block the flow of fluid to the axial grooves (12) on the valve sleeve, which is connected to the opposite cylinder chamber via the upper radial groove. The closed guide ports prevent pressurized fluid from flowing back into the reservoir. The piston (3) displaces the fluid from the cylinder chamber onto the rack (2) causing it to flow over the radial groove of the valve sleeve to the return grooves (13) of the valve rotor and, from there, back to the reservoir (20).

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Schematic ratio diagram for ZF rack andpinion power steering gear with variableratio. One full turn of the steering wheel isshown as 360on this graph.

Special equipment The rack-and-pinion power steering gear can be fitted with number of equipment options to optimize steering under a variety of different motoring conditions.

Variable ratio Rack-and-pinion power steering can also come with a variable-ratio option. With variable ratio, the rack teeth come with different modules and mesh angles. Steering reacts normally in the mid position (straight ahead). As the steering wheel turns more (right and left), the ratio diminishes, making steering more direct. The maximum variance between the greatest and the smallest ratio is limited to 35%. The result is an unusually low two turns from lock to lock. The extraordinary ease of handling afforded by variable ratio rack-and-pinion power steering is equally suitable for mid-size passenger cars and light trucks as it is for sports cars. It allows for precise and rapid steering reactions at higher speeds without running the risk of over-steering and it optimizes handling when maneuvering into or out of a parking space, when turning in tight places, and during extreme cornering.

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Fitment of the PCF torsion bar to the ZF rotary valve.

Positive center-feel torsion bar The torsion bar is an extremely important component of the steering valve. Its design is critical to the feel and the precision of steering at different speeds. When the steering valve is activated (when the wheel begins to turn), it is necessary to overcome the resistance of the torsion bar. The steering valve would be too easy to activate without this resistance, rendering it imprecise and hard to control. The positive center-feel (PCF) torsion bar was developed on the basis of the common torsion bar (see illustration above) to optimize the steering valve when initiating steering maneuvers (and thus handling at higher speeds). The positive center-feel torsion bar is used with Servotronic steering valves as well as in conventional rotary radial-piston valves. The compact component consists essentially of a torsion bar, a preloaded, torsion-proof metal bellows spring, two sleeve-shaped end pieces and prismatic centering with spheres. The torsion bar is joined to both end pieces. The metal bellows spring is located coaxially to the torsion bar. It is attached at one end to one of the end pieces and to a centering piece at the other end.

The prismatic centering consists of two centering pieces, each possessing prism-shaped recesses on one side. Between these recesses are cages containing spheres. The prismatic centering determines the zero torsion setting of the axially preloaded metal bellows spring. Right at the beginning of torsional motion, the metal bellows spring generates substantial additional torsional resistance. As soon as the prisms of the two centering pieces are displaced against each other (starting at a torsional angle of approx. 0.2), the high rigidity of the metal bellows spring is uncoupled and the torsional rigidity behaves in a similar manner to a standard torsion bar.

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Nominal characteristic This term refers to a curve characterized by an extremely narrow tolerance. Conically formed guide grooves and leading edges on the rotary valve and on the valve sleeve permit optimum configuration of the valves performance characteristics to manufacturers specifications.

Hydraulic limiting There are a number of reasons functional, financial and environmental in favor of integrating hydraulic limiters into rack-and-pinion power steering. A chassis with sufficient selfaligning properties is a prerequisite in any case. Specially developed connecting profiles in the cylinder bore permit fluid to flow under high pressure from the cylinder chamber into the return chamber (separated by the piston) just before the end of the stroke. The resultant drop in pressure at the lock protects the steering pump and the steering gear from excessive loads. The greatly reduced hydraulic boost caused by the drop in pressure causes increased operating torque at the steering wheel, signaling the driver that maximum wheel lock is imminent. As the hydraulic limiter reduces the power requirement of the steering pump, the engine idling speed can be set lower. This saves fuel and helps protect the environment.

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Steering damping The absence of shocks from the road and the chassis through the steering wheel is a sign of superior steering. Additional technical solutions are possible in particular cases, such as fixing the steering gear using rubber mounts, attaching a damper parallel to the steering system, or tie rods with flexible elements. It is also possible to use valve and baffle systems (variable baffles) to work as damping.

Full-lock damping If required by the automotive manufacturer rack-and-pinion power steering systems can be fitted with flexible plastic components on the stroke limiters to counteract annoying noises at maximum wheel lock.

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Compact power steering

1. Housing 2. Cylinder tube 3. Rack 4. Piston 5. Pinion 6. Torsion bar 7. Valve body 8. Control bush 9. Tie rod 10. Feed oil radial groove 11. Feed oil control groove 12. Feed oil control edge 13. Axial groove 14. Return oil control groove 15. Return oil control edge 16. Return oil chamber 17. Radial groove 18. Radial groove 19. Pressure relief and flow limiting valve 20. Steering pump 21. Oil reservoir ZL Power cylinder, left ZR Power cylinder, right

The compact power steering gear is based on a modular design consisting mainly of three subassemblies: a mechanical steering gear, a valve and a working cylinder.

bushing (8) securely attached to the pinion (5). The surface of the control bushing likewise contains eight matching axial grooves. Centering (neutral position) of the valve body

Its design essentially corresponds to that of the rack-and-pinion power steering already described. A bleeder hole in the rack provides for equilibrium between both bellows chambers. The compact rotary valve controls the pressurized fluid needed for power assistance. The design consists of a valve body (7) which exhibits eight guide grooves in its valve bore and a control

occurs by means of a conventional or a positive center-feel torsion bar (6) which also provides the link between the valve body, the pinion and the control bushing. The rest of the design and the function correspond to those of rack-and-pinion power steering.

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Schematic representation of the ZF compact power steering gear withvarious valve configurations. 1. Compact rotary valve 2. Standard rotary valve 3. Servotronic rotary valve

Basic hydraulic function of the compact rotary valve The basic function of the compact rotary valve corresponds to that of the normal rotary valve, except that it uses three feed grooves instead of four.

Special equipment Like the other power-steering systems, the compact power steering can be fitted with a number of equipment options to optimize steering under a variety of different motoring conditions. Beyond the design features already mentioned on pages 8 to 13, the steering gear can be fitted with three different types of valve configuration. Modular design is the key here. The compact rotary valve, for example, comes into play when space is limited, while the standard rotary valve accommodates larger fluid flows. The Servotronic rotary valve with speed-sensitive control is the system of choice to assure optimum ease of steering.

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Electro-Hydraulic Power Steering (EHPS)

Electro-hydraulic system benefits Usually, the engine permanently drives the steering pump. However, this arrangement is not energy efficient. That is why ZF developed the EHPS system (EHPS = Electro Hydraulic Power Steering) and the power pack. The vehicles electrical system drives the latter, resulting in energy savings of up to 75%, depending on the load and the control strategy. Of course, all the familiar advantages of rack-and-pinion power steering or compact power steering such as feel, precision and safety, remain. Aside from saving energy, there are other advantages if the steering system works independently of an internal-combustion engine. Power steering remains available even if the engine stalls. The electro-hydraulic steering system can be delivered to a manufacturers assembly line just in time as a completely functional, fully tested system module.

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ZF Power pack EP 2. For vertical installation. 1. Oil reservoir 2. Roller cell pump 3. Control unit (integrated into housing) 4. Bracket (variable) 5. Electric motor See chapter Steering Pumps for more detailed description.

Power pack The electrically driven power pack was designed as a modular system. It is also suitable for other types of applications as a stand-alone unit. Thanks to several variable components, the power pack can adapt to a wide variety of demands. Whereas the EP 1 series operates with a direct-current brush motor, the EP 2 series employs a brushless direct-current motor. The pump element operates on the rolling vane principle (2). There are several ways to fine tune the displacement in conjunction with control strategies. Integrated into the control device (3), they translate the data entered into just the amount of pressure needed. Data could include steering and vehicle speed, but could also refer to power flow to the electric motor (5) or specific vehicle information desired by a customer. The fluid reservoir (1) and its bracket (4) are suitable for vertical or horizontal mounting, thus allowing for flexible use of space.

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ZF-Servotronic 2

Design and function Either the proven rack-and-pinion power steering system or, if necessary, the compact power steering system can serve as the basis for the Servotronic 2. A modified rotary valve from the rack-and-pinion power steering system is used. By employing modern electronics and an electro-hydraulic transducer, and by modifying the steering valve, the Servotronic 2 can operate as a function of the momentary vehicle speed in contrast to common power steering systems. A prerequisite for using the Servotronic 2 is either an electronic speedometer or a suitable ABS control unit. The speed signals from either of these two devices go to an electronic control device which can be either a separate component, or can be integrated into the vehicles electrical system. The microprocessor in the Servotronic control unit analyzes the speed signals and converts them into a regular electrical current that activates the electro-hydraulic transducer. The transducer, which is directly attached to the valve, regulates the hydraulic reaction at the rotary valve and thus, the torque necessary to operate the steering wheel.

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Schematic representation of the ZF Servotronic 2 based on the rack and pinion power steering gear, type 7852. 1. Electronic speedometer in the vehicle 2. Electronic control unit (ECU) 3. Electro-hydraulic transducer 4. Rack and pinion power steering gear 5. Steering pump 6. Oil reservoir with fine filter 7. Anti-vibration expansible hose 8. Manually adjustable steering column

The steering effort is related to the vehicle speed, which means that it is minimal at low speeds or when the vehicle is stationary (such as in parking). Since the hydraulic reaction changes in proportion to vehicle speed, more effort is needed as speed increases (see illustration above). The driver thus enjoys particularly good road feel at higher speeds, allowing him to steer precisely. Another advantage of Servotronic 2 is that fluid pressure and flow never diminish. They can be summoned up immediately in emergencies where sudden and unexpected steering corrections may become necessary. These features combine to assure extraordinarily high precision, safety and ease of steering.

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1. Electronic speedometer 2. Electronic control unit (ECU) 3. Electro-hydraulic transducer 4. Feed oil radial groove 5 Radial groove 6. Radial groove 7. Return oil chamber 8. Reaction chamber 9. Reaction piston 10. Compression spring 11. Cut-off valve 12. Orifice 13. Ball 14. Centering piece 15. Torsion bar 16. Valve rotor 17. Valve sleeve 18. Piston 19. Housing 20. Pinion 21. Rack 22. Tie rod 23. Feed oil control groove 24. Feed oil control edge 25. Axial groove 26. Return oil control groove 27. Return oil control edge 28. Press. relief and flow limiting valve 29. Steering pump 30. Oil reservoir ZL Power cylinder, left ZR Power cylinder, right

Design The design corresponds to that of the rack-andpinion hydraulic gear already described. The rotary valve, which was adapted to meet Servotronic 2 requirements, controls the pressurized fluid needed for power boost. The essential components in this valve design are the valve rotor (16) with at least six control grooves on its surface, and a valve sleeve (17) which is connected to the pinion (20). The bore of the valve sleeve contains matching axial grooves.

Centering (neutral position) of the valve rotor occurs primarily by means of a torsion bar (15) that also links the valve rotor, the pinion and the valve sleeve. The prism-guided spheres (13) between the centering piece (14) fixed to the valve sleeve and the spring-loaded (10) reaction piston (9), reinforce the centering effect (similar to the positive center-feel torsion bar) and help determine the hydraulic reaction. The coaxially guided reaction piston is connected via two axially located sphere races to the valve rotor.

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ZF Servotronic 2 rotary valve

ZF Servotronic 2, with ZF compact power steering gear as the basic unit, constant or variable ratio, rotary valve and end take-off

Section of ZF Servotronic 2 rotary valve

Basic hydraulic function of the rotary valve See page 9 for a description of how a rotary valve works.

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1. Electronic speedometer 2. Electronic control unit (ECU) 3. Electro-hydraulic transducer 4. Feed oil radial groove 5. Radial groove 6. Radial groove 7. Return oil chamber 8. Reaction chamber 9. Reaction piston 10. Compression spring 11. Cut-off valve 12. Orifice 13. Ball 14. Centering piece 15. Torsion bar 16. Valve rotor 17. Valve sleeve 18. Piston 19. Housing 20. Pinion 21. Rack 22. Tie rod 23. Feed oil control groove 24. Feed oil control edge 25. Axial groove 26. Return oil control groove 27. Return oil control edge 28. Press relief and flow limiting valve 29. Steering pump 30. Oil reservoir ZL Power cylinder, left ZR Power cylinder, right

Function At low speeds (see illustration on the right) such as when maneuvering in and out of parking spaces, the electronic speedometer (1) or the ABS control unit transmits very few signals to the microprocessor integrated into the electrical control unit (2). Once analyzed, these signals determine the flow of current to the electrohydraulic transducer (3). The maximum amperage that arises during this situation causes the transducer valve to close, preventing fluid from flowing from the radial feed groove (4) to the reaction chamber (8). A baffle (12) ensures that there is also return pressure in the reaction chamber. The Servotronic 2 valve thus behaves exactly like a normal rotary valve in this situation. The reaction is eliminated, steering is light and easy to handle.

Rotary valve in working position. Steeringwheel turned counter-clockwise. Driving at low speed (parking); transducer valve andcut-off valve shut, no hydraulic reaction.

Rotary valve in working position. Steering wheel turned clockwise, highspeed with rapid steering corrections, transducer valve completely open, maximum hydraulic reaction limited by

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As speed increases, increased signal frequency (after conversion by the microprocessor) causes the control current to the electro-hydraulic transducer to drop. The transducer valve assumes an open position reflecting current vehicle speed and admits a limited amount of fluid into the reaction chamber (8) from the radial feeder groove (4). A baffle (12) prevents larger amounts of oil from draining into the return chamber (7) so that pressure increases in the reaction chamber. This exerts greater pressure on the prism-guided spheres (13). This has a particularly positive effect on centering of the steering valve when driving straight ahead. Activation of the steering valve causes the spheres to increase resistance to turning of the rotary valve. Thus, more effort is required to turn the wheel until hydraulic assistance comes into play in the right-hand or the lefthand cylinder chamber.

At high speeds (see illustration on the left) the transducer valve is fully open due to very low (or no) control current flowing to the transducer. This permits maximum pressure to the reaction device from the radial feeder groove (4). Turning the steering wheel to the right raises the reaction pressure in accordance with the ambient pressure and pressurizes the reaction piston from the reaction chamber (8). As soon as the reaction pressure for the specific type of car has reached its upper limit, the fluid is discharged through the cut-off valve (11) as it opens, into the return oil chamber (7) so as to prevent a further increase in reaction pressure. The effort required to turn the wheel does not increase any more after this point, and conveys a secure feel thanks to optimum road contact.

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Safety Steering remains fully functional even if the electrical system or some other component fails. In exceptional cases such as these, Servotronic 2 will operate at maximum hydraulic reaction (high-speed curve) due to the mechanical opening of the transducer valve. If speed signals are suddenly no longer transmitted while underway due to faulty wire contacts or a defective speedometer, the highly developed microprocessor in the electronic control unit is capable of deriving a constant control current from the last speed signals assessed. This ensures consistent steering until the engine is turned off. When the engine starts again, the maximum hydraulic reaction in line with the high-speed curve will be restored. Special equipment The Servotronic 2 can be fitted with several options to optimize steering under a variety of different motoring conditions.

Variable ratio Besides a constant ratio, Servotronic 2 also comes with a variable ratio. With variable ratio, the rack teeth come with different modules and mesh angles. Steering reacts normally in the mid position (straight ahead). As the steering wheel turns more (right and left), the ratio diminishes, making steering more direct. The maximum variance between the greatest and the smallest ratio is limited to 35%. The result is an unusually low two turns from lock to lock. The extraordinary ease of handling afforded by Servotronic 2 with variable ratio is equally suitable for mid-size passenger cars and light trucks as it is for sports cars. It allows for precise and rapid steering reactions at higher speeds without running the risk of over-steering, and it optimizes handling when maneuvering into or out of a parking space, when turning in tight places, and during extreme cornering.

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Full-lock damping If required by the automotive manufacturer, the Servotronic 2 can be fitted with flexible plastic components on the stroke limiters to counteract annoying noise at maximum wheel lock. Steering damping The absence of road shocks transmitted through the steering wheel is a sign of superior steering. Fixing the steering gear using rubber mounts and/or tie rods with flexible elements contribute to steering ease. Valve and baffle systems in the hydraulic system also help.

Hydraulic limiting There are a number of reasons functional, financial and environmental in favor of integrating hydraulic limiters into Servotronic 2. A chassis with sufficient self-aligning properties is a prerequisite in any case. Specially developed connecting profiles in the cylinder bore permit fluid to flow under high pressure from the cylinder chamber into the return chamber (separated by the piston) just before the end of the stroke. The resultant drop in pressure at the lock protects both the steering pump and the steering gear from excessive loads. The greatly reduced hydraulic boost caused by the drop in pressure causes increased operating torque at the steering wheel, signaling the driver that maximum wheel lock is imminent. As the hydraulic limiter reduces the power required by the steering pump, the engine idling speed can be set lower. This saves fuel and helps protect the environment.

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ZF Parts Steering Pumps

Compact, light and powerful Compact design characterizes ZF Parts steering pumps. They combine minimum weight and maximum displacement. The wide assortment comprises different designs and series including vane, tandem and special energy-saving pumps. An adjustable pump is still in the development stage which, together with the motor-driven power pack for electro-hydraulic steering systems, will represent the technology of the future. Energy-saving retrofits The use of special valves on all pumps can lead to considerable energy savings. Moreover, a hydraulic steering system makes it possible to boost the functionality of the basic pump substantially, provided the control is sensitive to steering and speed. It is easy to integrate the necessary electronic controls into the existing electrical system.

Vane pump Enery savings by vane pumps Adjustable pump Tandem pump Radial piston pump

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Vane pump

1. 2. 3. 4. 5. 6. 7. 8. 9. 10.

Housing Shaft Rotor Vane Cam ring Pressure plate Suction chamber Pressure chamber Cover Pressure relief and flow limiting valve

Construction Vane pumps are based on an element that is usually housed in an alloy case (1). It consists essentially of a shaft (2), a rotor (3), ten vanes (4), a cam ring (5), and a pressure plate (6). Depending on the model, a second pressure plate or control plate may be employed. A cover (9), also made of alloy, forms the axial end. The shaft is guided in the housing by a ballbearing or plain bearing system depending on the type of drive and is connected to the rotor (3). The vanes (4) are located in the ten slots that radiate around the rotor. The cam ring (5), which is installed in the housing or cover, surrounds the rotor together with the lateral pressure/control plate or cover. The two crescent-shaped pump chambers are situated between the cylindrical circumferential surface of the rotor and the ellipsoidal bore in the cam ring. Their volume is the product of the greatest possible crescentshaped segment between two vanes and the width of the rotor or the vanes.

Depending on the type of pump, the fluid flow generated in the crescent-shaped pressure chambers is directed to the valves for pressure relief and flow limitation (10). These valves are positioned alongside or perpendicular to the shaft. They limit the pressure to preset amounts and pass the fluid on to the hydraulic power steering via a hose. Function Rotation of the input shaft (2) and the rotor (3) causes the ensuing centrifugal force to press the rotor vanes (4) onto the track of the cam ring (5). This movement is aided by pressurized fluid which flows from the pressure chamber (8) to the inner surfaces of the vanes. This results in the formation of ten separate pump cells between the ten vanes; they draw fluid in the two crescentshaped pump chambers when the volume rises, and they force fluid into the pressure chamber when volume drops. Since two suction zones and two pressure zones always lie opposite each other, each of the ten pump cells displaces twice its own volume with every rotation of the input shaft, thanks to the shape of the cam ring. Moreover, due to the double-action arrangement of the intake and pressure zones, the hydraulic radial forces acting upon the rotor cancel each other out.

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Basic diagram of control characteristics with constant and falling flow rate aswell as flow rate falling in steps.

Volumetric flow-rate control Vane pumps can be set to a flow rate which is constant, falls, or diminishes gradually in order to match individual systems. In the pump design offering a constant flow rate (see Variant A in the illustration at right), an almost constant fluid flow is fed to the power-steering gear throughout the entire range of rpms. The vane pump with falling control curve (Variant B) is designed to achieve the required flow rate at a predetermined speed such as 1000 rpm. It then falls continuously falls as rpms rise. The reduced flow rate remains sufficient, however, to allow for maximum hydraulic assistance at all times. ZFLS developed a special control system in the pressurized area to reduce hydraulic assistance at high speeds, thus greatly improving road feel in the steering wheel.

It is also possible to outfit pumps with a control curve that diminishes gradually (Variant C). In this design, the flow rate is already reduced by a marked transition at medium rpms. This abbreviated transition phase between maximum and minimum flow rate can be adjusted individually by a special valve system.

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Vane pump series

CP 14
Design The pressure-relief and flow-limiting valve is installed transversely to the input shaft on this kind of pump. Mounting is standardized and meets the specifications of the Association of the German Motor Industry (VDA). Volumetric flow-rate control Vane pumps can be set to a flow rate which is constant, falls, or diminishes gradually in order to match an individual system. (see description on Page 29)

CP 1
Design The CP 1 range with its modular design allows a variety of mounting possibilities, thus ensuring that the pump adapts to different vehicles in optimum fashion. Besides longitudinal mounting to the input shaft, transverse connection to the engine by means of a bolt is also possible. Furthermore, it is possible to redesign the pump lid for individual mounting needs such as a multifunctional bracket. This pump is usually driven by an engine belt. Volumetric flow-rate control

Energy savings Use of the ECO (electronically controlled orifice) valve in this model will result in a remarkable improvement in energy savings. The valve is described on Page 32

CP 1 vane pumps can be set to a flow rate which is constant, falls, or diminishes gradually in order to match an individual system. (see description on Page 29)

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FP 4
Design This best-selling pump model permits direct mounting of the fluid reservoir directly on top of the pump. This dispenses with one hose line and cuts assembly costs. Moreover, mounting is standardized and meets the specifications of the Association of the German Motor Industry (VDA). The pump is usually driven by an engine belt. Volumetric flow-rate control FP 4 vane pumps can be set to a flow rate which is constant, falls, or diminishes gradually in order to match an individual system. (see description on Page 29). Energy savings Use of the ECO (electronically controlled orifice) valve in this model will result in a remarkable improvement in energy savings. The valve is described on Page 32.

FP 6
Design Development of the FP 6 range took particular account of new targets set by the automobile industry for steering pumps with higher hydraulic capacity. The FP 6 can handle a controlled flow rate of up to 15 dm /min. and maximum pressure of 150 bar. The function of the pump element and its external dimensions are largely identical to those of the FP 4 vane pump. Again, mounting is standardized and meets the specifications of the Association of the German Motor Industry (VDA), thus permitting problem-free replacement of competitors products. Installation of a plastic fluid reservoir can dispense with the need for a hose and can lower assembly costs. Volumetric flow-rate control FP 6 vane pumps can be set to a flow rate which is constant, falls, or diminishes gradually in order to match an individual system. (See description on Page 29). Energy savings Use of the ECO (electronically controlled orifice) valve in this model will result in a remarkable improvement in energy savings. The valve is described on Page 32.
3

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Energy savings by vane pumps

Schematic representation of a ZF steeringpump with ECO together with a ZF Active Steering on the basis of a ZF Servotronic 2 1. ZF Vane pump FP 6 with ECO 2. ZF Servotronic 2 (basic unit) 3. Servotronic 2 rotary valve 4. Electric motor 5. Superposition gear system 6. Oil reservoir with fine filter 7. Electronic control unit 8. Hoses, anti-vibration hose 9. Cables to power supply, CAN, ignition, vehicle sensors

Energy savings with ECO Installing an ECO valve (4) (ECO = Electronically Controlled Orifice) on a vane pump (1) represents another step towards energy savings. Activated by vehicle speed and the rate at which the steering wheel is turned, this hydraulic control unit produces a flow rate as needed to operate the steering gear, thus considerably expanding the functionality of the basic pump. The pump system shuts off flow when not needed, chiefly when driving straight ahead. The necessary electronic controls can be integrated into the existing electrical system. Advantages: Fuel consumption drops by an average of 20 to 40 percent. Temperature drops by 15 to 20 C Requires approx. 35% less power Reduces through-flow pressure by approx. 4 to 6 bar.

Pump comparison for average powerinput in the driving and ECE cycles (test method for measuring pollutantemissions).

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Powerpack

Schematic representation of an electro-hydraulic power steering system (EHPS). With ZF compact power steering gear, ZF power pack, sensors and hoses.

Application A cars engine normally runs the steering pump all the time. This is not an ideal solution from an energy point of view. That is why we developed the power pack as an important stand-alone unit for the EHPS (Electro Hydraulic Power Steering). The power pack runs on the cars electrical system and can save up to 75% in energy, depending on load and control strategy. All the familiar advantages of a hydraulic steering system remain, such as safety, precision and road feel.

Design The electrically driven power pack was designed as a modular system. It is also suitable for other types of applications as a stand-alone unit. Thanks to several variable components, the power pack can adapt to a wide variety of demands. Whereas the EP 1 series operates with a directcurrent brush motor, the EP 2 series employs a brushless direct-current motor. The pump element operates on the rolling vane principle (2). There are several ways to fine-tune the displa-

Aside from saving energy, there are other advantages when the steering system works independently of an internal-combustion engine. Power steering remains available even if the engine stalls, plus the vehicle performs better in crash tests. The electro-hydraulic steering system can be delivered to a manufacturers assembly line just in time as a completely functional, fully tested system module.

cement in conjunction with control strategies. Integrated into the control device (3), they translate the data entered into just the amount of pressure needed. Data could include steering and vehicle speed, but could also refer to power flow to the electric motor (5) or specific vehicle information desired by a customer. The fluid reservoir (1) and its bracket (4) are suitable for vertical or horizontal mounting, thus allowing for flexible use of space.

ZF Power pack EP 2. For vertical installation. 1. Oil reservoir 2. Roller cell pump 3. Control unit (integrated into housing) 4. Bracket (variable) 5. Electric motor

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VARIOSERV variable-displacement pump

Functional scheme of the variable displacement pump VARIOSERV. 1. Housing 2. Shaft 3. Rotor 4. Vane 5. Cam ring 6. Pressure plate 7. Suction chamber 8. Pressure chamber 9. Cover 10. Outer ring 11. Control valve with integrated pressure relief 12. Left-hand chamber 13. Right-hand chamber

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The purpose of this pump is to assist the automobile industry in achieving its targets for CO2 emissions and fuel economy, particularly in upper mid-size and luxury cars. Still further improvement is possible by reducing steering fluid temperature and protecting the pump against possible overloading. Design Unlike the double-stroke rotor set of the standard vane pumps, the cam ring (5) of the single-stroke rotor set on the VARIOSERV is variable and can generate, thanks to varying eccentricity, a controllable geometric displacement. The cam ring varies as a function of engine speed against the prevailing differential pressure between the left-hand (12) and the right-hand (13) chamber. A control valve (11) with integrated pressure relief, fitted transversely to the shaft (2), influences performance considerably. Function After the pump reaches operating speed at engine idle, it delivers a constant fluid flow to the hydraulic power-steering gear. An increase in engine speed causes the increasing pump pressure to open the control valve, pressurize the cam ring and diminish eccentricity with respect to the rotor (3). The result is that the pump chambers become smaller and displace a diminished geometric volume. This limited pump operation prevents excessive generation of pressurized fluid and, due to the reduced power input, results in lower energy consumption at high pump speeds. This makes it possible to simplify cooling of the steering system. As engine speed decreases, differential pressure between the left-hand and right-hand chamber restores eccentricity between the rotor and the cam ring, causing the geometric delivery volume to increase continually.
Pump comparison for average powerinput in the driving and ECE cycles (test method for measuring pollutantemissions).

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Tandem pumps

The tandem pump range is designed to meet a wide variety of automotive manufacturer requirements. The two fluid circuits fulfill different tasks. Whereas Circuit I always supplies the steering system with pressurized fluid, Circuit II can be used for the following, thanks to different pump variants: for cooling water for combustion engines for supplying hydraulic fan systems for supplying roll-stabilization systems for power-brake boosting

The same shaft drives both pumps which generate two separate fluid flows. Examples of tandem pumps in passenger cars A frequent combination is a CP 1 vane pump teamed up with a water pump. The vane pump supplies the hydraulic steering system with pressurized fluid while the water pump assures the transport of cooling water to the engine. When an FP 4 vane pump and a CP 1 are combined, the FP 4 generates pressurized fluid for the steering while the CP 1 vane pump drives a hydraulic fan system. An electromagnetic solenoid control valve, which is influenced by the electrical system, determines the CP 1s flow rate and thus, the intensity of the hydraulic fan drive. Both pump elements are connected by an intermediate housing and a shaft drive. Still another variant is the combination of an FP 4 or FP 6 vane pump and a radial piston pump. Here, the vane pump supplies the steering system while the multi-piston radial pump supplies the roll-stabilization or the power-brake system.

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Radial piston pumps

RC 1 radial piston pump This compact pump type was developed specifically for electro-hydraulic control of continuously variable automatic transmissions, such as ZF-Ecotronic, on passenger cars. The transmission shaft drives the pump, which is integrated into the transmission. Suction control generates a constant flow rate of 27 to 29 dm3/min. throughout the entire range of engine speed at constant power input. The pressure can vary up to 70 bar.

ZF Trading GmbH Obere Weiden 12 . 97424 Schweinfurt . Germany Fon + 49 9721 4756-0 . Fax + 49 9721 4755000 info.zf-trading@zf.com www.zf-trading.com

Driveline and Chassis Technology

30004 GB