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SAE TECHNICAL
PAPER SERIES 970382

Steering Wheel Angl e Sensor for

Vehicle Dynamics Contro l System s

Jiirgen Gruber
Robert Bosch G m b H

Reprinted from: Steerin g and Suspensions Technology

(SP-1223)

International Congress & Exposition

Detroit, Michiga n
February 24-27,199 7

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ISSN0148-7191
Copyright1997 Society of Automotive Engineers, Inc.

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Steering Wheel Angle Sensor for
Vehicle Dynamics Control Systems
Copyright 1997 Society of Automotive Engineers, Inc.
ABSTRACT
Since 1995, Bosch has produced the Vehicle
Dynamics Control Systems for passenger cars. In
these systems the Steering Wheel Angle Sensors
are used as the reference for other sensors, and for
the whole system. The main requirements for these
sensors are a high level of inherent safety and the
absolute measuring of the steering wheel position,
within the whole steering range, immediately after
power on. The other requirements are as usual for
automotive applications mass producibility, low cost
and a high resistance against environmental
influences. This paper describes a new steering wheel
angle sensor that is under development, in
comparison to the sensor in production.
INTRODUCTION
The first VDC-systems which have been in the
market since 1995 use different steering wheel angle
sensors.
970382
Jurgen Gruber
Robert Bosch GmbH
To provide improvements over the existing
products, Bosch developed its own steering wheel
angle sensor, that is able to meet the demands of
vehicle dynamics control systems.
This paper describes two types of sensors,
where one of them, the steering wheel angle sensor
SAS1, has been in production since 1996, the other,
the SAS3, which is based on a different measuring
principle, is under investigation and will go into
production in 1999.
Both sensors transmit their message via
"Controller Area Network" CAN, a common and safe
bus system, so that it is possible to use the
information also for other systems, such as vehicle
navigation and suspension control.
The center position of the steering wheel is
stored as an offset in an EEPROM after the sensor
has been mounted into the vehicle, or after new
adjustment of the steering system has been made in a
workshop. The measured angle is corrected by the
offset
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DESCRIPTION OF THE SENSORS

STEERING WHEEL ANGLE SENSOR SAS1:

The Bosch steering wheel angle sensor SAS1 uses a
digital measuring principle. It has two code systems
which are based on magnets and associated Hall
elements, switched by rotating metal discs.

The finecode system is directly driven by the

steering column and detects any movement of the
steering wheel.

It is based on a GRAY code using 9 magnet

Hall elements. The GRAY code is generated in such a
way that from one step to the next exactly one bit is
changed. This concerns in like manner the transition
from 357.5° to 0°, where also only one bit is changed.
The coarsecode system is driven by a
transmission of 4:1 of the steering column. This
means that the coarsecode disc rotates once when
the steering wheel rotates four times. The coarsecode
is needed immediately for the absolute position of the
steering system after the engine is started. The
coarsecode system uses a much simpler code of
5 magnet Hall elements which are switched on after
one another, and again switched off in the same order.
Therefore there are ten different permissible
coarsecode combinations.
One of the code systems, the finecode
system, is to detect the angular position of the steering
wheel within one revolution, the other system, the
coarsecode system, enables the sensor to know in
which of the possible revolutions the steering wheel is
positioned. The two code systems are transmitted 4:1
by gearwheels, whereby the steering wheel angle
sensor can measure the absolute angle within a range
of 1,440 degrees. This is sufficient for common
passenger cars.

The values of both code systems are given to

a µ-processor that does all plausibility checks and
which transmits the angle values of the steering wheel
via CAN interface.
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STEERING WHEEL ANGLE SENSOR SAS3:
The steering wheel angle sensor SAS3 is based on
anisotropic magnetoresistive measuring elements
AMR, which have an electrical resistance
corresponding to the direction of an outside magnetic
field. The measuring principle is analog.
To eliminate influences of temperature, the
measuring elements consist of a couple of AMR
elements, which are turned 45° to each other. The
output voltages of the AMR elements are processed
by an evaluating circuitry that is located in the same
housing with the AMR elements.
The sensor uses two magnets which are
driven by tooth wheels and which have different ratios
to the steering wheel.
The respective direction of the magnetic flux is
measured by the AMR elements.
By computing the angle values of these two
measuring elements, one can calculate the absolute
position of the steering wheel within the whole steering
range.
The calculation is described as follows:
Since the AMR elements are able only to measure in a
range of 180°, the angles of the measuring wheels
are:
The steering wheel angle is:
where k has to be an integer value because m, i and j
are all integers.
In reality k is no integer value, for the angles &#x0 3A8; and &#x0 18E;
are inaccurate due to measuring failures. By setting k
to the next integer value the total failure of the
calculated steering angle can be reduced
considerably. The quality of the measured values &#x0 3A8;
and &#x0 18E; can be judged by the difference of k from the
next integer value. If this difference exceeds a
predetermined value, the sensor can recognize a
failure and send an error message to the system
control unit.
The only relevant solution of the equation [4] is
The steering wheel angle can be calculated as the
average value of the equations [1] and [2], by which
the total angle failure of the sensor is reduced
additionally:
This calculated angle is transmitted to the system
control unit after adding the stored calibration offset
value of the center position.
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REQUIREMENTS OF THE VDC SYSTEM AND
REALIZATION BY THE STEERING WHEEL ANGLE
SENSORS
ABSOLUTE MEASURING OF
STEERING WHEEL ANGLE: The VDC system needs
the absolute value of the steering wheel angle
immediately after power on without any movement of
the steering wheel or the car.
SAS1: The steering wheel angle sensor SAS1
uses the information of the finecode system which is a
combination of 9 bit, and determines the associated
angle by using a list of values.
SAS3: In the SAS3 the steering wheel angle is
calculated by the μ-processor from the two angles &#x0 3A8;
and &#x0 18E; of the measuring elements.
MEASURING RANGE IS EQUIVALENT TO
THE STEERING RANGE OF THE VEHICLE: Only by
measuring the absolute steering wheel angle within
the whole steering range, it is possible to have full
system support directly after power on.
SAS1: The steering wheel angle sensor SAS1
needs an additional code system, the coarsecode
system which is transmitted 4:1 of the finecode system
SAS3: The SAS3 does not need any further
effort to calculate the absolute steering wheel angle
within the whole steering range. The measuring range
of the SAS3 is determined by the ratios of the toothed
wheels, and works within four revolutions of the
steering wheel.
INHERENT SAFETY OF THE STEERING
WHEEL ANGLE SENSOR: None of the systems with
access to the steering wheel angle sensor includes
plausibility checks at standstill of the car. Plausibility
checks while driving need a certain time during which
systems must be out of operation. Therefore positive
information of the steering wheel angle sensor is
relevant. In the VDC system, the steering wheel angle
sensor is used as a reference for other sensors and
for the whole system, because it indicates the driver's
desire which cannot be checked by a system.
SAS1: The SAS1 uses a 9 bit code which
provides 512 possible combinations, from which 144
bit combinations are permitted and which have to
occur in a predetermined sequence. In case a
combination or a sequence is not permitted a failure
message is sent to the system control unit and the
VDC is switched off. If a coarsecode failure occurs the
sensor remains in function while the ignition is on, and
calculates the number of rotations of the steering
wheel by means of software. An error however is
stored in the EEPROM, which means that the system
will not be available after the next power on.
THE
SAS3: The SAS3 uses the geometrical and
mathematical interrelationships of the two measured
angles. To each position of one of the two magnet
wheels permitted positions of the other magnet wheel
are set correspondingly. All other values lead either to
a correction by the algorithm or to a failure message,
depending on the deviation of the measured value
from the predetermined value.
RESOLUTION: The VDC system requires a
resolution of 2.5° of the steering wheel angle, but there
are other systems like car navigation or suspension
control which need a higher resolution.
SAS1: The SAS1 is designed especially for
use in the VDC system and has therefore a resolution
of 2.5°, which led to the mentioned number of 144 bit
combinations for 360°.
SAS3: Due to the analog measuring principle
of the SAS3 the resolution is better than 1&#x0 0B0;. With this
high resolution it is possible to calculate the angular
velocity of the steering wheel even for very slow
rotation by differentiation of the angle values.
Therefore this sensor can be used in various other
systems.
ACCURACY: The VDC System requires an
accuracy of
2.5° of the steering wheel angle sensor.
SAS1: In the SAS1 the accuracy depends on
the mechanical clearances and on the precise
positioning of the Hall elements. An accuracy of 2.5° is
realized.
SAS3: The accuracy of the SAS3 is only
influenced by mechanics. The position of the sensor
elements is not important, because there is a large
area of homogeneous magnetic field direction in the
center of the magnets. Failures which do not exceed a
predetermined value are corrected by the algorithm,
thus increasing the accuracy.
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COSTS: For automotive applications, it is positioned radially to the column. Only a sun gear
important to offer high performance devices at low which may belong to the steering column or to the roll
costs. connector, is needed. It is planned to design a version
of SAS3 with the packaging of SAS1 for mounting the
SAS1: The SAS1 needs 14 Hall elements and sensor on the steering column to replace the SAS1 in
precision manufacturing. Therefore the potential for current projects, if there is a costs or performance
costs reduction is limited. advantage.
SAS3: The SAS3 achieves costs reduction, CONCLUSION
because it needs only two measuring elements and
magnets, and because the precision of positioning the Both Bosch steering wheel angle sensors
measuring elements is not important. comply with the requirements of vehicle dynamics
control systems: inherent safety, measuring of the
TORQUE TO ROTATE: The additional torque absolute angle and measuring range of the whole
to the steering column impedes the reset of the wheels steering range. Both sensors represent a very high
and has to be reduced to a minimum. safety level.
SAS1: The metal code disc located between The SAS3 has advantages in performance,
the magnets and the Hall elements is attracted by the higher resolution and accuracy, possible output of
magnets. This causes a certain friction between the angular velocity, customer specific interface, reduced
disc and the sensor housing and results in a torque of torque to rotate, higher flexibility of installation in the
approximately 0.08 Nm maximum. vehicle and low costs. Since the development of this
sensor is still in process, additional customers'
SAS3: The only metal parts of the SAS3 are requirements for other systems can be discussed. The
the magnets, which are integrated in the two Bosch steering wheel angle sensor SAS3 is planned
measuring gear wheels. Therefore no magnetic force to be used in numerous projects with VDC and other
can generate any friction. systems.

INTERFACE: For the VDC system it is

important that the angle is transmitted via a monitored
and safe bus system. The information of the two
steering wheel angle sensors SAS1 and SAS3 is sent
to the system control unit via CAN, a common bus
system with separate monitoring. In order to calibrate
the sensors after mounting them into the vehicle, CAN
interface is used.

SAS1: The only interface of the SAS1 is the

CAN interface.

SAS3: The SAS3 has additional customer

specific interfaces using the steering angle in other
systems.
MOUNTING IN THE CAR: The steering wheel
angle sensor is mounted in the car between the
steering wheel and the steering gear. Relevant are
easy installation and removal for service.
SAS1: The SAS1 needs a closed ring design,
because the 9 Hall elements are positioned on the
circumference of the sensor. Therefore, it must be
mounted axially to the steering column.
SAS3: For the SAS3 there is the possibility to
use an open shape of the sensor. Thus it can be