Steering System

Steering system
BY SHANTANU SHIVANKAR
D2 39
What is steering ?
STEERING IS THE COLLECTION
OF THE COMPONENETS WHICH
ALLOW THE DRIVER TO
MANUVER THE CAR ALONG THE
DESIRED PATH
FUNCTION OF STEERING
SYSTEM
TURNING THE VEHICLE AT THE WILL
OF THE DRIVER
PROVIDES DIRECTIONAL STABILITY
REDUCES THE WEAR AND TEAR OF
TIRE
ABSORB THE ROAD SHOCK AND
PREVENT IT FROM REACHING THE
DRIVER
REQUIREMENTS OF STEERING
SYSTEM
 MECHANISM SHOULD BE VERY ACCURATE AND
EASY TO HANDLE.
 STEERINGEFFORT SHOULD BE MINIMUM AND
NOT BE TIRESOME TO THE DRIVER.
 SHOULD PROVIDE DIRECTIONAL STABILITY.
 NOTRANSMISSION OF ROAD SHOCKS TO THE
DRIVER.
 SHOULD BE ADEQUATELY STRONG ENOUGH TO
TAKE UP FORCES BEING APPLIED ON IT.
GEOMETRIC PARAMETERS OF
STEERING SYSTEM
 CAMBER
 CASTER
 SELF ALIGNING TORQUE
 KINGPIN INCLINATION ANGLE
 ACKERMAN STEERING PRINCIPLE
CAMBER
Camber angle is regarded as
the inclination of the wheel
plane to the vertical.
Negative camber inclines the
top of the tyre toward the
centreline of the vehicle as
seen in Figure. The tendency
of the tire is to generate more
cornering force when aligned
in negative camber
CASTER
Caster angle is
defined as the
inclination of the
steering axis with the
vertical in side view.
Caster angle is
introduced in the
steering axis to give
a self-aligning effect
in the steering
system
SELF ALIGNING
TORQUE
It refers to the turning back
feel when the tire is
deviated from its natural
path of rolling. It is due to
the elastic deformation of
the tire. The center of force
gets offset from the
geometric center of the
contact patch and therefore
it creates the moment
about geometric center and
trying to rotate in the
direction which the tread is
rolling thus creating a
resisting effect of the
steering
Kingpin
inclination
The angle in front
elevation between
the steering axis
and the vertical is
regarded as kingpin
inclination (steering
inclination). KPI is
used to control the
scrub radius which
alters the steering
effort to be put on
the wheels
Ackerman steering
principle
Whenever the car tries to
turn there is always a
centre point about which
the car rotates. This point
generally near the rear axle
of the car thus the path
travelled by all the wheel is
different hence the inner
wheel has to be turned
more than the outer wheel
such that there point of
rotation becomes the same
and reduce the tire
scrubbing.
STRENGTH REQUIRED BY
STEERING SYSTEM
 TORQUE REQUIREMENT
 RADIAL STRENGHT REQUIREMENT
 AXIAL STRENGTH REQUIREMENT
TORQUE REQUIREMENT
 Normal steering operating torque / forces depend on a number of

variables. You can build a 135 kg (300 lb) car with very narrow,
high pressure tires, at zero scrub radius, with zero KPI, and zero
caster, lots of steering ratio, and the steering input force will be
very small indeed, maybe as small as 1.3-2.7 Nm (1-2 ft.lb.). This
car would be worthless to try and drive competitively as it would
have a ‘dead’ feel, and give the driver no feedback to his
steering inputs.
 The opposite extreme would be a very heavy car with wide, low
pressure tires, lots of scrub radius, and lots of KPI, caster, and a
low steering ratio. Production cars from the automotive OEMs
have steering torque specifications of 175 Nm (130 ft.lb) yield
with 240 Nm (175 ft.lb.) minimum ultimate strength.
RADIAL STRENGTH
 Steering system lateral (radial) forces are
relatively small when the car is on the track,
running at speed.
 As per an ergonomic survey conducted by
American society of transportation. Any
steering wheel / column should be able to
withstand at least a 660 N (150 lb). lateral
(radial) force without failing.
 On the other hand it also has to support its
own weight with the weight of the accessories
mounted on it.
AXIAL STRENGTH
 THEAXIAL STRENGTH OF THE STEERING

SYSTEM IS DECIDED BY THE SAFETY FEATURE
OF THE VEHICLE.
 THEIDEA IS THAT THE STEERING SYSTEM
SHOULD NOT FAIL DUE TO COLLISION OF THE
VEHICLE
 THIS
WILL AVOID THE FORCES OF THE
FRONTAL IMPACT TO BE TRANSFERRED TO THE
DRIVER
COMPONENTS OF TH STEERING
SYSTEM
STEERING WHEEL
COLUMN SUPPORT
STEERING COLUMN
STEERING RACK
STEERING WHEEL
 The steering wheel serves as the input medium for the

driver to give the car the maneuvers it needs.
 It needs to be strong enough so that it does not
deflect under the forces applied.
 According to the survey the steering wheel may have
to take up 230Nm of torque and about a force of 250N
which can be applied axially when the driver performs
the maneuvers with adrenaline.
 Thus the steering wheel had to be designed keeping in
mind these parameters. Radial load acting on the
wheel may be up to 660N.
STEERING
COLUMN
UPPER SHAFT
1. UV joints
UV JOINT
2. COUPLER SHAFT
3. LOWER SHAFT COUPLER SHAFT
4. UPPER SHAFT
LOWER SHAFT
COLUMN MOUNT
The steering column

mount is the
member which
supports the steering
column upon the
chassis and transfer
all the load from the
column to the
chassis which is BEARING SUPPORT
exerted by the
driver.
STEERING RACK
RACK IS A MEMBER WHICH

CONVERT THE ROTARY MOTION OF
THHE STEERING WHEEL TO THE
LINEAR MOTION OF THE RACK
A CIRCULAR GEAR CALLED PINION
ENGAGES ON THE LINEAR GEAR OF
INFINITE PITCH
ROTATIONAL MOTION APPLIED TO
THE PINION ALLOWS THE RACK TO
TRANSLATE
FORCES ACTING ON THE RACK
No Cause Reaction Magnitude

1
Force from the tie rod due to self-aligning moment developed at the 1. Radial reaction on housing. 5000N through the tie rod to the rack
contact patch. 2. Axial compression of the rack
3. Axial force on the rack housing
due to friction in the bushing.
2
Forces applied by the driver at steering wheel 1. Axial force acting on the pinion Force of 560N applied along the line of
bearing contact in the axial direction.
2. Radial reaction on the housing
due to force transfer along the
line of contact.
3. Radial force on the pinion
bearing due to self-weight of
the column.
POWER STEERING
 IT IS THE MODERN DEVELOPMENT IN THE

AUTOMOBILE INDUSTRY.
 HELPS THE DRIVER TO STEER BY AUGMENTING
STEERING EFFORT OF THE STEERING WHEEL
 TYPES USED
1. ELECTRIC
2. HYDRAULIC
HYDRAULIC POWER STEERING
 Most power steering systems work by using a hydraulic system

to multiply force applied to the steering wheel inputs to the
vehicle's steered (usually front) road wheels.
 The hydraulic pressure typically comes from a gerotor or rotary
vane pump driven by the vehicle's engine.
 A double-acting hydraulic cylinder applies a force to the steering
gear, which in turn steers the road wheels. The steering wheel
operates valves to control flow to the cylinder. The more torque
the driver applies to the steering wheel and column, the more
fluid the valves allow through to the cylinder, and so the more
force is applied to steer the wheels.
HYDRAULIC POWER STEERING
ELECTRIC POWER STEERING
 Electric power assisted steering or motor-driven power steering

uses an electric motor to assist the driver of a vehicle.
 Sensors detect the position and torque of the steering column,
and a computer module applies assistive torque via the motor,
which connects to either the steering gear or steering column.
 This allows varying amounts of assistance to be applied
depending on driving conditions
ELECTRIC POWER STEERING
THANK YOU…
REFERENCES
 Wikipedia site
 Cockpit control forces
 Machine design by VB Bhandari
 www.visionengineering.com
 Eureka innovative engineering magazine, October 2000
 www.gizmag.com
 European automotive design, September 1999

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Steering system

 Normal steering operating torque / forces depend on a number of

 THEAXIAL STRENGTH OF THE STEERING

 The steering wheel serves as the input medium for the

The steering column

RACK IS A MEMBER WHICH

No Cause Reaction Magnitude

contact patch. 2. Axial compression of the rack

3. Axial force on the rack housing

due to friction in the bushing.

bearing contact in the axial direction.

2. Radial reaction on the housing

due to force transfer along the

3. Radial force on the pinion

bearing due to self-weight of

 IT IS THE MODERN DEVELOPMENT IN THE

 Most power steering systems work by using a hydraulic system

 Electric power assisted steering or motor-driven power steering

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