Experiment No.4 Automobile

Experiment No:4
Date:-
Aim: To study and prepare report on the constructional details, working principles and operation of the Automotive Steering Systems. Apparatus: Models of (a) Manual Steering Systems, e.g. Pitman arm steering, Rack & Pinion steering. (b) Power steering Systems, e.g. Rack and Pinion Power Steering System. (c) Steering Wheels and Columns e.g. Tilt & Telescopic steering Wheels, Collapsible Steering Columns. Theory: (a) Constructional details, working principles and operation of the Manual Steering Systems, e.g. Pitman arm steering, Rack & Pinion steering: The Pitman arm is a steering component in an automobile or truck. The pitman arm shaft is attached to the steering box by a spline and nut. As the driver turns the steering wheel, the steering box mechanism moves the steering linkages via the pitman arm shaft either left or right, depending on the direction in which the steering wheel is turned. The steering box provides the change of angle at 90 to the steering linkage. The idler arm is attached to the chassis and is positioned parallel to the pitman arm. The track rod connects the pitman arm shaft to the idler arm shaft. In this way any movement in the pitman arm shaft is directly applied to the idler arm shaft. The tie rods connect the track rod to the steering arms that are located on the steering knuckles. Thus all movement from the pitman arm shaft is relayed directly to the front wheels, which steer the vehicle. Tie rod ends are attached to the tie-rod shaft. These pivot as the rack is extended or retracted when the vehicle is negotiating turns. Tie-rods and tie-rod ends are left or right hand threaded. The adjustment sleeve connects the tie-rod to the tie-rod end.
Fig: Pitman Arm Steering

The primary components of the rack and pinion steering system are: rubber bellows, pinion, rack, inner ball joint or socket and tie-rod. This rubber bellows is attached to the Rack and Pinion housing. It protects the inner joints from dirt and contaminants. In addition, it retains the grease lubricant inside the rack and pinion housing. There is an identical bellows on the other end of the rack for the opposite side connection. The pinion is connected to the steering column. As the driver turns the steering wheel, the forces are transferred to the pinion and it then causes the rack to move in either direction. This is achieved by having the pinion in constant mesh with the rack. The rack slides in the housing and is moved by the action of the meshed pinion into the teeth of the rack. It normally has an adjustable bush opposite the pinion to control their meshing, and a nylon bush at the other end. The inner ball joint is attached to the tie-rod, to allow for suspension movement and slight changes in steering angles. A tie rod end is attached to the tie-rod shaft. These pivot as the rack is extended or retracted when the vehicle is negotiating turns. Some tie-rods and tie-rod ends are left or right hand threaded.
Fig: Rack & Pinion Steering

(b) Constructional details, working principles and operation of the Power steering Systems, e.g. Rack and Pinion Power Steering System: The use of electronics into automotive steering systems enables much more sophisticated control to be achieved. Electric steering is more economical to run, and easier to package and install than conventional hydraulic power steering systems. Electrically Powered Hydraulic Steering, or EPHS, replaces the customary drive belts and pulleys with a brushless motor that drives a high efficiency hydraulic power steering pump in a conventional rack and pinion steering system. Pump speed is regulated by an electric controller to vary pump pressure and flow. This provides steering efforts tailored for different driving situations. The pump can be run at low speed or shut off to provide energy savings during straight ahead driving. An EPHS system is able to deliver an 80 percent improvement in fuel economy when compared to standard hydraulic steering systems. Electrically assisted steering or EAS, is a power-assist system that eliminates the connection between the engine and steering system. EAS or direct electric power steering takes the technology a step further by completely eliminating hydraulic fluid and the accompanying hardware from the system, becoming a full electronic power steering system or EPS. An EPS Direct electric steering system uses an electric motor attached to the steering rack via a gear mechanism and torque sensor. A microprocessor or electronic control unit, and diagnostic software controls steering dynamics and driver effort. Inputs include vehicle speed and steering, wheel torque, angular position and turning rate. There are four primary types of electric power assist steering systems: 1. Column-assist type. In this system the power assist unit, controller and torque sensor are attached to the steering column. 2. Pinion-assist type. In this system the power assist unit is attached to the steering gear pinion shaft. The unit sits outside the vehicle passenger compartment, allowing assist torque to be increased greatly without raising interior compartment noise. 3. Rack-assist type. In this system the power assist unit is attached to the steering gear rack. It is located on the rack to allow for greater flexibility in the layout design. 4. Direct-drive type. In this system the steering gear rack and power assist unit form a single unit. The steering system is compact and fits easily into the engine compartment layout. The direct assistance to the rack enables low friction and inertia, which in turn gives an ideal steering feel.
Fig: Power Steering

(c) Constructional details, working principles and operation of the Steering Wheels and Columns e.g. Tilt & Telescopic steering Wheels, Collapsible Steering Columns:
The original Tilt Wheel was developed by Edward James Lobdell in the early 1900s. Originally a luxury option on cars, the tilt function helps to adjust the steering wheel by moving the wheel through an arc in an up and down motion. Tilt Steering Wheels rely upon a ratchet joint located in the steering column just below the steering wheel. By disengaging the ratchet lock, the wheel can be adjusted upward or downward while the steering column remains stationary below the joint. Some designs place the pivot slightly forward along the column, allowing for a fair amount of vertical movement of the steering wheel with little actual tilt, while other designs place the pivot almost inside the steering wheel, allowing adjustment of the angle of the steering wheel with almost no change it its height. Telescope Wheel was developed by General Motors and can be adjusted to an infinite number of positions in a 3-inch range. The Tilt and Telescope steering wheel was introduced as an exclusive option on Cadillac automobiles.
Fig: Tilt & Telescope Column
Fig: Tilt & Telescope Wheel

Collapsible steering columns were invented long back but not successful in case of crash applications.
Fig: Collapsible Steering Column
Conclusion: Hence the study and preparation of report on the constructional details, working principles and operation of the Automotive Steering Systems is completed. Exercise: 1. Define the various terms of steering geometry with neat sketches. 2. Draw the layouts of steering linkage for rigid axle suspension & independent suspension system.

Experiment No.4 Automobile

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Experiment No.4 Automobile

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Experiment No:4

Fig: Pitman Arm Steering

Fig: Rack & Pinion Steering

Fig: Power Steering

Fig: Tilt & Telescope Column

Fig: Tilt & Telescope Wheel

Fig: Collapsible Steering Column

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