STEERING SYSTEM

Steering system: It is the system which provides directional change in the performance of
an automobile. This system converts rotary movement of the steering wheel into angular
movement of the front wheels. It multiplies driver’s effort by mechanical advantage,
enabling him to turn the wheels easily.
Steering system requirements and functions
For proper and smooth operation and performance of the system, the steering system of any
vehicle should fulfill the following requirements:
1. It should multiply the turning effort applied on the steering wheel by the driver.
2. It should be to a certain extent irreversible. In other words, the shocks of the road
surface encountered by the wheels should not be transmitted to the driver’s hands.
3. The mechanism should have self rightening effect i.e., when the driver releases the
steering wheel after negotiating the turn, the wheel should try to achieve straight
ahead position.
Functions of the steering system are as follows:
a) It helps in swinging the wheels to the left or right.
b) It helps in turning the vehicle at the will of the driver.
c) It provides directional stability.
d) It helps in controlling wear and tear of tyres.
e) It helps in achieving the self-rightening effect.
f) It converts the rotary movement of the steering wheel into an angular turn of
the front wheels.
g) It multiplies the effort of the driver by leverage in order to make it fairly
easy to turn the wheels.
h) It absorbs a major part of the road shocks thereby preventing them to get
transmitted to the hands of the driver.
The complete steering system which performs the above functions, can be divided into two
portions, namely, steering gear provided at the end of the steering column and the linkage
between the steering gear and the wheels.
Types of steering system:
Steering system is of the following types
(a) Fifth wheel steering system,
(b) Side pivot steering system.
Fifth wheel steering system:
It is single pivot steering system in
which the front axle along with the
wheels, moves to right or left. The
movement to the whole axle and
wheel assembly is affected by
means of a steering and a wheel
which is placed between chassis
frame and axle. The fifth wheel
acts as a turntable. The axle
assembly is connected with the
frame by means of a pin which
serves as a pivot around which the
axle assembly moves. The fifth
wheel contains a ring gear
mounted at its rim and is moved by
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means of a steering. Movement of the steering wheel tends the front axle and wheel
assembly to move away.
Side pivot steering mechanism:
There are two types of steering gear mechanisms:
1. Davis steering gear mechanism
2. Ackermann steering gear mechanism
The main difference between the two steering gear mechanisms is that the Davis steering
has sliding pairs, whereas the Ackermann steering has only turning pairs. The sliding pair
has more friction than the turning pair; therefore the Davis steering gear will wear out
earlier and become inaccurate after certain time. The Ackermann steering gear is not
mathematically accurate except in three positions, contrary to the Davis steering gear
which is mathematically correct in all positions. However, the Ackermann steering gear is
preferred to the Davis steering gear.
Davis Steering Gear:

The Davis gear mechanism consists of a cross link KL sliding parallel to another link AB
and is connected to the stub axles of the two front wheels by means of two similar bell
crank levers ACK and DBK pivoted at A and B respectively. The cross link KL slides in
slides in the bearing and carries pins at its end K and L. The slide blocks are pivoted on
these pins and move with the turning of bell crank levers as the steering wheel is When the
vehicle is running straight, the gear said to in its mid-position. The short arms AK and BL
are inclined an angle 90+α to their stub axles AC and BD. The correct steering depends
upon a suitab1e selection of cross-arm angle α, and is given by
tan α = b / 2l
Where b=AB=distance between the pivots of front axles.
l=wheel base.
The range of b / l is 0.4 to 0.5 hence angle α lies between 11.3 and 14.10.
Ackermann Steering Gear
The Ackermann steering gear mechanism consists of a cross link KL connected to the short
axles AC and BD of the two front wheels through the short arms AK and BL, forming bell
crank levers CAK and DBL respectively. When the vehicle is running straight, the cross
link KL is parallel to AB, the short arm AK and BL both make angle α to the horizontal
axis of chassis. In order to satisfy the fundamental equation for correct steering, the links
AK and KL are suitably proportioned and angle α is suitably selected.
For correct steering
cot φ – cot θ = b / l
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The angles φ and θ are shown in the Figure. The value of b / l is between 0.4 and 0.5,
generally 0.455. the value of cot φ – cot θ corresponds to the positions when the steering is
correct. In fact there are three values of angle θ which give correct steering of the vehicle:
first while it is turning to right, second while it is turning to left and third while it is running
straight.
Fundamental condition for true rolling and correct steering angle

The perfect steering is achieved when all the four wheels are rolling perfectly under all
conditions of running. While taking turns, the condition of perfect rolling is satisfied if the
axes of the front wheels when produced meet the rear wheel axis at one point. Then this
point is the instantaneous centre of the vehicle. It is seen that the inside wheel is required to
turn though a greater angle than the outer wheel. The larger the steering angle, the smaller
is the turning circle. There is, however, a maximum to which we can go as regards the
steering angle. It has been found that steering angle (of the inner wheel) can have a
maximum value of about 440. The extreme positions on either side are called ‘lock’
positions. The diameter of the smallest circle which the outer front wheel of the car can
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traverse and obtained when the wheels arc at their extreme positions is known as the
turning circle.
Referring to Fig, for correct steering,

Equation represents the basic condition for the steering mechanism for perfect rolling of all
wheels.
Components of Steering system:

Steering wheel
Steering is effected by the steering wheel. The steering wheels of commercial vehicles have
a metal armature comprised of a screw machined hub with metal spokes and rim. The hub,
spokes and rim are all fabricated into one piece by welding. The armature serves as the load
bearing structure of the wheel. The armature is surrounded by a moulded rubber or plastic
material. Rubber wheels are painted, and plastic wheels utilize impregnated colours.
The steering wheel is of large diameter. This helps to convert the available driver rim pull
into maximum input torque. However, the size of the wheel is limited by the following: (1)
The comfort of the driver when using the steering wheel. (2) The space available for the
steering in the interior of the cabin. (3) The ease of performing maneuvers requiring more
than an eighth of a turn of the steering wheel.
The diameter of the steering wheel lies between 42 and 45 cm the case of motor cars,
whereas it is 50 to 55 cm in the case of commercial vehicles.
The rim of the steering wheel is elliptical in cross section with the finger indentations on
the undersurface. The section of the rim is so designed and dimensioned to provide the
driver a good grip both with and without heavy gloves.
The lower portion of the steering wheel hub fits into the upper flange of the steering
column. Within the steering column, the steering shaft exists and is free to rotate. On the
inside diameter of the steering wheel hub, female serrations are provided. On the upper end
of the steering shaft matching male serrations and a locking taper are provided. The
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steering wheel is mated to the upper end of the steering shaft by means of the locking taper
and the serrations. The steering wheel is held on the steering column and fixed to the
steering shaft by a nut. The nut mates with the male threads on the upper end of the steering
shaft.
Modern steering wheels have spring spokes. These spokes are generally so arranged to give
an unrestricted view of the instrument panel.
Some cars have a telescoping steering wheel. This wheel can be moved out of or into the
veering column to suit the driver’s convenience.
In some designs, the hub of the steering wheel also houses part of the turn signal, horn, and
vehicle hazard flasher mechanism.
Steering column:
Steering column positions the steering wheel in the driver’s cabin in relation to the driver’s
seat and pedal controls. The steering column is made either as fixed or adjustable.
In the fixed type, the location of the steering wheel cannot be changed. The steering wheel
position is then decided taking into account the range of seat position and driver size. On
the other hand, if the steering column is made adjustable, then the steering wheel
movement can take care of the optimum wheel to driver relationship in all seat positions.
The fixed steering column is attached to the cabin by brackets on the instrument panel and
firewall. In some cases, a bracket on the toe board is used for structural integrity. The fixed
steering column is usually tubular in construction. It has a stamped flange welded on to the
upper end.
A bearing in the upper part of the steering column serves for centering the steering shaft.
The type of bearing, bush or ball bearing or roller bearing provided for the shaft affects the
steering effort. Usually no bearing is placed in the lower end of the steering column, if the
steering shaft has adequate support at the steering gear. However, when the lower end of
the steering shaft is terminated by a double cardan or constant velocity joint, a bearing is
provided at the lower end of the steering column. This bearing becomes essential for the
proper functioning of the joint.
The adjustable steering column can be subdivided into adjustment by rotation and
adjustment by sliding. The former type is called tilt steering wheel column assembly while
the latter type is called collapsible steering column assembly.
Tilt steering wheel column assembly

In this unit, the steering wheel is pivoted about a

point in the steering column. The wheel can
now be moved in a circular arc, forward and up
or rearward and down. The tilting wheel permits
the driver to change the steering wheel angle to
the horizontal to suit his build. He can also
change the position of the steering wheel to the
horizontal during a long drive to suit his driving
posture.
The tilting and telescoping steering column can
be seen in figure.
All the above devices, wherein the position of
the steering wheel can be altered with respect to
the driver have locking mechanisms, which lock
the steering wheel into the position selected.
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In one design, the steering wheel and the column can be swung to one side. This makes the
driver to get into or out of the car easily. The tilt steering column has an interlock to the
transmission operating lever. This interlock is a safety feature. This mechanism locks the
transmission system, until the steering column is reset in the driving position. It also
prevents the steering column from being accidentally moved when the car is in motion.
Collapsible steering column assembly
This unit is a safety device. In the front end crash, the driver will be thrown forward and on
to the steering wheel. The steering column will now collapse in its length due to this impact
and absorb the possibility of the driver getting injured. The collapsible steering column is
therefore called the energy absorbing steering column. The Collapsible steering column
assembly permits to maintain the optimum steering wheel in all positions of adjustment.
There are two types of collapsible steering column assembly - the Japanese lantern type
and the tube and ball type.
In the Japanese lantern type, the flexible portion of the steering column folds up on impact.
The tube and ball type has a stationary outer tube and a sliding inner tube. Grooves are
there in these tubes; these grooves form ball races for ball bearings. The outer tube is
attached to the fireball and instrument panel. The inner tube supports the steering shaft and
the steering wheel. On impact, the inner tube is forced into the outer tube. Now the balls
plough furrows in the tubes to permit the relative motion. The movement of the steering
column absorbs the shock. The ball and tube type is claimed to give a more uniform
collapse rate than the Japanese lantern type.
Steering shaft
The steering shaft assembly performs two important functions:
1. It transmits the driver’s turning effort or torque from the steering wheel to the steering
gear.
2. It absorbs the angular and/or length changes in the relationship between the steering
wheel (chassis mounted) and steering gear (cab mounted) for the following operating
conditions: cab to chassis movement during driving, length change for adjustable columns
and cab on tilt cab models.
On the non-adjustable column installations, the axial length displacement of the steering
shaft is usually achieved through the use of displacement characteristics of a flexible
coupling, pot joint or splined section in the shaft with cardan or constant velocity joint.
Steering gear
The heart of the steering system is the steering gear. This unit is also called steering
mechanism. This unit is ordinarily fixed to the bottom of the steering column. This unit is
located between the steering shaft and the steerable stub axles which carry the road wheels.
The input shaft of the steering gear is operated by the steering shaft. The steering gear
performs two functions:
1. It converts the rotary motion of the steering wheel into linear motion of the steering
linkage which moves the front wheels.
2. It introduces a leverage between the steering wheel and the stub axles. This leverage
reduces the effort that has to be applied by the driver to the steering wheel in order to
overcome the frictional forces opposing the turning of the stub axles and the road wheels.
In order to have the above leverage, the steering wheel has to be turned through larger
angles than the stub axles. In the case of automotive vehicles, normally the road wheels are
deflectable to about 500 on each side of the straight ahead position. The extreme wheel
positions are called full lock positions of the wheels. To effect this extent of turning of the
road wheels, the steering wheel may have to be turned through from 4 to 9 or 10 times that
angle. This relationship is called steering ratio. The term steering ratio is the ratio of the
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number of degrees of movement at the hand wheel (steering wheel) which will produce one
degree of movement of the front wheels.
The amount of leverage provided by the steering gear depends upon several factors. The
most important among them are the weight of the vehicle and the type of tyre used. The
typical gear ratios are 14:1 or higher. In heavy duty vehicles this ratio is sometime as high
as 30:1 to 35: 1. The greater the ratio, steering gear ratio, the easier the steering wheel
turns. Trucks are provided with higher leverage than cars.
The steering gear incorporates another important feature called back locking. The steering
gear is so constructed that it is easy to turn the vehicle by the steering wheel but it is
difficult to turn the steering wheel by turning the front wheels. This irreversible character
of the steering gear prevents the bumps and shocks experienced by the wheel at the road
surface from being transmitted to the steering wheel, but still give the driver the feel of the
road.
The steering gear is mounted to the vehicle frame by bolts in the mounting pad of the
steering gear.
Steering linkage The steering linkage consist of pitman arm, ball joints, drag link, steering
arm, spindle, tie rod and king pin assembly.
Pitman arm – It is also called the drop arm. It converts the output torque from the steering
gear into a force to the drag link. It is attached to the sector shaft of the steering gear by a
split joint. In this construction either full serrations or partial spline is used to transmit the
torque from the sector shaft to the pitman arm. The split arm is tightened around the sector
shaft by the clamping bolt to mate the male and female serrations or splines. The end of the
pitman arm which connects with the drag link has a taper hole in it. The ball stud on the
drag link is fitted into this hole.
Ball joints - are used on both ends of the drag link and the tie rod. These take care of the
angular displacement and rotational movement of the drag link and the tie rod, which are
caused by the front wheel rotation and suspension articulation.
Drag link - connects the pitman arm and the steering arm. In some cases, it is a one piece
forging with a ball joint socket formed in the end.
Steering arm - is usually a forged component and is attached to the steering knuckle. It
converts the drag link force into a turning moment about the left king pin. The steering arm
is attached to the spindle by a keyway, a locking taper and a nut. The arm extends either to
the front or rear of the spindle, depending upon the package constraints and then bends to
locate the steering arm ball joint at the correct geometric location. The end of the steering
arm which connects with the drag link has a tapered hole in it to accept the ball stud on the
drag link.
Left spindle and king pin - The torque from the steering arm rotates the left spindle, wheel
and tyre about the king pin.
Left tie rod arm - The left tie rod arm is attached to the spindle in the same manner as the
steering arm, that is, key, taper and clamping nut. This converts the torque available to turn
the right wheel into a force in the tie rod. The tie rod of this link has a tapered hole to
accept the tie rod ball stud.
Tie rod - The tie rod is a tubular member which connects the left and right tie rod arms. As
such it transmits the force between these two components. The tie rod ends have female
threads. The ball joint shafts have mating male threads. The threaded connections can be
held together firmly by the locking clamps after the proper length has been set. The length
of the tie rod has to be adjusted so that the front axle toe in will be to the specified amount.
Right tie rod arm, spindle and kingpin - The right tie rod arm is a mirror image of the left.
This converts the force from the tie rod into a moment to turn through the knuckle arm, the
right spindle wheel and the tyre about the king pin. The right spindle and the king pin
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assembly is similar to the assembly on the left side except that it has no steering arm
attached to it.
Steering stops - In order to limit the angular deflections of the front wheels, stops must be
provided. The purpose of these stops is to avoid rubbing of tyres against the frame or
against the fenders which would cause undue wear and tear of the tyres. These steering
stops can be provided at two different places. First, they may be placed in the path of
motion of the steering arm or drop arm. Secondly, they may be placed in the path of motion
of the steering knuckle.
Steering gears:
If the steering wheel is connected directly to the steering linkage it would require a great
effort to move the front wheels. Therefore, to assist the driver, a reduction system is used
having a movement ratio between 10:1 to 24:1 the actual value depending upon the type
and weight of the vehicle. But the power steering reduces the ratio on an average by 20
percent. The low gear ratios produce fast steering, while the high ratios produce slow
steering. When the mechanical advantage of the linkage between cross shaft and stub axles
is considered then this ratio is increased from 15 to 20 percent and is called “overall
steering ratio”. The steering gear is a device for converting the rotary motion of the steering
wheel into straight line motion of the linkage with a mechanical advantage.
The steering gears are enclosed in a box, called the steering gear box. There are many
different designs of steering gear box. They are as follows:
a) Worm and wheel steering gear
b) Worm and sector steering gear
c) Cam and lever / peg steering gear
d) Cam and roller or worm and roller steering gear
e) Worm and nut or screw and nut steering gear
f) Recirculating ball steering gear
g) Rack and pinion steering gear.
Worm and wheel steering gear:

The system consists of worm

wheel which is carried in
bearings in a cast iron case. The
case is made in halves. The
outer end of the worm wheel is
fixed to a drop arm which is
having ball end to connect the
side rod. The side rod is
connected to the steering arm
which is fixed to the stub axles.
The worm which is keyed on to
a steering shaft have a mesh
with the worm wheel. The
steering wheel is mounted at the
upper end of the steering shaft.
When driver rotates the steering
wheel then drop arm moves either backward or forward direction. This motion results in
motion of the stub axles.
Worm and sector steering gear: This is the modified form of steering wheel type, in
which the wheel is being replaced with sector of wheel. In actual case, the worm wheel is
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not essential as it is having only partial rotation. Hence in this type only a sector of wheel is
used instead of worm wheel.
Cam and lever/ peg steering gear:

The example of the cam

steering gear is shown in the
simplified sketch. In this
system helical groove is
formed at the bottom end of
the steering wheel shaft. The
helical groove engages the
projected pin of the drop arm
spindle lever. The drop-arm is
made rigid with the lever
(sometimes referred as peg) by
a splined spindle. The to and
fro motion is obtained at the drop-arm when the steering wheel shaft is turned. This motion
results the turning of the stub axles. The end play of the steering wheel shaft can be
adjusted by putting a suitable washer at the lock nut. The meshing of the projected pin in
helical groove is also adjusted by a screw provided at the end of the lever spindle. In the
recent models, the projected pin is made in the form of a roller. The projected pin may be
one or two in number, accordingly they are referred as cam and single lever or double lever
steering gear mechanism.
Warm and roller steering gear

The type of steering gear is

shown in the sketch where a
two toothed roller is fastened to
the cross-shaft so that it meshes
with the threads of the warm
gear. The worm gear is formed
on the bottom end of the
steering wheel shaft. Worm is
fastened between the two ball
bearings in the casing. Play of
the bearings can be adjusted by
an adjuster provided at the end
of the casing. The outer end of
the cross-shaft is formed in the
spindle to fix the drop arm.
When the worm gear is turned
by the steering wheel shaft, it
causes the roller to move in an
arc so as to rotate the cross-
shaft and at the same time turn
on the roller pin connecting it to the cross-shaft. The casing of the system is fixed with the
column and generally bolted to the frame. Similarly there can be other design of steering
gears which may use one or- three-tooth rollers.
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Screw and nut type steering gear or worm and nut type steering gear

In this system a screw or worm is

formed at the lower end of the
steering shaft and the upper end
is fixed to the steering wheel.
The nut consists of integral
trunnions which pivot in the
holes of the arms of the fork. The
fork is connected to the drop arm
by a splined shaft. The upper end
of the steering shaft is supported
in the steering column by a ball
and socket joint so that the shaft may swung slightly. The swing of the shaft is essential
because the trunnions of the nut move in arc when the nut moves along the axis of the
shaft. Some times instead of ball and socket joint an ordinary journal bearing supported in a
rubber bush is used at the upper end of the steering shaft because the rubber accommodates
the rocking of the steering shaft. This mechanism is very cheap and reduces the number of
the bearings required.
Recirculating ball type Steering Gear

It consists of a worm at the end of steering rod. A nut is mounted on the worm with two
sets of balls is the grooves of the worm, in between the nut and, the worm. The balls reduce
the friction during the movement of the nut on the worm. The nut has a number of with on
the outside, which mesh with the teeth on a worm wheel sector, on which is further
mounted the drop arm, which steers the road wheels through the link rod and the steering
arms.
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When the steering wheel is turned, the balls in the worm roll in the grooves and cause the
nut to travel along the length of the worm. The balls, which are in 2 sets, are recirculated
through the guides, as shown in the figure. The movement of the nut causes the wheel
sector to turn at an angle and actuate the link rod through the drop arm, resulting in the
desired steering of the wheels.
The end play of the worm can be adjusted by means of the adjuster nut provided. To
compensate for the wear of the teeth on the nut and the worm, the two have to be brought
nearer bodily. To achieve this, the teeth on the nut are made tapered in the plane
perpendicular to the plane of Figure. A screw is also provided by means of which the drop
arm, aid hence, the wheel sector can be positioned along its axis. When the wheel sector
has to be moved bodily closer to the nut to eliminate backlash due to wear, the screw is
turned which slides the wheel sector in a direction in which the tapered teeth on the nut are
narrower, till the required adjustment is achieved.
Rack and pinion steering mechanism

It is very simple and common type mechanism, the system is shown in simplified sketch.
This type is very well suitable in an independent suspension system. The system consists of
a rack housed in a tubular casing. The casing is supported on the frame near its ends. The
ends of the rack are connected to the track rods with the help of ball and socket joints. The
pinion shaft is carried in the plain bearings housed in casing. The pinion is meshed with the
rack and the clearance is adjusted with the adjusting screw. When the pinion is given rotary
motion with the steering wheel, then the rack slides in either sides. This sliding motion of
the rack is used through the track rods to turn the wheels in desired side.
POWER STEERING
Principles of the Power steering
Power steering has two types of device for steering effort one type is a hydraulic device
utilizing engine power. The other type utilizes an electric motor. For the former, the engine
is used to drive a pump. For the latter, an independent electric motor in the front luggage
compartment is used the pump. Both develop fluid pressure, and this pressure acts on a
piston within the power cylinder so that the pinion assists the rack effort. The amount of
this assistance depends on the extent of pressure acting on the piston. Therefore, if more
steering force is required, the pressure must be raised. The variation in the fluid pressure is
accomplished by a control valve which is linked to the steering main shaft.
Neutral (Straight-ahead) position:
Fluid from the pump is sent to the control valve. If the control valve is in the neutral
position, all the fluid will flow pass through the control valve into the relief port and back
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to the pump. At this time, hardly any pressure is created and because the pressure on the
cylinder piston is equal on both sides, the piston will not move in either direction.
While turning:
When the steering main shaft is turned in either direction, the control valve also moves,
closing one of the fluid passages. The other passage then opens wider, causing a change in
fluid flow volume and, at the same time, pressure is created. Consequently, a pressure
difference occurs between both sides of the piston and the piston moves in the direction of
the lower pressure so that the fluid in that cylinder is forced back to the pump through the
control valve.

Straight ahead condition While taking turn

There are two kinds of power steering currently in use
a) Integral power steering and b) Linkage booster power steering
Integral power steering

The figure shows the arrangement of integral power steering when the vehicle moves
straight ahead on the road. In this system the oil pump is driven by a belt from the engine
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crank shaft pulley. The system consists of solid cylinder on which two grooves have been
cut, known as “valve spool”, which slides closely within the hole in the valve housing. The
housing has three internal grooves the central groove is connected to the pump and two at
ends are connected to the reservoir. The two additional openings from the internal collars
are connected to the two sides of the cylinder as shown in the Figure. When the valve spool
is in the position shown in the Figure, then the pump delivers the oil in the central part of
the housing and then delivers back to the reservoir by the passages shown by the arrows. In
this position there will be no oil pressure in the cylinder and there is no tendency for the
piston to slide in any direction. Thus there is no steering action and vehicle moves straight
ahead.

Similarly refer the above figure when the valve spool is moved towards right side then the
direct return line from the pump to reservoir is closed. The oil now flows into the cylinder
by the right side passage and pushes the piston to slide left ward as shown by the arrow in
the Figure. The oil on the left side of the piston is discharged to the reservoir thro the valve
housing under this position. This outward move of the piston rod results to turn the vehicle
tow left side on the road. Similarly the vehicle can be turned to right side by reversing the
steering operation.

Linkage-booster power steering

In this type power assistance is applied directly to the steering linkage. The power cylinder
consists of piston and the piston rod is extended out on the right and is fixed to the frame
member. The relay rod is linked with the cylinder housing.
In the neutral position the spool valve is held in the centre position by the centering
springs. In this position oil from pump flows to both sides of the piston in the power
cylinder at equal pressure and then there will not be displacement in the power cylinder
thus there will no steering action. In this position the vehicle moves straight ahead on the
road.
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Again when the steering wheel is turned anticlockwise as shown, then the ball of the
pitman arm shifts the valve spool towards right side. Due to this shifting, the oil from pump
flows in the valve section of the unit, through the ports. Then the oil through feed line
flows into the right hand side of the power cylinder. The high pressure oil inside the
cylinder, forces it to move to the right which results to turn the stub axles to the left side.
For the right side of the vehicle this operation of the system is reversed to it.
Reversible and Irreversible Steering
When deflection of the steered wheels due to road surface is transmitted through the
steering linkage and steering gear box to the steering wheel, the system is said to be
reversible, if every small imperfection of the road surface causes the steering wheel to
rotate, the driver would find much tiring and frustrating. Such reversibility is not desired.
Some degree of reversibility is desired so that the wheels will find to straighten up after
negotiating a bend. Some degree of irreversibility is desired to stop shocks sustained by the
road wheels. Such a steering system is known as semi-reversible. When the steered wheels
do not transfer any deflection to the steering wheel, the steering system is said to be
irreversible. It would not tend to straighten out after negotiating a turn, and would not
easily follow the course of a gutted road without undue stress on the mechanism.
Therefore, in most of the passenger cars semi-reversible steering gears are used.
Under-steering and Over-steering
While taking a turn, the wheels are not always pointing in direction in which the vehicle is
moving, due to the distortion of tyre tread. The angle between the wheel inclination and the
path taken by the wheel is known as slip angle. When the angle is greater at the rear than at
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the front, the vehicle tends to oversteer, that is to turn into the curve more than the driver
intended.

When the slip angle is smaller at the rear than at the front, the vehicle tends to understeer.
Of course, the understeer is opposite to oversteer and is preferred because correction by the
driver involves rotating the steering wheel a little more in the direction of the turn. It is to
be noted that the slip angle is affected by the road camber, side winds, tyre inflation and
variations in the load on either the front or rear axle.