Final Report

Eelectrical Steering System in Automobile A Project Report On
ELECTRICAL STEERING SYSTEM IN AUTOMOBILE

Submitted to in Partial Fulfillment of the award of BACHELOR OF MECHANICAL ENGINEERING To SHIVAJI UNIVERSITY, KOLHAPUR Submitted by MR. RAVALUCHE VINEET B. MR. SALUNKHE VIKRANT S. MR. WAGH SAMEER T. MR. SALAVE KRISHNATH R.
Under the Guidance of Professor P.D.KULKARNI
DEPARTMENT OF MECHANICAL ENGINEERING TATYASAHEB KORE INSTITUTE OF ENGINEERING & TECHNOLOGY, Warananagar, Dist. Kolhapur 416 113 (M.S.) 2011- 2012.
T.K.I.E.T. Warananagar.
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Eelectrical Steering System in Automobile
TATYASAHEB KORE INSTITUTE OF ENGINEERING &TECHNOLOGY WARANANAGAR DEPARTMENT OF MECHANICAL ENGINEERING
This is to certify that, MR. RAVALUCHE VINEET B. MR. SALUNKHE VIKRANT S. MR. WAGH SAMEER T. MR. SALAVE KRISHNATH R.
The students of final year Mechanical Engineering have successfully completed the project work on ELECTRICAL STEERING SYSTEM IN AUTOMOBILE in partial fulfillment for the award of Degree of Mechanical Engineering as laid down by Shivaji University, Kolhapur during academic year 2011-2012. Date: Place: Warananagar Prof. P.D.KULKARNI (Guide) Prof. V. R. GAMBHIRE. (Head of Mechanical Dept.)
External Examiner
Dr. A. M. Potdar (Principal)
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ACKNOWLEDGEMENT This whole work is outcome of all types of all those concerned with it through their hearted cooperation and effective guidance. It is great pleasure to express our most sincere gratitude and profound regards to Mr. P.D.KULKARNI, project guide and Head of Mechanical Engineering Department Prof. V. R. Gambhire for their constant encouragement, guidance during the completion of this project. Words are inadequate to acknowledge their great care and keen interest taken by him in all aspects of this project. We are also grateful to Dr. Avinash M. Potdar, the Principal of TKIET, Warananagar for their help and invaluable guidance. We are thankful to Mr. M. R. Jadhav, project coordinator for coordinating us in all respet for completion our project.We cannot forget the kind support of lecturers and staff members and people directly or indirectly in success of our project. All the knowledge will not lost forever and surely help us in our future. Mr. Vineet B. Ravaluche Mr. Sameer T. Wagh. Mr. Vikrant S. Salunkhe. Mr. Krishnath R. Salave.
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PHOTOGRAPH OF PROJECT BATCH WITH GUIDE
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ABSTRACT
Additional future requirements for automobiles such as improved vehicle dynamics control; enhanced comfort, increased safety and compact packaging are met by modern electrical steering systems. Based on these requirements the new functionality is realized by various additional electrical components for measuring, signal processing and actuator control. However, the reliability of these new systems has to meet the standard of today's automotive steering products. To achieve the demands of the respective components (e.g. sensors, bus systems, electronic control units, power units, actuators) the systems have to be fault-tolerant And/or fail-silent. The realization of the derived safety structures requires both expertise and experience in design and mass production of safety relevant electrical systems. Beside system safety and system availability the redundant electrical systems also have to meet economic and market requirements. Within this scope the paper discusses three different realizations of electrical steering systems Electrical power steering system (mechanical system with electrical boosting) Steer-by-wire system with hydraulic back-up and Full steer-by-wire system The paper presents solutions for these systems and discusses the various advantages and disadvantages, respectively. Furthermore strategies for failure detection, failure localization and failure treatment are presented. Finally the various specifications for the components used are discussed.
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INDEX
1. INTRODUCTION 1.1 Aim of the project 1.2 Need of the project 1.3 Working principal 2. LITERATURE RVIEW 2.1 Steering system designs: Rack and Pinion 2.2 Steering system 2.3 Turning of car 2.4 Mechanical steering 2.5 Power steering 3. CONCEPT AND ITS DEVELOPM ENT 3.1 Electrical power steering system 3.2 Safety features 3.3 BMW Active steering 3.4 Advantages of steer-by-wire system 4. DESIGN 4.1 System design 4.2 Mechanical design 4.3 Motor selection 4.4 Design of main spindle 4.5 Selection of bearing 36 11 01
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5. COMPONENT USED IN SYSTEM AND ITS PROPERTIES 5.1 Used material and their properties 5.2 Non-metallic material
6.
FABRICATION DETAILS 6.1 Part name: SHAFT 6.2 Part name: BEARING MOUNTER 1 6.3 Part name: BEARING MOUNTER 2 6.4 Part name: LOWER FRAME
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7. COST ESTIMATION 7.1 Cost of material 7.2 Cost of standards parts 7.3 Other cost 7.4 Total project cost
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8. APPLICATIONS 8.1 Advantages 8.2 Disadvantages 9. CONCLUSION 10. REFERENCE
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LIST OF FIGURES
1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. Basic components of steering system. Wheel path while turning. Off-centerline angle. Steering geometry parallelogram. Rack and Pinion steering. Under steer. Over steer. Counter steer. Turning the car. Rack and Pinion steering. Recirculating ball bearing. Power Rack and Pinion steering assembly. Hydraulic power steering. Electrical steering system in Automobile. Electrical power steering. System structure of safe electrical steering system. Active steering. Actual photo presenting location and view of active steering. Sbw explanatory sketch.
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CHAPTER 1
INTRODUCTION
1.1 Aim of The Project To design and fabricate electrical steering system mechanism. To achieve higher safety and reduce the man power as well. To increase the efficiency of the vehicle and to reduce workload.
1.2 Need Of The Project

In past years without power steering technique, although large reduction ratio can alleviate the driving torque of drivers, it is still very tiring in fact. Thereafter, hydraulic power steering (HPS) improves this problem. In a hydraulic power steering system, driving a steering wheel is to control a pressure valve, which causes straight line motion of a rack mechanism to change tires direction through link sticks. However, environmental consciousness has been paid attention in nowadays with technique progress. Even though the HPS possesses large power and smooth output, there are still some drawbacks, such as (1) Pipes may leak. (2) Hydraulic oil may deteriorate since rising temperature when pipes and hydraulic oil rub against. (3) Check and change power steering wheel oil on a regular time. (4) Pipes are complex. (5) A hydraulic pump, a hydraulic oil storage tank, and pipes, etc, increase weight and occupy space. (6) Extra engine power is needed to drive a hydraulic pump, i.e., oil consumption will be increased. (7) A holding pressure is necessary when a vehicle moves on a straight line. Electrical steering system does not possess all above drawbacks like power steering. Additionally there are some advantages.
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1.3 WORKING PRINCIPLE

In our project lead-acid 12 Volt batteries is used. The lead-acid batteries output is given to the limit switch. There are two Limit switches are used in this project. These switch outputs are connected to the steering D.C motor in Forward and reverse rotation of operation. The rack and pinion arrangement is used to turn the wheel in left and right direction. The Rack is connected to the wheel with the help of liver mechanism and the pinion is coupled to the permanent magnet D.C motor shaft. The Motor is drawn supply from the battery through limit switch arrangement. When the steering is turn in the left direction, it pushes the left side limit switches, so that the D.C motor rotate in forward direction to move the wheel in left side. Similarly When the steering is turn in the right direction, it pushes the right side limit switches, so that the D.C motor rotate in reverse direction to move the wheel in right side
Basic steering components 99% of the world's car steering systems are made up of the same three or four components. The steering wheel, which connects to the steering system, which connects to the track rod, which connects to the tie rods, which connect to the steering arms. The steering system can be one of several designs, which we'll go into further down the page, but all the designs essentially move the track rod left-to-right across the car. The tie rods connect to the ends of the track rod with ball and socket joints, and then to the ends of the steering arms, also with ball and socket joints. The purpose of the tie rods is to allow
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Eelectrical Steering System in Automobile suspension movement as well as an element of adjustability in the steering geometry. The tie rod lengths can normally be changed to achieve these different geometries.
Figure 1.1: Basic Components Of Steering System
In the simplest form of steering, both the front wheels always point in the same direction. You turn the wheel, they both point the same way and around the corner you go. Except that by doing this, you end up with tyres scrubbing, loss of grip and a vehicle that 'crabs' around the corner. So why is this? Well, it's the same thing you need to take into consideration when looking at transmissions. When a car goes around a corner, the outside wheels travel further than the inside wheels. In the case of a transmission, it's why you need a differential (see the Transmission Bible), but in the case of steering, it's why you need the front wheels to actually point in different directions. This is the diagram from the
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Eelectrical Steering System in Automobile Transmission Bible. You can see the inside wheels travel around a circle with a smaller radius (r2) than the outside wheels (r1):
Figure 1.2: Wheel path while turning In order for that to happen without causing undue stress to the front wheels and tyres, they must point at slightly different angles to the centerline of the car. The following diagram shows the same thing only zoomed in to show the relative angles of the tyres to the car. It's all to do with the geometry of circles:
Figure 1.3: Off-centerline angle
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This difference of angle is achieved with a relatively simple arrangement of steering components to create a trapezoid geometry (a parallelogram with one of the parallel sides shorter than the other). Once this is achieved, the wheels point at different angles as the steering geometry is moved. Most vehicles now don't use 'pure' Ackermann steering geometry because it doesn't take some of the dynamic and compliant effects of steering and suspension into account, but some derivative of this is used in almost all steering systems:
Figure1.4: Steering geometry parallelogram
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CHAPTER 2
LITERATURE REVIEW
2.1 Steering System designs: Rack and pinion
This is by far the most common type of steering you'll find in any car today due to its relative simplicity and low cost. Rack and pinion systems give a much better feel for the steering, and there isn't the slop or slack associated with steering box pitman arm type systems. The downside is that unlike those systems, rack and pinion designs have no adjustability in them, so once they wear beyond a certain mechanical tolerance, they need replacing completely. In a rack and pinion system, the track rod is replaced with the steering rack which is a long, toothed bar with the tie rods attached to each end. On the end of the steering shaft there is a simple pinion gear that meshes with the rack. When you turn the steering wheel, the pinion gear turns, and moves the rack from left to right. Changing the size of the pinion gear alters the steering ratio. It really is that simple. The diagram below shows an example rack and pinion system as well as a close-up cutaway of the steering rack itself.
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Figure 2.1: rack and pinion steering This is a simple variation on the above design. All the components are the same, and it all works the same except that the spacing of the teeth on the rack varies depending on how close to the centre of the rack they are. In the middle, the teeth are spaced close together to give slight steering for the first part of the turn - good for not over steering at speed. As the teeth get further away from the centre, they increase in spacing slightly so that the wheels turn more for the same turn of the steering wheel towards full lock. Vehicle dynamics and steering Generally speaking, when you turn the steering wheel in your car, you typically expect it to go where you're pointing it. At slow speed, this will almost always be the case but once you get some momentum behind you, you are at the mercy of the chassis and suspension designers. In racing, the aerodynamic wings, air splitters and under trays help to maintain an even balance of the vehicle in corners along with the position of the weight in the vehicle and the suspension setup. The two most common problems you'll run into are under steer and over steer.
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Eelectrical Steering System in Automobile Under steer Under steer is so called because the car steers less than you want it to. Under steer can be brought on by all manner of chassis, suspension and speed issues but essentially it means that the car is losing grip on the front wheels. Typically it happens as you brake and the weight is transferred to the front of the car. At this point the mechanical grip of the front tyres can simply be overpowered and they start to lose grip (for example on a wet or greasy road surface). The end result is that the car will start to take the corner very wide. In racing, that normally involves going off the outside of the corner into a catch area or on to the grass. In normal you-and-me driving, it means crashing at the outside of the corner. Getting out of under steer can involve letting off the throttle in front-wheel-steering vehicles (to try to give the tires chance to grip) or getting on the throttle in rear-wheelsteering vehicles (to try to bring the back end around). It's a complex topic more suited to racing driving forums but suffice to say that if you're trying to get out of under steer and you cock it up, you get.....
Figure2.2:Under steer
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Over steer The bright ones amongst you will probably already have guessed that over steer is the opposite of under steer. With over steer, the car goes where it's pointed far too efficiently and you end up diving into the corner much more quickly than you had expected. Over steer is brought on by the car losing grip on the rear wheels as the weight is transferred off them under braking, resulting in the rear kicking out in the corner. Without counter-steering (see below) the end result in racing is that the car will spin and end up going off the inside of the corner backwards. In normal you-and-me driving, it means spinning the car and ending up pointing back the way you came.
Figure2.3: Over steer
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Eelectrical Steering System in Automobile Counter-steering Counter-steering is what you need to do when you start to experience over steer. If you get into a situation where the back end of the car loses grip and starts to swing out, steering opposite to the direction of the corner can often 'catch' the over steer by directing the nose of the car out of the corner. In drift racing and demonstration driving, it's how the stirrings are able to smoke the rear tires and power-slide around a corner. They will use a combination of throttle, weight transfer and handbrake to induce over steer into a corner, then flick the steering the opposite direction, honk on the accelerator and try to hold a slide all the way around the corner. It's also a widely-used technique in rally racing. Tiff Need ell - a racing steering who also works on some UK motoring programs - is an absolute master at counter-steer power sliding.
Figure2.4: Counter steer This paperwork deals with the details of four wheels steering (4ws) system. According to this mechanism in a four wheels steering system, all the four wheels are steered, thus can turn the vehicle easily to either lift or right using the steering wheel. This system serves more effective and stability in controlling the vehicle at cornering and at
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Eelectrical Steering System in Automobile parking .The operation of this system take change as the speed of vehicle increase or decrease. At low speed motion of the vehicle, the front wheels turn to the direction of the steering wheel, at the same time the rear wheels turn in the opposite direction .Four wheel mechanism is active only in position when the vehicle moves at low speed and below 35 km .There after the rear wheels follow in the same direction of the print wheels. There are three types of 4 wheels steering system Mechanical Hydraulic Electro-hydraulic
2.2STEERING SYSTEM
In earlier days of automobile development, in most of the cars the engine was on the rear axle, steering was a simple matter of turning a tiller that pivoted the entire front axle. When the engine was moved to the front of the car, complex steering systems had to evolve. The modern automobile has come a long way since the days when "being selfpropelled" been enough to satisfy the car owner. Improvements in suspension and steering system, increased strength and durability of components, and advances in tyre design and construction have made large contributions to riding comfort and to safe driving. Cadillac allegedly produced the first American car to use a steering wheel instead of a tiller. Two of the most common steering mechanisms are the "rack and pinion" and the standard (or recirculation-ball) systems, that can be either manual or assisted by power. The rack and pinion was designed for sports cars and requires too much steering muscle at low speeds to be very useful in larger, heavier cars. However, power steering makes a heavy car respond easily to the steering wheel, whether at highway speeds or inching into a narrow parking place and it is normal equipment for large automobiles. The manual steering system incorporates: 1. Steering wheel and column, 2. A manual gearbox and pitman arm or a rack and pinion assembly,
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Eelectrical Steering System in Automobile 3. Linkages; steering knuckles and ball joints; and 4. The wheel spindle assemblies. Power steering systems add a hydraulic pump; fluid reservoir; hoses; lines; and either a power assist unit mounted on, or integral with, a power steering-gear-assembly. There are several different manual steering gears in current use. The "rack and pinion" type is the choice of most manufacturers. The "recirculation ball" type is a past favorite because the balls act as a rolling thread between the worm shaft and the ball nut. Another manual steering gear once popular in imported cars is the "worm and sector" type. Other manual gears are the "worm and tapered pin steering gear" and the "worm and roller steering gear."
STEERING LINKAGE The steering linkage is made of interconnected parts which move every time the steering wheel is turned. The rotating movement of the steering column activates mechanisms inside the steering box. Tie rod ends, which join the key parts, pass on the steering wheel's motion no matter what the angle of the linkage or the vibration from the road. In a pitman arm steering setup, the movement inside the steering box causes the Pitman shaft and arm to rotate, applying leverage to the relay rod, which passes the movement to the tie rods. The steering arms pick up the motion from the tie rods and cause the steering knuckles to turn the wheels. The steering linkages need regular maintenance for safe operation, such as lubrication and inspection. 2.3 TURNING THE CAR For a car to turn smoothly, each wheel must follow a different circle. Since the inside wheel is following a circle with a smaller radius, it is actually making a tighter turn than the outside wheel. If you draw a line perpendicular to each wheel, the lines will intersect at the center point of the turn. The geometry of the steering linkage makes the inside wheel turn more than the outside wheel.
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Eelectrical Steering System in Automobile To understand turning of a car we will take look at some definitions, Steering ratioThe steering ratio is the ratio of how far you turn the steering wheel to how far the wheels turn. For instance, if one complete revolution (360 degrees) of the steering wheel results in the wheels of the car turning 20 degrees, then the steering ratio is 360 divided by 20, or 18:1. A higher ratio means that you have to turn the steering wheel more to get the wheels to turn a given distance. However, less effort is required because of the higher gear ratio.
Figure2.5: turning the car Generally, lighter, sportier cars have lower steering ratios than larger cars and trucks. The lower ratio gives the steering a quicker response -- you don't have to turn the steering wheel as much to get the wheels to turn a given distance which is a desirable trait in sports cars. These smaller cars are light enough that even with the lower ratio, the effort required to turn the steering wheel is not excessive. There are a couple different types of steering gears. The most common are rack-and-pinion and recirculating ball. STEERING COLUMNS
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Eelectrical Steering System in Automobile Special steering columns have been employed in many foreign made cars which provide safety and ease of operation to the steering. Various types of which are: Energy absorbing steering column This type of column provides safety by collapsing during impact in a front end crash. Also the column incorporates ball bearings fitted between two overlapping tubes. These tubes groove in under impact resulting in efficient energy absorption Tilt wheel steering column This type of steering allows the steering to tilt the steering wheel for ease during entry or exit. Even while driving, the steering can adjust it at convenient angle. This can be done easily by releasing a lever on the side of steering column and moving the wheel into the desired position, where it locks itself in place. Tilt and telescopic steering column This type of steering has all features of the tilt wheel steering explained above in addition to convenience of telescopic steering, which adds to steeringrs comfort. The telescopic motion is under steering wheel, but telescopic and tilting adjustment can be made with no loss of steering control. Steering column with anti-theft lock This type of arrangement provides additional safety against theft. By simply turning the ignition to the lock position and removing the key, the ignition and steering wheel and on some models, the gearshift levers of the transmission are locked simultaneously. In Maruti 800 car the steering lock is provided when the ignition key is removed and the steering gets locked. When the ignition key is removed and the steering wheel is turned to one extreme, the steering gets locked. When the ignition key is inserted in its slot and turned the lock is off. 2.4 MECHANICAL STEERINGS The different types of mechanical steering used in modern cars are: RACK AND PINION STEERING RECIRCULATING BALL BEARING
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Eelectrical Steering System in Automobile MANUAL WORM AND SECTOR STEERING WORM AND TAPERED PEG STEERING MANUAL WORM AND ROLLER STEERING WORM AND WHEEL STEERING WORM AND NUT STEERING RACK AND PINION STEERING
Rack-and-pinion steering is quickly becoming the most common type of steering on cars, small trucks and SUVs. It is actually a pretty simple mechanism. A rack-and-pinion gear set is enclosed in a metal tube, with each end of the rack protruding from the tube. A rod, called a tie rod, connects to each end of the rack. The pinion gear is attached to the steering shaft. When you turn the steering wheel, the gear spins, moving the rack. The tie rod at each end of the rack connects to the steering arm on the spindle.
Figure 2.6: rack and pinion steering
The rack-and-pinion gear set does two things:
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Eelectrical Steering System in Automobile It converts the rotational motion of the steering wheel into the linear motion needed to turn the wheels. It provides a gear reduction, making it easier to turn the wheels. On most cars, it takes three to four complete revolutions of the steering wheel to make the wheels turn from lock to lock (from far left to far right). Some cars have variable-ratio steering, which uses a rack-and-pinion gear set that has a different tooth pitch (number of teeth per inch) in the center than it has on the outside. This makes the car respond quickly when starting a turn (the rack is near the center), and also reduces effort near the wheels turning limits. RECIRCULATING BALL STEERING
Recirculating-ball steering is used on many trucks and SUVs (sport utility vehicle) today. The linkage that turns the wheels is slightly different than on a rack and pinion system. The recirculating ball steering gear contains a worm gear. You can imagine the gear in two parts. The first part is a block of metal with a threaded hole in it.
Figure 2.7: recirculating ball bearing steering
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Eelectrical Steering System in Automobile This block has gear teeth cut into the outside of it, which engage a gear that moves the pitman arm. The steering wheel connects to a threaded rod, similar to a bolt that sticks into the hole in the block. When the steering wheel turns, it turns the bolt. Instead of twisting further into the block the way a regular bolt would, this bolt is held fixed so that when it spins, it moves the block, which moves the gear that turns the wheels. Instead of the bolt directly engaging the threads in the block, all of the threads are filled with ball bearings that recirculate through the gear as it turns. The balls actually serve two purposes: First, they reduce friction and wear in the gear; second, they reduce slop in the gear. Slop would be felt when you change the direction of the steering wheel without the balls in the steering gear, the teeth would come out of contact with each other for a moment, making the steering wheel feel loose. MANUAL WORM AND SECTOR STEERING The manual worm and sector steering gear assembly uses a steering shaft with a three-turn worm gear supported and straddled by ball bearing assemblies. The worm meshes with a 14-tooth sector attached to the top end of the pitman arm shaft. In operation, a turn of the steering wheel causes the worm gear to rotate the sector and the pitman arm shaft. This movement is transmitted to the pitman arm and throughout the steering train to the wheel spindles. WORM AND TAPERED PEG STEERING
The manual worm and tapered peg steering gear has a three-turn worm gear at the lower end of the steering shaft supported by ball bearing assemblies. The pitman shaft has a lever end with a tapered peg that rides in the worm grooves. When the movement of the steering wheel revolves the worm gear, it causes the tapered peg to follow the worm gear grooves. Movement of the peg moves the lever on the pitman shaft, which in turn moves the pitman arm and the steering linkage. MANUAL WORM AND ROLLER STEERING
Various manufacturers use the manual worm and roller steering gear. This steering gear has a three-turn worm gear at the lower end of the steering shaft. Instead of a sector or
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Eelectrical Steering System in Automobile tapered peg on the pitman arm shaft, the gearbox has a roller assembly (usually with two roller teeth) that engages the worm gear. The assembly is mounted on anti-frictional bearings. When the roller teeth follow the worm, the rotary motion is transmitted to the pitman arm shaft, pitman arm and into the steering linkage. WORM AND WHEEL STEERING GEAR
The movement of the steering wheel turns the worm, which in turn steering the worm wheel. Attached to the wheel spindle rigidly is drop arm, so that a rotation of steering wheel corresponds to a linear motion of the drop arm end, which is connected to the link rod as has already been discussed. In place of worm wheel, only a sector is also sometimes used, but the complete wheel has an advantage over the later in that in this case backlash due wearing of the tooth of the worm and worm wheel can be easily adjusted. For this purpose the worm wheel is mounted over an eccentric bush. When the teeth worn out problem is how to bring the worm and the wheel together to take up the wear. This is done by rotating the bush through a certain angle.
WORM AND NUT STEERING GEAR Here the steering wheel rotation rotates the worm, which in turn moves the nut along
its length. This cause the drop arm ends to move linearly, further moving the link rod and thus steering the wheel. 2.5 POWER STEERING POWER RACK AND PINION STEERING POWER RECIRCULATING BALL BEARING STEERING HYDRAULIC POWER STEERING ELECTROHYDRAULIC POWER STEERING ELECTRIC POWER STEERING ACTIVE STEERING STEER BY WIRE
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POWER RACK AND PINION
When the rack-and-pinion is in a power-steering system, the rack has a slightly different design as shown in figure no. 4.
Figure 2.7: power rack and pinion steering assembly
Part of the rack contains a cylinder with a piston in the middle. The piston is connected to the rack. There are two fluid ports, one on either side of the piston. Supplying higher-pressure fluid to one side of the piston forces the piston to move, which in turn moves the rack, providing the power assist. POWER RECIRCULATING BALL BEARING SYSTEM
Power steering in a recirculating-ball system works similarly to a rack-and-pinion system. Supplying higher-pressure fluid (fluid is always a oil) to one side of the block provides assist.
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HYDRAULIC POWER STEERING SYSTEM
The hydraulic power steering system today (fig. 5) is the most used steering system. It is based on the components of the mechanical steering system, in addition there is a hydraulic system, usually consisting of hydro pump with V-belt steering, hydraulic lines, oil reservoir and steering valve. The essential new function of this power steering is the hydraulic support of the steering movement, so that the steeringrs steering-wheel effort is reduced.
Figure 2.8: hydraulic power steering
Therefore in the event of failure, the loss of steering boost arises as a new safety aspect in comparison to purely manual steering. This can be caused by a leakage of the hydraulic system or by a hydro pump failure. Since by design the manual steering system is further available, in case of a failure the steering function is further available and the steering can adapt himself by the usually slowly rising steering-wheel effort in good time to the missing steering boost.
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CHAPTER 3
CONCEPT AND ITS DEVELOPMENT
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3.1 ELECTRIC POWER STEERING SYSTEM The electric power steering system (Fig.3.1) combines a mechanical steering system with an electronically controlled electric motor to a dry power steering. The hydraulic system, which so far delivered the steering boost, is substituted by an electrical system. For this, a torque sensor measures the steering wheel torque and an electronic control unit calculates the necessary servo torque. This is delivered by an electric motor in such a way that the desired torque curve at the steering wheel is created. Depending on the necessary steering forces the electric motor engages by a worm gear at the steering column or at the pinion and for high forces directly at the rack by a ball-andnut gear. In above figure.10 the pinion-solution is represented, which is intended for middle class vehicles.
Figure.3.1: electric power steering The components involved in the electrical power steering are besides the mechanical steering components: Electric motor, Electronic control unit, Power electronics,
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Eelectrical Steering System in Automobile Steering wheel torque sensor and CAN data bus to other systems The electrical power steering system offers large benefits compared to the hydraulic power steering. Apart from about 80% lower energy consumption the omission of the hydraulic fluid increases the environmental compatibility. The electrical power steering is delivered to the car manufacturer as a complete system module ready-to install. The adaptation of the servo power assistance to certain vehicle types as well as the modification of the control strategy dependent on different parameters and vehicle sizes are easily and rapidly feasible. From the safety point of view as with the other power steering systems due to failures in electrical components, again the steering boost can be impaired, here by faults of components of the electrical servo system. The steering systems unintentional self activity as well as too strong steering boosts is to be concerned as new potential safety critical effects, which must be avoided by appropriate countermeasures. FUNCTIONAL DESCRIPTION OF ELECTRICAL STEERING SYSTEMS
Figure3.2: System structures of safe electrical steering systems
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Eelectrical Steering System in Automobile In an electrical power steering system the steering torque initiated by the steering (Fig.3.2) is measured by a steering wheel torque sensor and is fed into an electronic control unit. The later then calculates along with the driving speed a reference torque for the steering motor, which, however, can optionally also depend on the steering angle and steering angle velocity. By means of the calculated reference torque the currents of the steering motor are actuated. Figure 8 shows the pinion-type realization; where at the pinion the electrical torque is superimposed to the torque initiated by the steering. In further versions both torques can be superimposed either on the steering column or on the rack. In case of a failing electrical component of this steering system the non-boosted mechanical intervention by the steering is maintained. 3.2 SAFETY FEATURES Detecting and evaluating all electrical failures accomplish the systems fail-safe behavior concerning electrical faults. In case of major electrical faults the electrical power steering system is switched off. Sensor failures or failures in the electronic control unit might be considered as an example, resulting in an unintentional self-activity of the steering or in a too strong steering boost. Risks of that kind are avoided by an effective monitoring strategy where failures are detected on time and the power steering system is switched-off. One detection method for this constitutes checking sensor signals and motor currents for plausible system conditions on a second path. 3.3 BMW Active Steering BMW's Active Steering, a true breakthrough in steering technology, supports the steering at all speeds, particularly in the lower and medium speed range where dynamic steering offers a genuine increase in driving pleasure.
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Eelectrical Steering System in Automobile In a situation like where one quality is of particular significance: the correct steering response this car must meet a wide range of different requirements. At medium speeds, for example, the front wheels must respond as directly as possible to the steering commands. With increasing road speeds on the other hand, the steering transmission should become less direct. The demands made on the steering system therefore vary most significantly from case to case, with the overriding requirement that the steering always receives authentic feedback from the steering system itself.
Figure 3.3. Active steering
On a conventional steering system the steeringr's steering commands are always conveyed the same way due to the strictly defined transmission ratio between the steering wheel and the front wheels of the car (even if the transmission becomes more progressive with increasing wheel lock). Direct steering that would be ideal at low speeds remains direct, although a much more indirect steering transmission ratio would be appropriate at high speeds in order to compensate for the physically induced increase in steering
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Eelectrical Steering System in Automobile sensitivity as a function of higher speeds on the road. Conversely, the same also applies to indirect steering: The ideal steering transmission ratio at high speeds makes the process of steering hard work at lower speeds, requiring the steering to turn the steering wheel much more and with much higher forces than necessary related to the position of the wheels on the road. Conventional steering systems, therefore, are always a compromising of these two extremes. BMW's innovative Active Steering now revolutionizes the entire steering process by overriding this seemingly insoluble conflict of interests, varying the steering angle of the front wheels specifically according to the steerings requirements. In this process, Active Steering combines the advantages of all electronic steer-by-wires steering without any mechanical link between the steering wheel and the front wheels (purely electronic transmission of signals) with the authentic steering feedback that only a mechanical steering system is currently able to provide. Accordingly, Active Steering sets a new standard in agility, comfort and safety on the road.
Figure 3.4: actual photo presenting location and view of active steering
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Eelectrical Steering System in Automobile In technical terms the various functions and benefits offered by Active Steering are based on the principle of overlapping steering angles: An electromechanical adjuster between the steering wheel and the steering gearbox adds an additional steering angle to the angle predetermined by the steering. The core element of BMW's revolutionary Active Steering is therefore the override steering effect provided by the planetary gearing with two incoming and one outgoing shaft integrated in the split steering column. One incoming shaft is connected with the steering wheel; the second is steering by an electric motor via a self-inhibiting gear wheel transmission and thus serving to reduce the transmission ratio. The overall steering angle finally coming out on the outgoing shaft is made up of the angle determined by the steering on the steering wheel and the angle determined by the electric motor. Steering forces when turning the wheels, however, are not determined by the electric motor, but rather by conventional power steering assistance. Additional components of Active Steering are the separate control unit and various sensors for determining both current driving conditions and the steeringr's commands. And last but not least, Active Steering communicates directly with the DSC control unit through the car's on-board communication network. Depending on driving conditions, Active Steering either increases or reduces the steering angle on the front wheels. At low speeds the actuator follows the steeringr's steering commands, increasing wheel lock at the front and reducing the effort required in steering. On the road this means a far more direct steering transmission ratio than with conventional cars up to a medium speed level, steering forces remaining comfortably low as with BMW's well-known Servotronic. At high speeds the actuator operates by reducing the steering angle. This reduces the steering lock on the front wheels and makes the steering transmission ratio more indirect, thus providing the high standard of a conventional BMW steering on fast stretches of the Autobahn. Steering forces are increased in the process in order to prevent any undesired movement of the steering-wheel. In critical situations on the road Active Steering modifies the position of the steering wheels determined by the steering, thus stabilizing the car much faster and more efficiently than the steering would be able to do himself.
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Eelectrical Steering System in Automobile Active Steering enhances the typical virtues of BMW steering, making the car even more agile and nimble at low and medium speeds while retaining that authentic steering feedback and even offering a genuine "kart" feeling at low speed-levels. Active Steering also serves to enhance steering comfort. While the steering has to turn the steering wheel approximately three times in a current BMW from lock to lock, active steering reduces this control process to just two turns of the steering wheel by cutting back the steering wheel angle at low and medium road speeds. The steering will immediately enjoy the reduced steering force, for example when maneuvering in confined parking spaces or when taking a sharp turn in town. Crossing over your hands on the steering wheel, for example on a winding mountain pass, is hardly necessary any more with Active Steering. So while the steering often has no choice in a car with conventional steering but to cross over his arms, in a BMW equipped with Active Steering his hands will always remain where they should be: in exactly the right position on the steering wheel. This guarantees unrestricted, smooth and easy operation of the multifunction buttons and SMG paddles shifting the Sequential Manual Gearbox directly on the steering wheel, ensuring superior safety and response in every situation on the road. The greater agility and enhanced dynamic performance provided by Active Steering comes out particularly clearly in the slalom test, simulating sudden steering maneuvers at low and medium speeds: Active Steering gives the steering much better control of the car than conventional steering, combined with significantly enhanced steering precision and an equally significant reduction of steering forces. And ultimately, the greater comfort and control provided by Active Steering helps to keep the steering fit and avoid any fatigue at the wheels. With increasing road speeds, Active Steering reduces the steering wheel lock and makes the steering transmission ratio more indirect. To put it in simple terms, the steering would now have to move the steering wheel further than at low speeds in order to obtain the same lock on the front wheels. This efficiently avoids common mistakes at the wheel, for example with the steering abruptly wrenching round the steering wheel when panicking at high speeds. A further advantage of an indirect steering transmission ratio at high speeds, finally, is the perfect straight line tracking stability.
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3.4 STEER BY WIRE SYSTEMS The main feature of future steering systems is the missing direct mechanical link between steering wheel and steered wheels. With such a steer-by-wire steering system (Fig.3.5) the missing steering columns function must be reproduced in both directions of action. In forward direction the angle set by the steering at the steering wheel is measured by a steering angle sensor and transferred with the suitable steering ratio to the wheels. In reverse direction the steering torque occurring at the wheels is picked up via a torque sensor and attenuated respectively, modified fed back to the steering as a counter torque on the steering wheel.
Figure 3.5.sbw explanatory sketch
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Eelectrical Steering System in Automobile First, steering wheel module and steering module are implemented with familiar components of mechanical and electrical steering systems, like: Steering wheel, gearbox, electrical motors, rack. The operational principle is, however, in principle open for more futuristic designs like side stick operation on the steeringrs side and single wheel steering on the wheel side. While in systems with mechanical connection in the case of electrical errors only the steering boost is concerned, corresponding measures must be taken with steer-by-wire systems, that in case of any electrical failure steering control is always guaranteed. ADVANTAGES OF STEER-BY-WIRE SYSTEMS Steer by-wire is a universal actuator for automatic steering intervention. For vehicle dynamic steering intervention a steering angle actuator is needed which does not affect the steering wheel while rapidly correcting the vehicle wheels. On the other hand, a torque actuator will be needed for automatic lateral guidance interference and future steering systems of autonomous driving, thus imparting a superimposed torque onto the steering wheel and letting the steering with that know the intended direction, evaluated by the lateral guidance control system. Steer-by-wire meets both requirements ideally. Along with "steering by wire and "brake by wireit provides the condition to materialize vehicle dynamics and comfort oriented automatic controls in one system. Design advantages for the automaker the rigid steering column curbs the design freedom for the engine compartment. On either side space has to be provided (left-hand or right-hand driving). Steer-by-wire implies that no steering column impairs the good usage of engine compartment.
CHAPTER 4
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DESIGN
Design consists of application of scientific, principles, technical information and imagination for development of new or improvised machine or mechanism to perform a specific with maximum economy & efficiency. Hence a careful design approach has to be adopted. The total design work has been split up into two parts; System design Mechanical Design
System design mainly concerns the various physical constraints and ergonomics, space requirements, arrangement of various components on main frame at system, man + machine interaction, No. of controls, position of controls, working environment of machine, chances of failure, safety, measures to be provided, servicing aids, ease of maintenance, scope of improvement, weight of machine from ground level, total weight of machine and a lot more. In mechanical design the components are listed down and stored on the basis of their procurement, design in two categories namely, Designed Parts Parts to be purchased
For designed parts detached design is done & distinctions thus obtained are compared to next highest dimensions which are readily available in market. This amplifies the assembly as well as postproduction servicing work. The various tolerances on the works are specified. The process charts are prepared and passed on to the manufacturing stage. The parts which are to be purchased directly are selected from various catalogues & specified so that anybody can purchase the same from the retails shop with given specifications. 4.1 SYSTEM DESIGN
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In system design we mainly concentrated on the following parameters:1. System Selection Based on Physical Constraints While selecting any machine it must be checked whether it is going to be used in a large scale industry or a small scale industry. In our case it is to be used by a small scale industry .So space is a major constrain. The system is to be very compact so that it can be adjusted to corner of a room. The mechanical design has direct norms with the system design. Hence the foremost job is to control the physical parameters, so that the distinctions obtained after mechanical design can be well fitted into that. 2. Arrangements of Various Components Keeping into view the space restrictions the components should be laid such that their easy removal or servicing is possible. More over every component should be easily seen none should be hidden. Every possible space is utilized in components arrangements. 3. Components of System As already stated the system should be compact enough so that it can be accommodated at a corner of a room. All the moving parts should be well closed & compact. A compact system design gives a high weighted structure which is desired. Man Machine Interaction. The friendliness of a machine with the operator that is an important criteria of design. It is the application of anatomical & psychological principles to solve problems arising from Man Machine relationship. Following are some of the topics included in this section.
4. Chances of Failure The losses incurred by owner in case of any failure are important criteria of design. Factor safety while doing mechanical design is kept high so that there are
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Eelectrical Steering System in Automobile Less chances of failure. Moreover periodic maintenance is required to keep unit healthy. 5. Servicing Facility The layout of components should be such that easy servicing is possible. Especially those components which require frequents servicing can be easily disassembled. Scope of Future Improvement Arrangement should be provided to expand the scope of work in future. Such as to convert the machine motor operated; the system can be easily configured to required one. The die & punch can be changed if required for other shapes of notches etc. 6. Height of Machine from Ground For ease and comfort of operator the height of machine should be properly decided so that he may not get tried during operation. The machine should be slightly higher than the waist level, also enough clearance should be provided from the ground for cleaning purpose. 7. Weight of Machine The total weight depends upon the selection of material components as well as the dimension of components. A higher weighted machine is difficult in transportation & in case of major breakdown; it is difficult to take it to workshop because of more weight . 4.2 MECHANICAL DESIGN Mechanical design phase is very important from the view of designer as whole success of the project depends on the correct design analysis of the problem. Many preliminary alternatives are eliminated during this phase Designer should have adequate knowledge above physical properties of material, loads stresses, deformation, and failure. Theories and wear analysis. He should identify the external and internal force acting on the machine parts. This force may be classified as; 1] Dead weigh forces 2] Friction forces
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Eelectrical Steering System in Automobile 3] Inertia forces 4] Centrifugal forces 5] Forces generated during power transmission etc. Designer should estimate these forces very accurately by using design equations. If he does not have sufficient information to estimate them he should make certain practical assumptions based on similar conditions. This will almost satisfy the functional needs. Assumptions must always be on the safer side. Selection of factors of safety to find working or design stress is another important step in design of working dimensions of machine elements. The corrections in the theoretical stress value are to be made according in the kinds of loads, shape of parts & service requirements. Selection of material should be made according to the condition of loading shapes of products environments conditions & desirable properties of material Provision should be made to minimize nearly adopting proper lubrications methods. In, mechanical design the components are listed down & stored on the basis of their procurement in two categories. 1] Design parts 2] Parts to be purchased For design parts a detailed design is done & designation thus obtain are compared to the next highest dimension which is ready available in market. This simplification the assembly as well as post production service work. The various tolerances on the work are specified. The processes charts are prepared & passed on to the work are specified. The parts to be purchased directly are selected from various catalogues & specification so that anybody can purchase the same from retail shop with the given specifications. MOTOR SELECTION 1- PHASE INDUCTION MOTOR ( 2 POLE ) MAKE:- REVOLUTION TECHNOLOGY
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Eelectrical Steering System in Automobile VOLTS, 0.05 Hp SPEED = 30 rpm ( DC MOTOR ) FRAME SIZE = 71 CURRENT = 1.70 AMP TORQUE = O.17 kg .M TEFC CONSTRUCTION. DETAILS OF FRAME SIZE: 71 (FOOT MOUNTED) A) TORQUE ANALYSIS :Torque at spindle is given by P= 2NT 60 Where; T = Torque at spindle (Nm) P = POWER (kw) N = Speed (rpm) T = 185 x 60 2 x 600 T = 2.94 N.m Considering 25% overload; T design = 1.25 T = 1.25x 2.94 =3.68 N.m T design = 3.68 N.m 4.3 DESIGN OF MAIN SPINDLE. T Design = 1.5234 Nm. = 1.5234 x 10 3 N.mm Selection of main spindle material
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Eelectrical Steering System in Automobile Ref: - PSG Design Data Pg No.:- 1.10 & 1.12. 1.17 Designation EN 24(40 N; 2 cr 1 Mo28) Using ASME code of design Allowable shear stress; Fs all is given stress; Fs all = 0.30 syt = 0.30 x 600 = 180N/mm2 Fs all = 0.18 x Sult = 0.18 x720 = 130 N/mm2 Considering minimum of the above values; fs all =130 N/mm2 a) Considering pure torsional load; T design = II fs all d3 ---16 d 3 = 16 x 3.68 x 10 3 II x 97.5 d = 5.77 mm Selecting minimum diameter of spindle = 10 mm 4.4 Selection of Bearing Spindle bearing will be subjected to purely medium radial loads; hence we shall use ball bearings for our application. Selecting; single Row deep groove ball bearing as follows; Series 62 Ultimate Tensile Strength N/mm2 720 Yield strength N/mm 600
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Eelectrical Steering System in Automobile I S I No. 20 BC02 Bearing of Basic design No. ( SKF ) 6000 d 10 D1 12 D 26 D2 22 B 10 Basic Capacity 10000 6550
P=XF+YFa For our application F a = o P=XFr Where F r = 204.5 N As; F r < e X = 1 P=Fr Max radial load = F r = 204.5 N P = 204.5 N Calculation dynamic load capacity of bearing L = (C) p where p =3 for ball bearings P When P for ball Bearing For m/c used for eight hr of service per day; L h = 12000- 20000 hr But; L = 60 n L h/10 L = 600 million rev Now; 600 = ( C )3/( 204.5)3 C =1724.8 N As the required dynamic capacity of bearing is less than the rated dynamic capacity of bearing
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CHAPTER 5
COMPONENTS USED IN SYSTEM AND ITS PROPERTIE
SR NO. 1 2 3 4 5 6 7 8 9 10
PART CODE
DESCRIPTION FRAME GEAR MOTORS WHEELS SHAFT BALL BEARINGS AXLE SHAFT BEARING MOUNTER BEARING SUPPORTER1 NUT AND BOLT RACK AND PINION
QTY 1 1 2 2 4 2 2 2
MATERIAL MS STD RUBBER 40C8 STD C30 STD STD STD
STD
5.1 USED MATERIALS AND THEIR PROPERTIES The materials used in this project are detailed as follows FERROUS MATERIALS A ) Mild steel EN 4 to EN 6 Carbon 0.15% to 0.35% Tensile strength 1200/1420MPA Yield strength 750/1170 MPA B) C30 Carbon 0.25% to 0.35% Tensile strength 620 MPA Yield strength 400 MPA Izod Impact Value 55 Nm
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Eelectrical Steering System in Automobile % Minimum Elongation 21 C30 material is generally used for cold formed levers, hardened and tempered tie rods, Cables, Sprockets, Hubs and Bushes Steel Tubes. C) 40C8 Carbon 0.25% to 0.35% Tensile strength 620 MPA Yield strength 400 MPA Izod Impact Value 55 Nm 5.2 NON METALLIC MATERIALS The non-metallic materials are used in engineering practice due to their low density, low cost, flexibility, resistance to heat and electricity. Though there are many nonmetallic materials, important materials used in our project are listed below: A) PLASTIC (NYLON): The plastics are synthetic materials which are molded into shape under pressure with or without the application of heat. These can also be cast, rolled, extruded, laminated, and machined. Following are the two types of plastics; (a) Thermosetting plastics (b) Thermoplastics. The thermosetting plastics are those which are formed into shape under heat and pressure is applied, it becomes hard by a chemical change known as phenol formaldehyde (Bakelite), phenol-furfural (Durite), urea-formaldehyde (Plaskon), etc. 2. RUBBER: It is one of the most important natural plastics. It resists abrasion, heat, strong alkalies, and fairly strong acids. Soft rubber is used for electrical insulations. It is also used for power transmission belting, being applied to woven cotton as a base. The hard rubber is used for piping and as lining for pickling tanks.
CHAPTER 6
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Eelectrical Steering System in Automobile FABRICATION DETAILS 6.1 PART NAME: SHAFT Part weight 1kg Part material C30 Part quantity 4 Part size 20 x 110 mm. Sr. No. 1 2 3 Operation Cutting the material as per our required size. Facing both side After inserting the Bering knurling at distance 35mm Machine Power Hacksaw Lathe machine Lathe machine Tool Hacksaw Blade facing tool Knurling tool Time 10 min 10 min 10 min
6.2 PART NAME: BEARING MOUNTER-1 Part weight 1 kg Part material M.S Part quantity 4 Part size 60 x 10 x 60 mm.
Sr. No. 1 2 3
Operation Cutting the material as per our required size. Drilling 10mm hole Make 42mm
Machine Power Hacksaw Lathe machine Lathe machine
Tool Hacksaw Blade Drilling Bit 10mm Boring tool
Time 10 min 10 min 15 min
6.3 PART NAME: BEARING MOUNTER-2 Part weight 1 kg
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Eelectrical Steering System in Automobile Part material M.S Part quantity 4 Part size 40 x 16 x 160mm. Sr. No. 1 2 3 Operation Cutting the material as per our required size. Drilling 10mm Make 42mm Machine Power Hacksaw Lathe machine Lathe machine 6.4 PART NAME: LOWER FRAME Part material M.S Part quantity 1 Part size 2. Lower Part 300 x 600 x 80 mm, t = 15 mm Sr. No. 1 2 Operation Cutting the material as per our required size. Welding of a frame Machine Power Hacksaw Arc welding Tool Hacksaw Blade Welding holder Time 40 min 40 min Tool Hacksaw Blade Drilling Bit 10mm Boring tool Time 10 min 10 min 15 min
CHAPTER 7 COST ESTIMATION 7.1 COST OF MATERIAL:
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Sr.No 1 2 3 4
Part Name Shaft Bearing Mounter plate Motor Mounter plate Frame
Weight 1 kg 3 kg 3 kg 2 kg 60 60 60 60
Rate/kg
Total Cost 180 30 15 240 555
Rs.
7.2 COST OF STANDARD PARTS: Sr.No 1 2 3 4 5 6 Part Gear Motor Rack and pinion Bearing holder Ball Bearing Wheel Nut and bolt Quantity 1 1 4 4 2 20 Rate/unit 2700 100 500 30 500 1 Rs. Total Cost 2700 100 1000 150 1000 20
7.3 OTHER COST: Sr. No 1 2 3 Details Painting Transport Other/overhead Rs. 7.4 TOTAL PROJECT COST: Cost of material + Cost of machining + Cost of std. part + other Cost = 555 + 1710 + 12190 + 1150 = 15605/Total project cost = Rs. 15700/Total Cost 150 300 700 1150
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CHAPTER 8
APPLICATIONS
It is very much useful for heavy load vehicles. This Electrical steering system can be used for smooth steering of the vehicles. Thus it can be useful for many automobile companies such as TATA, FIAT, MAHHINDRA etc.
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8.1 ADVANTAGES It gives smooth and effortless steering system. It also provides a steering system with less linkages and moving parts. . Low Cost Automation Project 8.2 DISADVANTAGES To apply this steering systems to automobile vehicles, lot of improvements is required which may increase the cost of system.
CHAPTER 9
CONCLUSION
This contribution presented various types of electrical steering systems and their safety aspects. Rather, an electric motor is used, yielding energy savings and flexibility of installation. Electrical power steering pursues this trend and offers additional advantages since no hydraulic system is required. A steer-by-wire system with hydraulic backup and a purely electrical system were discussed. It had been stated that redundant fail-safe
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Eelectrical Steering System in Automobile structures for electric and electronic components are to be established due to the fact that no mechanical or hydraulic connection between steering wheel and vehicle wheels are available. Future innovative steering functions, such as vehicle dynamic interventions, collision avoidance, individual wheel steering, tracking assistance, automatic lateral guidance, and finally autonomous driving functions will be implemented in a system compound of various vehicle systems. Future steering systems will thus have to be integrated into a system compound, in terms of interfaces and functions. The steer-by-wire principle becomes absolutely necessary when those innovative functions are to be achieved. The transition to purely electrical steering systems will proceed step by step, both for safety reasons and acceptance by the customer. The path will lead from electrical power steering via a steer-by-wire system with a hydraulic or mechanical backup towards purely electrical steer-by-wire systems.
CHAPTER 10
.
REFERENCES
Internet : Automotive Engineering International Online, Delphi Automotive Systems;
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Eelectrical Steering System in Automobile Joseph, Heitner.Automotive Mechanics, CBS Publishers and Distribution.
Narang G.B.S.Automobile Engineering, S.Chand and Company Ltd.
Crouse, W.H.Automotive Mechanics, TATA McGraw Hill Publishing Company Ltd. 1. Vering on narrow roads and during parking becomes easier.
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Eelectrical Steering System in Automobile A Project Report On

ELECTRICAL STEERING SYSTEM IN AUTOMOBILE

Under the Guidance of Professor P.D.KULKARNI

Eelectrical Steering System in Automobile

TATYASAHEB KORE INSTITUTE OF ENGINEERING &TECHNOLOGY WARANANAGAR DEPARTMENT OF MECHANICAL ENGINEERING

Dr. A. M. Potdar (Principal)

Eelectrical Steering System in Automobile

Eelectrical Steering System in Automobile

PHOTOGRAPH OF PROJECT BATCH WITH GUIDE

Eelectrical Steering System in Automobile

Eelectrical Steering System in Automobile

Eelectrical Steering System in Automobile

8. APPLICATIONS 8.1 Advantages 8.2 Disadvantages 9. CONCLUSION 10. REFERENCE

Eelectrical Steering System in Automobile

Eelectrical Steering System in Automobile

Eelectrical Steering System in Automobile

1.2 Need Of The Project

Eelectrical Steering System in Automobile

1.3 WORKING PRINCIPLE

Figure 1.1: Basic Components Of Steering System

Figure 1.3: Off-centerline angle

Eelectrical Steering System in Automobile

Figure1.4: Steering geometry parallelogram

Eelectrical Steering System in Automobile

Eelectrical Steering System in Automobile

Eelectrical Steering System in Automobile

Figure2.3: Over steer

Figure 2.6: rack and pinion steering

The rack-and-pinion gear set does two things:

Figure 2.7: recirculating ball bearing steering

Eelectrical Steering System in Automobile

POWER RACK AND PINION

Figure 2.7: power rack and pinion steering assembly

Eelectrical Steering System in Automobile

HYDRAULIC POWER STEERING SYSTEM

Figure 2.8: hydraulic power steering

Eelectrical Steering System in Automobile

CONCEPT AND ITS DEVELOPMENT

Eelectrical Steering System in Automobile

Figure3.2: System structures of safe electrical steering systems

Figure 3.3. Active steering

Eelectrical Steering System in Automobile

Figure 3.5.sbw explanatory sketch

Eelectrical Steering System in Automobile

Eelectrical Steering System in Automobile

Eelectrical Steering System in Automobile

COMPONENTS USED IN SYSTEM AND ITS PROPERTIE

MATERIAL MS STD RUBBER 40C8 STD C30 STD STD STD

Machine Power Hacksaw Lathe machine Lathe machine

Tool Hacksaw Blade Drilling Bit 10mm Boring tool

Time 10 min 10 min 15 min

6.3 PART NAME: BEARING MOUNTER-2 Part weight 1 kg

CHAPTER 7 COST ESTIMATION 7.1 COST OF MATERIAL:

Eelectrical Steering System in Automobile

Total Cost 180 30 15 240 555

Eelectrical Steering System in Automobile

Eelectrical Steering System in Automobile

Internet : Automotive Engineering International Online, Delphi Automotive Systems;

Narang G.B.S.Automobile Engineering, S.Chand and Company Ltd.

Eelectrical Steering System in Automobile

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