ABSTRACT

The basic aim of steering is to ensure that the wheels are pointing in the desired
directions. This is typically achieved by a series of linkages, rods, pivots and
gears. One of the fundamental concepts is that of caster angle each wheel is
steered with a pivot point ahead of the wheel; this makes the steering tend to be
self-centring towards the direction of travel. When the driver turns the steering
wheel, a shaft from the steering column turns a steering gear. The steering gear
moves tie rods that connect to the front wheels. The tie rods move the front wheels
to turn the vehicle right or left. The steering system must provide control over the
direction of travel of the vehicle; good maneuverability for parking the vehicle;
smooth recovery from turns, as the driver releases the steering wheel; and
minimum transmission of road shocks from the road surface. The steering system
provides control over direction of travel, good manoeuvrability, smooth recovery
from turns, and minimum transmission of road shocks.
1. INTRODUCTION

The most conventional steering arrangement is to turn the front wheels using a
handoperated steering wheel which is positioned in front of the driver, via
the steering column, which may contain universal joints (which may also be part
of the collapsible steering column design), to allow it to deviate somewhat from a
straight line. Other arrangements are sometimes found on different types of
vehicles, for example, a tiller or rearwheel steering. Tracked vehicles such
as bulldozers and tanks usually employ differential steering that is, the tracks
are made to move at different speeds or even in opposite directions,
using clutches and brakes, to bring about a change of course or direction.

The direction of motion of a motor vehicle is controlled by a steering system.

A basic steering system has 3 main parts: A steering box connected to the steering
wheel. The linkage connecting the steering box to the wheel assemblies at the
front wheels. And front suspension parts to let the wheel assemblies pivot.

When the driver turns the steering wheel, a shaft from the steering column turns a
steering gear. The steering gear moves tie rods that connect to the front wheels.
The tie rods move the front wheels to turn the vehicle right or left.

Steering is the collection of components, linkages, etc. which allow

a vessel (ship, boat) or vehicle (car, motorcycle, bicycle) to follow the desired
course. An exception is the case of rail transport by which rail tracks combined
together with railroad switches (and also known as 'points' in British English)
provide the steering function. The primary purpose of the steering system is to
allow the driver to guide the vehicle.
 Figure-1.1 Steering gear

There are 2 basic types of steering boxes - those with rack-and-pinion gearing, and
those with worm gearing. In both cases, the gearing in the steering box makes it
easier for the driver to turn the steering wheel, and hence, the wheels.

A rack-and-pinion steering system has a steering wheel, a main-shaft, universal

joints, and an intermediate shaft. When the steering is turned, movement is
transferred by the shafts to the pinion. The pinion is meshed with the teeth of the
rack, so pinion rotation moves the rack from side to side. This type of steering is
used on passenger vehicles because it is light, and direct.

This steering system has worm gearing. It provides a gear reduction, and a 90
degree change in direction. It has more parts and joints than the rack type, but it is
more robust, and may be used on heavier vehicles.
To allow heavy transport vehicles to carry extra weight, two steering axles may be
used. Theyre connected by a link to a common steering box. These vehicles are
called tandem, or twin-steered vehicles.

Some passenger vehicles also steer the rear wheels slightly. This gives improved
manoeuvrability. The system is known as 4-wheel steering.

It can be controlled mechanically, through a direct connection, between the front

and rear steering boxes.

Or it can be computer-controlled.

With heavier vehicles, increased use of front-wheel-drive, and wider, low-profile

tyres, more steering effort is needed, so power steering is used.

An engine-driven hydraulic pump provides pressure that helps the driver steer the
vehicle. The power steering system is designed so that the vehicle can still be
controlled, even if the engine or the power steering system, fails.
2. WHEELED VEHICLE STEERING

2.1 Basic geometry

The basic aim of steering is to ensure that the wheels are pointing in the desired
directions. This is typically achieved by a series of linkages, rods, pivots and
gears. One of the fundamental concepts is that of caster angle each wheel is
steered with a pivot point ahead of the wheel; this makes the steering tend to be
self-centring towards the direction of travel.

The steering linkages connecting the steering box and the wheels usually conform
to a variation of Ackermann steering geometry, to account for the fact that in a
turn, the inner wheel is actually travelling a path of smaller radius than the outer
wheel, so that the degree of toe suitable for driving in a straight path is not suitable
for turns. The angle the wheels make with the vertical plane also influences
steering dynamics (camber angle) as do the tires.

Many modern cars use rack and pinion steering mechanisms, where the steering
wheel turns the pinion gear; the pinion moves the rack, which is a linear gear that
meshes with the pinion, converting circular motion into linear motion along the
transverse axis of the car (side to side motion). This motion applies
steering torque to the swivel pin ball joints that replaced previously
used kingpins of the stub axle of the steered wheels via tie rods and a
short lever arm called the steering arm.

The rack and pinion design has the advantages of a large degree of feedback and
direct steering "feel". A disadvantage is that it is not adjustable, so that when it
does wear and develop lash, the only cure is replacement.
BMW began to use rack and pinion steering systems in the 1930s, and many other
European manufacturers adopted the technology. American automakers adopted
rack and pinion steering beginning with the 1974 Ford Pinto.[1]

Figure 2.1.1 Ackermann Steering mechanism

Older designs use two main principles: the worm and sector design and the screw
and nut. Both types were enhanced by reducing the friction; for screw and nut it is
the recirculating ball mechanism, which is still found on trucks and utility
vehicles. The steering column turns a large screw which meshes with nut by
recirculating balls. The nut moves a sector of a gear, causing it to rotate about its
axis as the screw is turned; an arm attached to the axis of the sector moves
the Pitman arm, which is connected to the steering linkage and thus steers the
wheels. The recirculating ball version of this apparatus reduces the considerable
friction by placing large ball bearings between the screw and the nut; at either end
of the apparatus the balls exit from between the two pieces into a channel internal
to the box which connects them with the other end of the apparatus, thus they are
"recirculated".

The recirculating ball mechanism has the advantage of a much greater mechanical
advantage, so that it was found on larger, heavier vehicles while the rack and
pinion was originally limited to smaller and lighter ones; due to the almost
universal adoption of power steering, however, this is no longer an important
advantage, leading to the increasing use of rack and pinion on newer cars. The
recirculating ball design also has a perceptible lash, or "dead spot" on center,
where a minute turn of the steering wheel in either direction does not move the
steering apparatus; this is easily adjustable via a screw on the end of the steering
box to account for wear, but it cannot be entirely eliminated because it will create
excessive internal forces at other positions and the mechanism will wear very
rapidly. This design is still in use in trucks and other large vehicles, where rapidity
of steering and direct feel are less important than robustness, maintainability, and
mechanical advantage.

The worm and sector was an older design, used for example in Willys and
Chrysler vehicles, and the Ford Falcon (1960's). To reduce friction, the sector is
replaced by a roller or rotating pins on the rocker shaft arm.

Other systems for steering exist, but are uncommon on road vehicles. Children's
toys and go-karts often use a very direct linkage in the form of a bell crank (also
commonly known as a Pitman arm) attached directly between the steering column
and the steering arms, and the use of cable-operated steering linkages (e.g.
the capstan and bowstring mechanism) is also found on some home-built vehicles
such as soapbox cars and recumbent tricycles.
 Figure 2.1.2 Ackermann steering geometry

2.2 Power Steering

Power steering helps the driver of a vehicle to steer by directing some of the its
power to assist in swiveling the steered road wheels about their steering axes. As
vehicles have become heavier and switched to front wheel drive, particularly using
negative offset geometry, along with increases in tire width and diameter, the effort
needed to turn the wheels about their steering axis has increased, often to the point
where major physical exertion would be needed were it not for power assistance.
To alleviate this auto makers have developed power steering systems, or more
correctly power-assisted steering, since on road-going vehicles there has to be a
mechanical linkage as a fail-safe. There are two types of power steering systems:
hydraulic and electric/electronic. A hydraulic-electric hybrid system is also
possible.
A hydraulic power steering (HPS) uses hydraulic pressure supplied by an engine-
driven pump to assist the motion of turning the steering wheel. Electric power
steering (EPS) is more efficient than hydraulic power steering, since the electric
power steering motor only needs to provide assistance when the steering wheel is
turned, whereas the hydraulic pump must run constantly. In EPS, the amount of
assistance is easily tunable to the vehicle type, road speed, and even driver
preference. An added benefit is the elimination of environmental hazard posed by
leakage and disposal of hydraulic power steering fluid. In addition, electrical
assistance is not lost when the engine fails or stalls, whereas hydraulic assistance
stops working if the engine stops, making the steering doubly heavy as the driver
must now turn not only the very heavy steeringwithout any helpbut also the
power-assistance system itself.

Figure 2.2.2 Power steering

2.3 Speed Sensitive Steering

An outgrowth of power steering is speed sensitive steering, where the steering is

heavily assisted at low speed and lightly assisted at high speed. Auto makers
perceive that motorists might need to make large steering inputs while
manoeuvring for parking, but not while traveling at high speed. The first vehicle
with this feature was the Citron SM with its Diravi layout, although rather than
altering the amount of assistance as in modern power steering systems, it altered
the pressure on a centring cam which made the steering wheel try to "spring" back
to the straight-ahead position. Modern speed-sensitive power steering systems
reduce the mechanical or electrical assistance as the vehicle speed increases,
giving a more direct feel. This feature is gradually becoming more common.

2.4 Four Wheel Steering

In an active four-wheel steering system, all four wheels turn at the same time when
the driver steers. In most active four-wheel steering systems, the rear wheels are
steered by a computer and actuators. The rear wheels generally cannot turn as far
as the front wheels. There can be controls to switch off the rear steer and options
to steer only the rear wheels independently of the front wheels. At low speed (e.g.
parking) the rear wheels turn opposite of the front wheels, reducing the turning
radius by up to twenty-five percent, sometimes critical for large trucks or tractors
and vehicles with trailers, while at higher speeds both front and rear wheels turn
alike (electronically controlled), so that the vehicle may change position with
less yaw, enhancing straight-line stability. The "snaking effect" experienced
during motorway drives while towing a travel trailer is thus largely nullified.
[dubious discuss]

Four-wheel steering found its most widespread use in monster trucks, where
manoeuvrability in small arenas is critical, and it is also popular in
large farm vehicles and trucks. Some of the modern European Intercity buses also
utilize four-wheel steering to assist manoeuvrability in bus terminals, and also to
improve road stability. The first rally vehicle to use the technology was the
Peugeot 405 Turbo 16. Its debut was at the 1988 Pikes Peak International Hill
Climb, where it set a record breaking time of 10:47.77. [3] The car would go on to
victory in the 1989 and 1990 Paris-Dakar Rally, again driven by Ari Virtanen.

Previously, Honda had four-wheel steering as an option in their 1987

2001 Prelude and Honda Ascot Innova models (19921996). Mazdaalso offered
four-wheel steering on the 626 and MX6 in 1988. General
Motors offered Delphi's Quadrasteer in their consumer
Silverado/Sierra and Suburban/Yukon. However, only 16,500 vehicles were sold
with this system from its introduction in 2002 through 2004. Due to this low
demand, GM discontinued the technology at the end of the 2005 model year.
[4]
Nissan/Infiniti offer several versions of their HICAS system as standard or as an
option in much of their line-up. A new "Active Drive" system is introduced on the
2008 version of the Renault line. It was designed as one of several measures to
increase security and stability. The Active Drive should lower the effects of under
steer and decrease the chances of spinning by diverting part of the G-forces
generated in a turn from the front to the rear tires. At low speeds the turning circle
can be tightened so parking and maneuvering is easier.
 Figure 2.4.1 Four wheel steering

3. PRINCIPLE OF STEERING

The steering system must provide control over the direction of travel of the
vehicle; good maneuverability for parking the vehicle; smooth recovery from
turns, as the driver releases the steering wheel; and minimum transmission of road
shocks from the road surface. The steering system provides control over direction
of travel, good manoeuvrability, smooth recovery from turns, and minimum
transmission of road shocks.
 Figure 3.1 Steering digram

The effort by the driver is transferred from the steering wheel, down the steering
column, to a steering box.

The steering box converts the rotary motion of the steering wheel, to the linear
motion needed to steer the vehicle. It also gives the driver a mechanical advantage.

The linear motion from the steering box is then transferred by tie-rods, to the
steering arms at the front wheels. The tie rods have ball joints that allow steering
movement, and movement of the suspension.

The steering-arm ball-joints are arranged so that movement in the suspension does
not affect steering operation.
4 TYPES OF STEERING SYSTEM

4.1. Rack & Pinion Steering System

Many modern cars use rack and pinion steering mechanisms, where the steering
wheel turns the pinion gear; the pinion moves the rack, which is a linear gear that
meshes with the pinion, converting circular motion into linear motion along the
transverse axis of the car (side to side motion). This motion applies
steering torque to the swivel pin ball joints that replaced previously
used kingpins of the stub axle of the steered wheels via tie rods and a
short lever arm called the steering arm.

The rack and pinion design has the advantages of a large degree of feedback and
direct steering "feel". A disadvantage is that it is not adjustable, so that when it
does wear and develop lash, the only cure is replacement.

Figure 4.2.1 Components of rack and pinion steering system

The primary components of the rack and pinion steering system are:

1. Rubber Bellows

2. Pinion

3. Rack
4. Inner Ball Joint

5. Tie Rod

Rubber Bellows:- This rubber bellows is attached to the Rack and Pinion
housing. It protects the inner joints from dirt and contaminants. In addition, it
retains the grease lubricant inside the rack and pinion housing. There is an
identical bellows on the other end of the rack for the opposite side connection.

Figure 4.2.2 Steering Gear

Pinion:- The pinion is connected to the steering column. As the driver turns the
steering wheel, the forces are transferred to the pinion and it then causes the rack
to move in either direction. This is achieved by having the pinion in constant mesh
with the rack.
 Figure 4.2.3 Clashing gears

Rack:- The rack slides in the housing and is moved by the action of the meshed
pinion into the teeth of the rack. It normally has an adjustable bush opposite the
pinion to control their meshing, and a nylon bush at the other end.

Figure 4.2.4 Gear

 Inner Ball Joint Or Socket:- The inner ball joint is attached to the tie-rod, to
allow for suspension movement and slight changes in steering angles.

Figure 4.2.4 Steering rod viewed

Tie Rod:- A tie rod end is attached to the tie-rod shaft. These pivot as the rack is
extended or retracted when the vehicle is negotiating turns. Some tie-rods and tie-
rod ends are left or right hand threaded. This allows toe-in or toe-out to be
adjusted to the manufacturer's specifications.
 Figure 4.2.5 Tie rod

4.2. Recirculating Ball type

Recirculating ball, also known as recirculating ball and nut or worm and
sector, is a steering mechanism commonly found in older automobiles, and
some trucks. Most newer cars use the more economical rack and pinion steering
instead, but some manufacturers (including Chrysler and General Motors) still use
this technology in some models; e.g., the Jeep Wrangler and the Crossfire for the
durability and strength inherent in the design.
 Figure 4.2.1 Recirculating ball

Mechanism:-

The recirculating ball steering mechanism contains a worm gear inside a block
with a threaded hole in it; this block has gear teeth cut into the outside to engage
the sector shaft (also called a sector gear) which moves the Pitman arm. The
steering wheel connects to a shaft, which rotates the worm gear inside of the
block. Instead of twisting further into the block, the worm gear is fixed so that
when it spins, it moves the block, which transmits the motion through the gear to
the pitman arm, causing the roadwheels to turn.
The primary components of the recirculating ball and nut steering system
are:

1. Pitman Arm Shaft

2. Idler Arm

3. Track Rod Or Centre Link

4. Tie Rod

5. Tie Rod End

6. Adsutment Sleeve

Pitman Arm Shaft:- The pitman arm shaft is attached to the steering box by a
spline and nut. As the driver turns the steering wheel, the steering box mechanism
moves the steering linkages via the pitman arm shaft either left or right, depending
on the direction in which the steering wheel is turned.

The steering box provides the change of angle at 90 to the steering linkage.
Idler Arm:- The idler arm is attached to the chassis and is positioned parallel to
the pitman arm.

Figure 4.2.3 Idler arm

Track Rod or Centre Link:- The track rod connects the pitman arm shaft to the
idler arm shaft. In this way any movement in the pitman arm shaft is directly
applied to the idler arm shaft.

Figure 4.2.4 Tracker rod

Tie Rod:- The tie rods connect the track rod to the steering arms that are located
on the steering knuckles. Thus all movement from the pitman arm shaft is relayed
directly to the front wheels, which steer the vehicle.
 Figure 4.2.5 Tracker rod

Tie Rod End:- Tie rod ends are attached to the tie-rod shaft. These pivot as the
rack is extended or retracted when the vehicle is negotiating turns. Tie-rods and
tie-rod ends are left or right hand threaded.

Figure 4.2.6 Tie rod end

Adjustment Sleeve:- The adjustment sleeve connects the tie-rod to the tie-rod end.
It provides the adjustment point for toe-in or toe-out, depending on the
manufacturers' specifications.

Figure 4.2.7 Adjustment sleeve

4.3. Four Wheel Steering System

Some cars have four-wheel steering.

This can be computer controlled or it can be mechanical, through a direct

connection between the front and rear steering boxes, or it can be computer-
controlled, or the rear wheels can be mounted on special, compliant mounts. As
cornering forces are applied to them, they alter the steering angles.
 Figure 4.3.1 Four wheel steering

With heavier vehicles, increased use of front-wheel drive, and wider, low-profile
tyres, more steering effort is needed, so power assistance is used.

A hydraulic pump is driven from the engine, to provide pressure to help the driver.
The power steering system is designed so that even if the engine or the power
steering system fails, the vehicle can still be controlled. However, much more
driver effort is required.

The relationships between the steering system, the wheel positions, and the
suspension system, form what is called the steering geometry. These relationships
must always stay within manufacturer specifications.
5. STEERING MECHANISMS

1. Ackermann steering geometry

2. Davis steering geometry

5.1. Ackermann steering geometry

It is a geometric arrangement of linkages in the steering of a car or

other vehicle designed to solve the problem of wheels on the inside and outside of
a turn needing to trace out circles of different radius. It was invented by the
German Carriage Builder Georg Lankensperger in Munich in 1817, then patented
by his agent in England, Rudolph Ackermann (17641834) in 1818 for horse
drawn carriages. Erasmus Darwin may have a prior claim as the inventor dating
from 1758. A simple approximation to perfect Ackermann steering geometry may
be generated by moving the steering pivot points inward so as to lie on a line
drawn between the steering kingpins and the centre of the rear axle. The steering
pivot points are joined by a rigid bar called the tie rod which can also be part of
the steering mechanism, in the form of a rack and pinion for instance. With perfect
Ackermann, at any angle of steering, the centre point of all of the circles traced by
all wheels will lie at a common point. Note that this may be difficult to arrange in
practice with simple linkages, and designers are advised to draw or analyze their
steering systems over the full range of steering angles.
 Figure 5.1.1 Ackermann steering

Modern cars do not use pure Ackermann steering, partly because it ignores
important dynamic and compliant effects, but the principle is sound for low speed
manoeuvres. Some race cars use reverse Ackermann geometry to compensate for
the large difference in slip angle between the inner and outer front tyres while
cornering at high speed. The use of such geometry helps reduce tyre temperatures
during high-speed cornering but compromises performance in low speed
maneuvers.
 Figure 5.1.2 Rack pinion gear

The Ackerman Steering Principle defines the geometry that is applied to four
wheel drive to enable the correct turning

angle of the steering wheels to be generated when negotiating a corner or a

curve.An Ackermann steering gear has only

turning pairs and thus is preferred. Its drawback is that it fulfils the fundamental
equation of correct gearing at the middle and the two extreme position and not in
all positions.

With perfect Ackermann, at any angle of steering, the centre point of all of the
circles traced by all wheels will lie at a common point.

The intention of Ackermann geometry is to avoid the need for tyres to slip
sideways when following the path around a curve.The geometrical solution to this
is for all wheels to have their axles arranged as radii of a circle with a common
centre point. As the rear wheels are fixed, this centre point must be on a line
extended from the rear axle.
Intersecting the axes of the front wheels on this line as well requires that the inside
front wheel is turned, when steering, through a greater angle than the outside
wheel.The principle of Ackerman Steering is the relationship between the front
inside tire and front outside tire in a corner or curve.

5.2. Davis Steering Geometry

A Davis steering gear has sliding pairs which means more friction and easy
wearing. The gear fulfils the fundamental equation of gearing in all the positions.
However, due to easy wearing it becomes inaccurate after some time.

This is the reason why this type of steering mechaism are now absolute these days
and are not used in offroad vehicles as they are more prone to wear and tear.

Figure 5.2.1 Davis steering mechanism

It is recommended not to go for devis steering arrangement though it has accurate

mechanism and is mathematically better than ackerman

but it should noted that its availability is less and also it gets wear easily due to
sliding pair.

6. STEERING RATIO
Steering ratio refers to the ratio between the turn of the steering wheel (in
degrees) or handlebars and the turn of the wheels (in degrees).

The steering ratio, is the amount of degrees you have to turn the steering wheel,
for the wheels to turn an amount of degrees. In motorcycles and bicycles, the
steering ratio is always 1:1, because the steering wheel will always follow the
wheel. x:y means that you have turn the steering wheel x degree(s), for the
wheel(s) to turn y degree(s). In most passenger cars, the ratio is between 12:1 and
20:1. Example: If one complete turn of the steering wheel, 360 degrees, causes
the wheels to turn 24 degrees, the ratio is then 360:24 = 15:1 (360/24=15).

Figure 6.1.1 Steering Ratio Graph

A higher steering ratio means that you have to turn the steering wheel more, to get
the wheels turning, but it will be easier to turn the steering wheel. A lower steering
ratio means that you have to turn the steering wheel less, to get the wheels turning,
but it will be harder to turn the steering wheel. Larger and heavier vehicles will
often have a higher steering ratio, which will make the steering wheel easier to
turn. If a truck had a low steering ratio, it would be very hard to turn the steering
wheel. In normal and lighter cars, the wheels become easier to turn, so the steering
ratio doesn't have to be as high. In race cars the ratio becomes really low, because
you want the vehicle to respond a lot quicker than in normal cars. The steering
wheel will also become a lot harder to turn.

6.1. Variable Ratio Steering

A variable-ratio steering, is a system that uses different ratios on the rack, in a rack
and pinion steering system. At the center of the rack, the space between the teeth
are smaller and the space becomes larger as the pinion moves down the rack. In
the middle of the rack you'll have a higher ratio and the ratio becomes lower as
you turn the steering wheel towards lock. This makes the steering less sensitive,
when the steering wheel is close to its center position and makes it harder for the
driver to oversteer at high speeds. As you turn the steering wheel towards lock, the
wheels begins to react more to your steering input.

Figure 6.1.2 Steering effort characteristics

 6.2.
Turning
circles

Figure 6.2.1 Turning circle

7. CONCLUSION

With the worlds highest growth rate for passenger vehicle production, the Chinese
automotive market crossed production volume of 3.8 million units in 2005. It is
expected that China will surpass Japan and become the worlds second-largest
automotive market by 2010, trailing only the United States.

The Chinese automotive market is one of the most dynamic markets, not only for
its high growth rate, but also for the advanced technologies applied. For example,
one of the most advanced steering technologies, electric power steering (EPS), is
expected to emerge strongly and win a large market share during the next decade.

Pitman arm mechanisms have a steering 'box' where the shaft from the steering
wheel comes in and a lever arm comes out - the pitman arm. This pitman arm is
linked to the track rod or centre link, which is supported by idler arms. The tie
rods connect to the track rod. There are a large number of variations of the actual
mechanical linkage from direct-link where the pitman arm is connected directly to
the track rod, to compound linkages where it is connected to one end of the
steering system or the track rod via other rods. The example here shows a
compound link (left). Most of the steering box mechanisms that drive the pitman
arm have a 'dead spot' in the centre of the steering where you can turn the steering
wheel a slight amount before the front wheels start to turn. This slack can normally
be adjusted with a screw mechanism but it can't ever be eliminated. The traditional
advantage of these systems is that they give bigger mechanical advantage and thus
work well on heavier vehicles. With the advent of power steering, that has become
a moot point and the steering system design is now more to do with mechanical
design, price and weight. The following are the four basic types of steering box
used in pitman arm systems.
7. FUTURE SCOPE

You can expect to see several innovations that will improve fuel economy. One of
the coolest ideas on the drawing board is the "steer-by-wire" or "drive-by-wire"
system. These systems would completely eliminate the mechanical connection
between the steering wheel and the steering, replacing it with a purely electronic
control system. Essentially, the steering wheel would work like the one you can
buy for your home computer to play games. It would contain sensors that tell the
car what the driver is doing with the wheel, and have some motors in it to provide
the driver with feedback on what the car is doing. The output of these sensors
would be used to control a motorized steering system. This would free up space in
the engine compartment by eliminating the steering shaft. It would also reduce
vibration inside the car. General Motors has introduced a concept car, the Hy-wire,
that features this type of driving system. One of the most exciting things about the
drive-by-wire system in the GM Hy-wire is that you can fine-tune vehicle
handling without changing anything in the car's mechanical components -- all it
takes to adjust the steering is some new computer software. In future drive-by-
wire vehicles, you will most likely be able to configure the controls exactly to
your liking by pressing a few buttons, just like you might adjust the seat position
in a car today. It would also be possible in this sort of system to store distinct
control preferences for each driver in the family.
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