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 KEY INTERFACE BETWEEN
DRIVER AND VEHICLE
 SET OF MECHANISM USED TO
CONTROL THE PATH
FOLLOWED BY VEHICLE
 ALLOW DRIVER TO GUIDE
THE VEHICLE
 CONVERTS ROTARY
MOTION INTO ANGULAR
TURN OF WHEELS
 MULTIPLIES EFFORT OF
DRIVER
 PROVIDES DIRECTIONAL
STABILITY
 OPTIMIZE TIRE LIFE BY
PROPER TIRE TO ROAD
CONTACT
 HOUSES SAFETY DEVICES
LIKE AIRBAGS
 ABSORBS PARTOF ROAD
SHOCKS
 RELATIVE NO. OF TURNS OF
STEERING WHEEL TO MOVEMENT OF
WHEELS
 SIZE OF PINION GEAR AND NUMBER
OF TEETH ON GEAR DETERMINES
STEERING RATIO
 EFFECTS RESPONSE OF VEHICLE
 HEAVIER
VEHICLES HAVE
HIGHER STEERING
RATIO
 MORE TURNING
OF STEERING
WHEELS
 RESULTS IN
LESSER EFFORT
 LIGHTER
VEHICLES HAVE
LOWER STEERING
RATIO
 LESS NO. OF
TURNS
 REQUIRES MORE
EFFORT TO TURN
 SIZE OF STEERING WHEEL
 RELTIVE SIZE OF GEARS IN
STEERING GEAR
 SIZE AND SHAPE OF STEERING
LINKAGES
 PERCENT OF VEHICLE WEIGHT
PLACED ON FRONT WHEEL
 FRONT WHEEL OR REAR WHEEL
DRIVE
 CASTER ANGLE
 CAMBER ANGLE
 STEERING AXIS INCLINATION
 TOE
 THRUST ANGLE
 TURNING RADIUS
 SUSPENSION HEIGHT
ANGLE B/W
VERTICLE LINE AND
KINGPIN CENTRELINE
(FROM S.V.)
FUNCTIONS
 SELF CENTRING
ACTION
 STRAIGHT LINE
STABILITY
 EXCESSIVE CASTER
MAKES STEERING
HEAVIER, LESS
RESPONSIVE AND
INCREASED EFFORT
INWARD OR OUTWARD
TILT OF WHEEL (FROM
F.V.)
FUNCTIONS
 +VE CAMER LOWER
STEERING EFFORT
 -VE CAMBER
IMPROVES GRIP
 EXCESSIVE CAMBER
CAUSES INCREASED
TIRE WEAR, REDUCES
STRAIGT LINE
ACCLERATION
ANGLE B/W VERTICLE
LINE AND KINGPIN
CENTRELINE (FROM
F.V.)
FUNCTIONS
 HELPS IN
STEERING
RETURNABILITY
AFTER A TURN IS
COMPLETED
 REDUCES
STEERING EFFORT
 REDUCES TIRE
WEAR
SYMMETERIC ANGLE B/W
WHEELSANDAXISOFVEHICLE
FUNCTIONS
 TOE IN INCREASES
STRAIGHT LINE
STABILITY AT COST
OF TURNING
RESPONSE
 GREATER THE TOE
FASTER THE TIRE
WEARS
TOE-IN TOE-OUT
ANGLE B/W GEOMETRIC
CENTRELINE AND THRUST
LINE
FUNCTIONS
 OCCURS WHEN REAR
WHEEL HAS
IMPROPER
ALIGNMENT
 EFFECTS DIRECTION
OF TRAVEL BY
CAUSING PULL IN THE
DIRECTION AWAY
FROM THRUST LINE
 The turning circle of a car is the diameter
of the circle described by the outside
wheels when turning on full lock. There is
no hard and fast formula to calculate the
turning circle but you can get close by
using this
Turning circle radius = (track/2) + (wheelbase/
sin(average steer angle))
 SYSTEM AUTOMATICALLY STEERS
THE REAR WHEELS ACCORDING TO
SPEED OF VEHICLE AND STEERING
ANGLE.
 USED IN MILITARY, OFF ROAD
VEHICLES, BUSES, TRUCKS AND
LARGE VAHICLS
 INCREASES HANDLING AND
STABILITY
 REDUCES TURNING RADIUS
 VEHICLE STEERS BY POWER ASSIST
FROM EXTERNAL SOURCE OTHER
THAN DRIVER’S EFFORT
 HELPS IN STEERING OF HEAVY
VEHICLES
 INCREASES THE STEERING RATIO
AND REDUCES DRIVER’S EFFORT
 TWO MAJOR TYPES – HPS AND EPS
Thank you

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Steering system.pptx

  • 1.
  • 2.
  • 3.  KEY INTERFACE BETWEEN DRIVER AND VEHICLE  SET OF MECHANISM USED TO CONTROL THE PATH FOLLOWED BY VEHICLE  ALLOW DRIVER TO GUIDE THE VEHICLE
  • 4.
  • 5.  CONVERTS ROTARY MOTION INTO ANGULAR TURN OF WHEELS  MULTIPLIES EFFORT OF DRIVER  PROVIDES DIRECTIONAL STABILITY
  • 6.  OPTIMIZE TIRE LIFE BY PROPER TIRE TO ROAD CONTACT  HOUSES SAFETY DEVICES LIKE AIRBAGS  ABSORBS PARTOF ROAD SHOCKS
  • 7.
  • 8.
  • 9.  RELATIVE NO. OF TURNS OF STEERING WHEEL TO MOVEMENT OF WHEELS  SIZE OF PINION GEAR AND NUMBER OF TEETH ON GEAR DETERMINES STEERING RATIO  EFFECTS RESPONSE OF VEHICLE
  • 10.  HEAVIER VEHICLES HAVE HIGHER STEERING RATIO  MORE TURNING OF STEERING WHEELS  RESULTS IN LESSER EFFORT  LIGHTER VEHICLES HAVE LOWER STEERING RATIO  LESS NO. OF TURNS  REQUIRES MORE EFFORT TO TURN
  • 11.  SIZE OF STEERING WHEEL  RELTIVE SIZE OF GEARS IN STEERING GEAR  SIZE AND SHAPE OF STEERING LINKAGES  PERCENT OF VEHICLE WEIGHT PLACED ON FRONT WHEEL  FRONT WHEEL OR REAR WHEEL DRIVE
  • 12.
  • 13.  CASTER ANGLE  CAMBER ANGLE  STEERING AXIS INCLINATION  TOE  THRUST ANGLE  TURNING RADIUS  SUSPENSION HEIGHT
  • 14. ANGLE B/W VERTICLE LINE AND KINGPIN CENTRELINE (FROM S.V.) FUNCTIONS  SELF CENTRING ACTION  STRAIGHT LINE STABILITY  EXCESSIVE CASTER MAKES STEERING HEAVIER, LESS RESPONSIVE AND INCREASED EFFORT
  • 15. INWARD OR OUTWARD TILT OF WHEEL (FROM F.V.) FUNCTIONS  +VE CAMER LOWER STEERING EFFORT  -VE CAMBER IMPROVES GRIP  EXCESSIVE CAMBER CAUSES INCREASED TIRE WEAR, REDUCES STRAIGT LINE ACCLERATION
  • 16. ANGLE B/W VERTICLE LINE AND KINGPIN CENTRELINE (FROM F.V.) FUNCTIONS  HELPS IN STEERING RETURNABILITY AFTER A TURN IS COMPLETED  REDUCES STEERING EFFORT  REDUCES TIRE WEAR
  • 17. SYMMETERIC ANGLE B/W WHEELSANDAXISOFVEHICLE FUNCTIONS  TOE IN INCREASES STRAIGHT LINE STABILITY AT COST OF TURNING RESPONSE  GREATER THE TOE FASTER THE TIRE WEARS
  • 19. ANGLE B/W GEOMETRIC CENTRELINE AND THRUST LINE FUNCTIONS  OCCURS WHEN REAR WHEEL HAS IMPROPER ALIGNMENT  EFFECTS DIRECTION OF TRAVEL BY CAUSING PULL IN THE DIRECTION AWAY FROM THRUST LINE
  • 20.  The turning circle of a car is the diameter of the circle described by the outside wheels when turning on full lock. There is no hard and fast formula to calculate the turning circle but you can get close by using this Turning circle radius = (track/2) + (wheelbase/ sin(average steer angle))
  • 21.  SYSTEM AUTOMATICALLY STEERS THE REAR WHEELS ACCORDING TO SPEED OF VEHICLE AND STEERING ANGLE.  USED IN MILITARY, OFF ROAD VEHICLES, BUSES, TRUCKS AND LARGE VAHICLS  INCREASES HANDLING AND STABILITY  REDUCES TURNING RADIUS
  • 22.
  • 23.  VEHICLE STEERS BY POWER ASSIST FROM EXTERNAL SOURCE OTHER THAN DRIVER’S EFFORT  HELPS IN STEERING OF HEAVY VEHICLES  INCREASES THE STEERING RATIO AND REDUCES DRIVER’S EFFORT  TWO MAJOR TYPES – HPS AND EPS
  • 24.
  • 25.