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. WAGH SAMEER T.

MR. SALUNKHE VIKRANT S. 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.)

T.K.I.E.T. Warananagar.


2011- 2012.

TATYASAHEB KORE INSTITUTE OF ENGINEERING &TECHNOLOGY

WARANANAGAR

DEPARTMENT OF MECHANICAL ENGINEERING

This is to certify that,

MR. RAVALUCHE VINEET B. MR. WAGH SAMEER T.

MR. SALUNKHE VIKRANT S. 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 Prof. V. R. GAMBHIRE.

(Guide) (Head of Mechanical Dept.)

External Examiner Dr. A. M. Potdar

(Principal)



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.



PHOTOGRAPH OF PROJECT BATCH WITH GUIDE



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.



INDEX

1. INTRODUCTION 01

1.1 Aim of the project

1.2 Need of the project

1.3 Working principal

2. LITERATURE RVIEW 11

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 36

4.1 System design

4.2 Mechanical design

4.3 Motor selection

4.4 Design of main spindle

4.5 Selection of bearing



5. COMPONENT USED IN SYSTEM AND ITS PROPERTIES

5.1 Used material and their properties

5.2 Non-metallic material

6. FABRICATION DETAILS 45

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

7. COST ESTIMATION 47

7.1 Cost of material

7.2 Cost of standards parts

7.3 Other cost

7.4 Total project cost

8. APPLICATIONS

8.1 Advantages

8.2 Disadvantages

9. CONCLUSION

10. REFERENCE



LIST OF FIGURES

1. Basic components of steering system.2. Wheel path while turning.3. Off-centerline angle.4. Steering geometry parallelogram.5. Rack and Pinion steering.6. Under steer.7. Over steer.8. Counter steer.9. Turning the car.10. Rack and Pinion steering.11. Recirculating ball bearing.12. Power Rack and Pinion steering assembly.13. Hydraulic power steering.14. Electrical steering system in Automobile.15. Electrical power steering.16. System structure of safe electrical steering system.17. Active steering.18. Actual photo presenting location and view of active steering. 19. Sbw explanatory sketch.



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.



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



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


http://www.carbibles.com/transmission_bible.html


from the 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



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



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.



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.



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-

wheel-steering 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



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



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 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

Ø Mechanical

Ø Hydraulic

Ø 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 self-

propelled" 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,

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.



To understand turning of a car we will take look at some definitions,

Steering ratio-

The 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.


http://auto.howstuffworks.com/gear-ratio.htm


STEERING COLUMNS

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 steeringr’s 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

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:

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


http://auto.howstuffworks.com/gear5.htm


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


http://auto.howstuffworks.com/bearing.htm


or 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



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.



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 steeringr’s 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.



CHAPTER 3

CONCEPT AND ITS DEVELOPMENT



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-and-

nut 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,

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 system’s 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

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 system’s 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.



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

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 steering’s 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



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.

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.

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 column’s 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



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 steeringr’s 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 wire“it 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

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

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

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

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

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 = 2 N T

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

Ref: - PSG Design Data

Pg No.:- 1.10 & 1.12.

1.17

Designation Ultimate Tensile

Strength N/mm2

Yield strength N/mm

EN 24(40 N; 2 cr 1 Mo28) 720 600

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

I S I No. Bearing of Basic design No.

( SKF )

d D1 D D2 B Basic Capacity

20 BC02 6000 10 12 26 22 10 10000 6550

P = X F + Y F a

For our application F a = o

P = X F r

Where F r = 204.5 N

As; F r < e X = 1

P = F r

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



SR NO. PART

CODE

DESCRIPTION QTY MATERIAL

1 FRAME 1 MS

2 GEAR MOTORS 1 STD

3 WHEELS 2 RUBBER

4 SHAFT 2 40C8

5 BALL BEARINGS 4 STD

6 AXLE SHAFT 2 C30

7 BEARING MOUNTER 2 STD

8 BEARING

SUPPORTER1

2 STD

9 NUT AND BOLT STD

10 RACK AND PINION 1 STD

CHAPTER 5

COMPONENTS USED IN SYSTEM AND ITS PROPERTIE

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

% 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

non-metallic 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

FABRICATION DETAILS

6.1 PART NAME: SHAFT

Part weight – 1kg

Part material – C30

Part quantity – 4

Part size – Φ20 x 110 mm.

Sr. No. Operation Machine Tool Time

1 Cutting the material as per our

required size.

Power

Hacksaw

Hacksaw Blade 10 min

2 Facing both side Lathe

machine

facing tool 10 min

3 After inserting the Bering

knurling at distance 35mm

Lathe

machine

Knurling tool 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.



required size.

Power

Hacksaw


2 Drilling 10mm hole Lathe

machine

Drilling Bit

10mm

10 min

3 Make Φ42mm Lathe Boring tool 15 min



machine

6.3 PART NAME: BEARING MOUNTER-2

Part weight – 1 kg


Part quantity – 4

Part size – 40 x 16 x 160mm.



required size.

Power

Hacksaw


2 Drilling 10mm Lathe

machine

Drilling Bit

10mm

10 min

3 Make Φ42mm Lathe

machine

Boring tool 15 min

6.4 PART NAME: LOWER FRAME


Part quantity – 1

Part size –

2. Lower Part – 300 x 600 x 80 mm, t = 15 mm



required size.

Power

Hacksaw


2 Welding of a frame Arc welding Welding

holder

40 min



CHAPTER 7

COST ESTIMATION

7.1 COST OF MATERIAL:

Sr.No Part Name Weight Rate/kg Total Cost

1 Shaft 1 kg 60 180

2 Bearing Mounter plate 3 kg 60 30

3 Motor Mounter plate 3 kg 60 15

4 Frame 2 kg 60 240

Rs. 555

7.2 COST OF STANDARD PARTS:

Sr.No Part Quantity Rate/unit Total Cost

1 Gear Motor 1 2700 2700

2 Rack and pinion 1 100 100

3 Bearing holder 4 500 1000

4 Ball Bearing 4 30 150

5 Wheel 2 500 1000

6 Nut and bolt 20 1 20

Rs.

7.3 OTHER COST:

Sr. No Details Total Cost

1 Painting 150

2 Transport 300



3 Other/overhead 700

Rs. 1150

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/-



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.

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

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;

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.


Final Report

Documents

Transcript of Final Report