FOUR WHEEL, THREE MODE

STEERING SYSTEM
ABSTRACT

Nowadays the every vehicle existed mostly still using the two wheel steering system to
control the movement of the vehicle whether it is front wheel drive, rear wheel drive or all-
wheel drive. But due to the awareness of safety four wheel steering vehicles are being used
increasingly due to high performance and stability that they bring to the vehicles. In this
report, the performance of four wheels steered vehicle model is considered which is
optimally controlled during a lane change manoeuvre in three type of condition which is low
speed manoeuvre medium speed manoeuvre and high speed manoeuvre. Four Wheel
Steering Rear Wheels Control. For parking and low-speed manoeuvre the rear Wheel steer
in the opposite direction of the front wheels, allowing much sharper turns. At higher speeds,
the rest wheels steer in the same direction as the front wheels. The result is more stability
and less body lean during fast lane changes and turns because the front wheels don’t have
to drag non-steering rear wheels onto the path. This Steering is the term applied to the
collection of components, linkages, which will allow for a vehicle to follow the desired course.
An exception is the case of rail transport by which rail tracks combined together with railroad
switches provide the steering function. The most conventional steering arrangement is to
turn the front wheels using a hand–operated steering wheel which is positioned in front of
the driver. Other arrangements are sometimes found on different types of vehicles, for
example, a tiller is rear–wheel steering. Tracked vehicles such as tanks usually employ
differential steering that is, the tracks are made to move at different speeds or even in
opposite directions to bring about a change of course. In convertible four wheel steering with
three mode steering can be changed as needed which assists in parking at heavy traffic
conditions. While the vehicle enters a congested or narrow area there would be no one who
doesn’t wish for, if they would be able to reduce the turning radius of their vehicle or if they
could move the whole vehicle sideways without turning the vehicle.

INTRODUCTION

The most conventional steering arrangement is to turn the front wheels using a hand–
operated 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 rear–wheel 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 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-centering 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 (see 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.

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 (1960s). To reduce friction the sector is replaced by a roller or rotating
pins on the rocker shaft arm.

Generally, older vehicles use the recirculating ball mechanism, and only newer vehicles use
rack-and-pinion steering. This division is not very strict, however, and rack-and-pinion
steering systems can be found on British sports cars of the mid-1950s, and some German
carmakers did not give up recirculating ball technology until the early 1990s.

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 bellcrank (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.Power
steering helps the driver of a vehicle to steer by directing some of 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 steering—without any help—but also the power-assistance
system itself. 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 manoeuvering for parking, but
not while traveling at high speed. The first vehicle with this feature was the Citroën 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.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 steering and options to steer only the rear wheels
independently of the front wheels. At low speed (e.g. parking) the rear wheels turn opposite
to the front wheels, reducing the turning radius, sometimes critical for large trucks, tractors,
vehicles with trailers and passenger cars with a large wheelbase, while at higher speeds
both front and rear wheels turn alike (electronically controlled), so that the vehicle may
change position with less yaw and improved build-up of the lateral acceleration, enhancing
straight-line stability. The "snaking effect" experienced during motorway drives while towing
a travel trailer is thus largely nullified.

WORKING PRINCIPLE

1st MODE OPERATION

When the leaver is in starting position, the steering operation is carried out
in normal condition.

2nd MODE OPERATION

When the leaver is in middle position, the other two modes can be used.
When the gear arrangement is pushed to one position,

the bevel gears get engaged and the steering of rear wheel is ensured and is
in same direction as that of the front wheels.

3rd MODE OPERATIONS

When the leaver is in end position, the bevel gear disengages and the bevel
gear gets engaged. Due to spur gear arrangement,

the rear wheel steers in opposite direction to the front wheel. This results
in third mode steering. Three steering modes can be

changed as needed which assists in parking at heavy traffic conditions,

when negotiating areas where short turning radius is

needed and in off road Driving.

Constriction and method used

1. Consists of a rack-and-pinion front steering system that is hydraulically assisted by a twin

tandem pump main power source.
2. The rear wheel steering mechanism is also hydraulically
assisted by the main pump and electronically controlled -according to the front steering
angle and vehicle speed.

3. The rear steering shaft extends from the rack bar of the front steering gear assembly to
the rear steering-phase control unit.

4. The rear steering system is comprised of the input end of

the rear steering shaft, vehicle speed sensors, a steering-phase control unit direction and a
power cylinder and an output rod

5. A centering lock spring is incorporated, which locks the

rear system in a neutral position in the event of hydraulic
failure. Additionally, a solenoid in case of an electrical
failure is included.

6. The 4WS system varies the phase and ratio of the rear-wheel steering to the front wheels,
according to the vehicle speed.

7. It steers the rear wheels toward the opposite phase of the front wheel during speeds less
than 35km/h for a tighter turn and "neutralizes" them at 35km/h.

8. Above the speed of 35 km/h, the system steers toward the same phase-direction as the
front wheels, thereby generating an increased cornering force for stability.

9. The maximum steering angle of the rear wheels extends

10 degrees.International Journal of Academic Research and Development

COMPONENTS AND DESCRIPTION

Bevel gear:-Bevel gears are gears where the axes of the two shafts intersect and the tooth-
bearing faces of the gears themselves are conically shaped. Bevel gears are most often
mounted on shafts that are 90 degrees apart, but can be designed to work at other angles
as well. The pitch surface of bevel gears is a cone.Two bevel gears in mesh is known as
bevel gearing. In bevel gearing, the pitch cone angles of the pinion and gear are to be
determined from the shaft angle, i.e., the angle between the intersecting shafts. Figure
shows views of a bevel gearing.

The bevel gear has many diverse applications such as locomotives, marine applications,
automobiles, printing presses, cooling towers, power plants, steel plants, railway track
inspection machines, etc.

Bevel gears are used in differential drives, which can transmit power to two axles spinning at
different speeds, such as those on a cornering automobile.
Bevel gears are used as the main mechanism for a hand drill. As the handle of the drill is
turned in a vertical direction, the bevel gears change the rotation of the chuck to a horizontal
rotation. The bevel gears in a hand drill have the added advantage of increasing the speed
of rotation of the chuck and this makes it possible to drill a range of materials.
The gears in a bevel gear planer permit minor adjustment during assembly and allow for
some displacement due to deflection under operating loads without concentrating the load
on the end of the tooth.
Rack and Pinion:-Rack and pinion combinations are often used as part of a simple linear
actuator, where the rotation of a shaft powered by hand or by a motor is converted to linear
motion.The rack carries the full load of the actuator directly and so the driving pinion is
usually small, so that the gear ratio reduces the torque required. This force, thus torque, may
still be substantial and so it is common for there to be a reduction gear immediately before
this by either a gear or worm gear reduction. Rack gears have a higher ratio, thus require a
greater driving torque, than screw actuators.For example, in a rack railway, the rotation of a
pinion mounted on a locomotive or a railroad car engages a rack placed between the rails
and helps to move the train up a steep gradient.

For every pair of conjugate involute profile, there is a basic rack. This basic rack is the profile
of the conjugate gear of infinite pitch radius (i.e. a toothed straight edge).

A generating rack is a rack outline used to indicate tooth details and dimensions for the
design of a generating tool, such as a hob or a gear shaper cutter.

Lock gate controls on a canal

Rack and pinion combinations are often used as part of a simple linear actuator, where the
rotation of a shaft powered by hand or by a motor is converted to linear motion.

The rack carries the full load of the actuator directly and so the driving pinion is usually
small, so that the gear ratio reduces the torque required. This force, thus torque, may still be
substantial and so it is common for there to be a reduction gear immediately before this by
either a gear or worm gear reduction. Rack gears have a higher ratio, thus require a greater
driving torque, than screw actuators.

Spur Gear:-Spur gears or straight-cut gears are the simplest type of gear. They consist of a
cylinder or disk with teeth projecting radially. Though the teeth are not straight-sided (but
usually of special form to achieve a constant drive ratio, mainly involute but less commonly
cycloidal), the edge of each tooth is straight and aligned parallel to the axis of rotation.
These gears mesh together correctly only if fitted to parallel shafts. No axial thrust is created
by the tooth loads. Spur gears are excellent at moderate speeds but tend to be noisy at high
speeds.Spur gear can be classified into two pressure angles, 20° being the current industry
standard and 14½° being the former (often found in older equipment). Spur gear teeth are
manufactured by either involute profile or cycloidal profile. When two gears are in mesh at
one instant there is a chance to mate involute portion with non-involute portion of mating
gear. This phenomenon is known as "interference" and occurs when the number of teeth on
the smaller of the two meshing gears is less than a required minimum. To avoid interference
we can have undercutting, but this is not a suitable solution as undercutting leads to
weakening of tooth at its base. In this situation Corrected gears are used. In corrected gears
Cutter rack is shifted upwards or downwards.
The spur gears can be classified into two main categories: External and Internal. The gears
with teeth cut outside of the cylinder are known as external gears. The gears with teeth cut
on the internal side of the cylinder are known as internal gears. An external gear can mesh
with an external gear or an internal gear. When two external gears mesh together they rotate
in the opposite directions. An internal gear can only mesh with an external gear and the
gears rotate in the same direction. Due to the close positioning of shafts internal gear
assemblies are more compact then external gear assemblies.

Lever:-A lever is a simple machine consisting of a beam or rigid rod pivoted at a fixed hinge,
or fulcrum. A lever is a rigid body capable of rotating on a point on itself. On the basis of the
locations of fulcrum, load and effort, the lever is divided into three types. Also, leverage is
mechanical advantage gained in a system. It is one of the six simple machines identified by
Renaissance scientists. A lever amplifies an input force to provide a greater output force,
which is said to provide leverage. The ratio of the output force to the input force is the
mechanical advantage of the lever. As such, the lever is a mechanical advantage device,
trading off force against movement.The formula for mechanical advantage of a lever is
displaystyle Load/Effort displaystyle Load/Effort.

Screw rod:-A threaded rod, also known as a stud, is a relatively long rod that is threaded on
both ends; the thread may extend along the complete length of the rod. They are designed
to be used in tension. Threaded rod in bar stock form is often called all-thread.
ADVANTAGES AND DISADVANTAGES

ADVANATAGES

1. Easy maintenance.

2. Mode change is easy.

3. Implementation is easy.

4. Easy handling in all parking situations.

DISADVANTAGES

1. It will increase the total cost of the vehicle almost by 25000 on mass
production.

2. Suspensions in rear wheels demands considerable changes for proper

working of the vehicle with varying load.

APPLICATIONS

1. Used for easy parking in four wheelers.

2. It is applicable for all four wheeler vehicles.

Result

Ackerman Steering Mechanism 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. But this may
be difficult to arrange in practice with simple linkages. Hence,
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 manoeuvre 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.
CONCLUSION

The concepts involved in our project is entirely different that a single unit
is used to various purposes, which is not developed

by any of other team members. The project carried out by us made an

impressing task in the field of automobile industries. It

is very usefully for driver while driving the vehicle. This project has also
reduced the cost involved in the concern. Project has

been designed to perform the entire requirement task which has also been
provided. By doing this project we gained the

knowledge of various mechanism, drives, fabrication with welding and

how it can be effectively used to control the steering for

light motor vehicle