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You may have a very powerful engine and a super-responsive, highly efficient transmission
that transfers all this raw energy to...
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CAR BIBLES STAFF
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PUBLISHED JAN 29, 2018 10:26 AM
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You may have a very powerful engine and a super-responsive, highly efficient transmission that transfers
all this raw energy to your wheels, but if you don’t have a way to control the wheels and maneuver them in
the direction you want to go, then you’d still end up with nothing less than a highly glorified street luge.
But even a street luge has a way to allow itself to be maneuvered. That makes a vehicle without a steering
system look more like a gigantic boulder rolling along, dependent on gravity to take it where it wants to
go.
A car’s steering system is as important as the vehicle’s engine and transmission. While the latter two are
what effectively put energy to the wheels, you need to understand that the steering system is what
controls the direction of the wheels. Go right. Go left. Go straight forward or back. That is the function of
the steering wheel moving the car’s wheels as energy is applied onto the wheels. It’s a complex system,
really. But that is what we’re here for. We’re going to demystify this part of the car that, to put it bluntly,
you’re holding onto every time you take your car for a drive.
It is for this very reason that a car’s steering system is a very essential component since it basically
ensures safer driving by affording you maximum control of your vehicle’s wheels. Aside from the shift
stick or gear shift lever that you manipulate from time to time, your hands will always be on the steering
wheel. The vibrations, slight pulling movement towards one side, and the like are experiences that you
can only obtain when your hands are firmly planted on the steering wheel. These ‘experiences’ give you
feedback on what your car is doing, how it is behaving on the road, and whether or not these
‘experiences’ are telltale signs of an impending mechanical or even electrical problem.
In short, the steering wheel gives you control of the car’s direction as it moves along the road.
Steering wheel
This is the part of the steering system that everyone is very familiar with. It is what we hold and control
while driving. The steering wheels of the past were unusually large in diameter, making you think they
were the helm of a ship purposely built into the car. They were relatively thinner, too, and made mostly of
hard plastic. Today’s steering wheels are generally padded, affording you comfort while holding onto it
for extended periods. Some come with ergonomic grooves that hug the contours of your palms and
fingers. Internal splines prevent the steering wheel from slipping off the steering shaft.
The size of the steering wheel is important in driving since size is inversely proportional to the effort
needed to turn the wheel. This means that the larger the steering wheel diameter the lesser is the effort
you will have to exert to turn it. Conversely, the smaller the diameter of the steering wheel the more that
you will feel as if you’re fighting with the wheel.
The steering wheel also houses a variety of attachments such as the horn switch and the driver’s air bag
system. In newer cars, the audio or music controls, paddle shifters, as well as the cruise control are also
mounted here. The air bag is officially called as the supplemental inflatable restraint or SIR system. If the
car figures in a frontal collision, the impact triggers the electronic impact sensors to activate the air bag
squib which, in turn, ignites a flammable substance expanding the gas and deploying the bag. All of these
occur in one-tenths of a second after collision.
The steering column covers the steering shaft. You can look at the steering shaft and column as a syringe
with the steering shaft being the plunger of the syringe and the steering column the barrel of the syringe.
Allowing the column to freely move are ball or roller shaft bearings located at the top and bottom of the
column. Some steering columns are fully adjustable to make driving a lot more comfortable. These can be
tilting or telescoping steering columns, allowing for the upward and downward adjustment or the
forward and backward adjustment of the steering column, respectively.
Tie rods
The tie rod is that part of the steering system wherein power or force coming from the steering gear is
transmitted towards the steering knuckle located at each wheel. The effective transfer of this power is
what makes the wheel turn. The tie rod’s length can also be adjusted to allow for the more accurate
setting of the car’s alignment angle.
Steering arms
The function of the steering arms as well as the ball sockets of a vehicle is to transmit motion to the
steering knuckles from the steering gear. The transmission of this motion occurs through the steering
linkage. The steering arms serve to transform the back and forth motion produced by the steering linkage
into a rotating motion to be executed by the steering knuckle. The steering arms are shaped in such a way
that they facilitate the more efficient turning of the vehicle without the tires hitting any of the wheel or
the steering mechanism.
Ball sockets allow for the more flexible connection between the various parts of the steering linkage.
These also allow for the horizontal distribution of load or weight which is different from a ball joint which
distributes load vertically, in an up and down manner. If the ball socket connects the steering linkage of
your car to its steering knuckle, this is often called a tie rod end.
When these parts are taken together it is easy to understand how the whole system works.
Well, enough of that. How is the Ackermann Angle relevant to steering systems? In case you have noticed,
every time you turn your wheels, the 2 front wheels will be angled differently in relation to one another
with the inside wheel (the wheel to the side where you’re turning to) having a slightly more acute angle
than the outer wheel (the wheel towards the side opposite the direction you’re turning in). This is because
when you turn, the wheels follow an arc which is technically a part of a circle. And whenever circles are
concerned, you have the radius to think about which is the distance to the pivot.
Since the inner wheel is nearer the pivot, it has a smaller radius relative to the outer wheel. This means
that the inner wheel will travel a shorter distance while the outer wheel will have to cover a longer
distance. Because of this difference in turning radius and the relative distance traveled by the front
wheels, the inner and outer wheels have to be pointed at slightly different angles relative to the car’s
center line. This is achieved by making simple arrangements in the various components of the steering
column.
The good news is that you no longer have to worry so much about the Ackermann Angle since modern car
manufacturers rarely adhere to this principle in a very strict manner. This is because there are other
factors that need to be considered such as the compliant and dynamic effects of suspension and steering.
Of course, the principle still works as a model for the design of all steering systems.
Steering Ratios
We know that the steering system helps you point or turn your car in the direction you want to go. We also
know that the steering wheel is what you will normally manipulate or turn to make the wheels turn in
that direction you want to head to. Now, most modern cars will require several turns of the steering wheel
to turn the wheel to its maximum deflection or angle. This is where the steering ratio comes in. It is
actually the number of turns you need to make on the steering wheel to elicit a certain amount of
movement in the wheels. Typically, these numbers are measured in degrees and expressed as ratio.
For example, if turning the steering wheel by about 20 degrees in either direction you are also able to
elicit a corresponding 1 degree of deflection in the wheels, then you will have a steering ratio of 20:1.
Modern cars usually have a steering ratio of anywhere between 12:1 and 24:1. Only Formula 1 race cars
have a steering ratio of 1:1 to allow them for lightning quick precision turning with slight movements on
the steering wheel.
The lock-to-lock turn of any given steering wheel can also be ascertained using the steering ratio. To
compute for this, you will need the information of your vehicle’s maximum angle of wheel deflection or
how far out the wheels can be turned, often measured in degrees. Let us say your vehicle has a steering
ratio of 18:1 and a maximum wheel deflection of 25 degrees, then the maximum turning angle to one side
is computed as 18 x 25 to give you 450 degrees. Since this is just to one side, then you have to multiply this
by 2 to get a lock-to-lock angle of 900 degrees. This means that you will have to turn your steering wheel a
full 2.5 times to achieve a complete lock-to-lock angle (Since a circle has 360 degrees, you need to divide
900 by 360 to get the 2.5).
You can also use the above formula for determining the wheel deflection of your vehicle, provided of
course you have its lock-to-lock angle and steering ratio. Let us say you’re mulling on buying a car with a
lock-to-lock turn of 3 and a steering ratio of 16:1. First, multiply 3 by 360 degrees to get 1,080 degrees.
Next divide this by two to get the lock angle for one side of the vehicle. This gives you 540 degrees. You
then need to divide 540 degrees by 16 from the steering ratio to give you a quotient of 33.75 degrees. This
means that the car you want to buy has a maximum turning angle of 33.75 degrees.
The steering ratio affects quite a number of things in a vehicle’s handling. Here are some of them.
Steering ratio, ease of steering, and the overall handling of the vehicle are quite dependent on a variety of
factors including the following.
Turning Circles
Aren’t you just amazed at how some vehicles can perform amazing turns at even the tightest spots?
Conversely, there are also those vehicles that will take you several maneuvers of forward and reverse
motions to get your way out of a particular spot. This has something to do with a vehicle’s turning circle.
This is depicted by the circle formed by the outer wheels of the car if it makes one complete 360-degree
turn on full lock.
Computing for the turning circle of any given vehicle can be heady as there really is no hard and fast rule
for such a thing. Nevertheless, if you are feeling pretty good with numbers especially geometry, you can
try the following formula:
Turning radius = (track divided by 2) plus (wheelbase divide by the sine of the average steer angle)
Some vehicle manufacturers design their cars to go in very tight turning circles. The ubiquitous black
London taxis typically have a turning diameter of only 8 meters, allowing them to do perfect U-turns in
the tightest spots in London. The Mitsubishi Mirage has a turning circle of 9.2 meters while the Jeep
Wrangler typically makes a full turn in 10.6 meters. The bigger the vehicle the wider the turning circle.
This is generally speaking, of course, because there are some large vehicles that can turn exceptionally
better than smaller cars.
Majority of the steering box mechanisms operating the Pitman arm include a dead spot, or slack, where
the steering wheel need to be turned slightly even before initiating any movement to the front wheels.
The dead spot or slack can be easily adjusted or tightened; unfortunately, there really is no way you can
eliminate it.
Pitman arm mechanisms are especially useful in heavy machineries since they provide a huge
mechanical advantage over other steering system designs. Unfortunately, because many of today’s
vehicles including those in the heavy equipment industries already roll out in power steering forms, this
mechanical advantage is considered moot and academic. Nevertheless, it pays to learn the 4 fundamental
types of steering boxes that operate on the Pitman arm mechanisms.
Whenever the steering wheel is turned the steering shaft also turns which also produces the same motion
in the worm gear. As the worm gear turns, the sector gear rotates or pivots on its axis. This is made
possible by the latching of the worm gear teeth onto specific grooves in the sector gear. As the sector gear
pivots, the cross shaft also turns, rotating the Pitman arm in the process. The resulting motion is then
transferred to the steering linkages on the track rod.
It is the movement of the ball bearings that actually moves the nut along the worm drive. Just outside the
nut is a sector gear. The interaction between the gear teeth located on the nut and the sector gear teeth is
what connects the two mechanisms. Technically, the worm and nut is pretty much like the worm and
sector except that there is the addition of the nut and the recirculating channels, both of which provide
for a more rigid system, avoiding the slack or dead spot seen in other mechanisms. This is the reason why
the worm and nut is a favorite design among those who still adhere to the Pitman arm mechanism.
There are quite a number of advantages of the rack & pinion mechanism over the Pitman arm. First,
there’s no dead spot or slack so you get a better feel of the steering response. It’s a lot easier to repair, too,
since it doesn’t involve that many mechanical parts. A greater number of mechanics are also more
familiar with the system, making it much easier to repair.
Understeer
This type of steering occurs when your front tires lose grip of the road, sending it all the way beyond the
curb instead of following the curvature of the corner. If you’ve been watching professional racing circuits,
this is when the car goes outside the track, typically hitting the grass. Countering an understeer typically
involves releasing the gas if you’ve got a front-wheel drive or applying the throttle if you’ve got a rear-
wheel drive.
Oversteer
While it is easy to say that oversteer is the opposite of understeer, this type of steering occurs because of
loss of traction to the rear wheels. This sends the rear of the vehicle racing towards the front such that
your front end will be typically turned toward the inner side of the track. If you cannot apply a
counterspin, you’d find yourself spinning, facing in the opposite direction.
Counter Steering
This is applied just as oversteer is about to occur. This is accomplished by turning the steering wheel in
the opposite direction. So if you were to turn right and are experiencing oversteer, you need to turn your
steering wheel to the left to compensate, catching the oversteer. If you’ve seen professional drift racers
and demonstration drivers, they always perform this maneuver to power slide and even smoke their rear
tires. Counter steering is also very important among rally racers.
The steering system is an important component of any modern vehicle. It is fundamentally composed of
the steering wheel, the steering shaft and column, and the steering arms, although it is not unusual to
have other components into the system depending on what kind of steering system you have in place in
your vehicle. The function of the steering is to make sure the turning motion performed on the steering
wheel is effectively transferred to the wheels and tires of your car. As such, concepts such as steering
ratios and turning circles have to be fully understood before one can truly appreciate the importance of a
steering system in a vehicle. While the rack & pinion system has clearly taken over the pitman arm
mechanism when it comes to the design of the steering system, it still pays to learn these mechanisms as
a whole.
Sources:
1. How the steering system works – How a Car Works
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