A SEMINAR REPORT

On

CLUTCH SEVICING/REPLACE

Submitted by

Mr. AABID RASHID AHANGER 20171141001

In conformity with the requirements for the degree

of

BACHELOR OF TECHNOLOGY

DEPARTMENT
OF
BVOC AUTOMOTIVE TECHNOLOGY
DDU KAUSHAL KENDRA
UNIVERSITY OF KASHMIR, SRINAGAR

January, 2023
 BONAFIDE CERTIFICATE

Certified that this Seminar report “CLUTCH SERVICING /REPLACE” is the bonafide work
of the student namely AABID RASHID AHANGER bearing enrollment number
20171141003

Certified further, that to the best of my knowledge the work reported herein does not form part of
any other report or dissertation on the basis of which a degree or award was conferred on an
earlier occasion on this or any other candidate.

Signature of Supervisor/Guide

Seal & Signature

Signature of SPI-Incharge Coordinator,
Department of BVOC Automotive
Technology
 ACKNOWLEDGEMENTS

We wish to thank Mr. SHAHID QAYOOM (Assistant Professor) for his/her/their kind support
and valuable guidance. It is his/her/their help and support, due to which we became able to
complete the design and technical report. Without his/her/their support this report would not have
been possible.

Name of the Student Enrollment Signature

Mr. AABID RASHID 20171141001
AHANGER
 Abstract

The industrial report present the experience garnered in 3 week of industrial training taken a

At KASHMIR MOTORS [SARINAGAR]

My training was on the diagnosis, repairs, maintenance in automobile vehicles ranging from cars,
SUV, Jeeps.

During this period` I acquired practical knowledge on how to repair `install some mechanical parts
and system also assisted in providing the units functionality they need.

This report discusses the technical skill gained during the training period and justifying the
relevance of the scheme in equipping students with needed technical competence to thrive in the
real word.

Signature of the Student:

Name:

Enrollment. No:

Semester:

Date:
TABLE OF CONTENTS

ABSTRACT ……………………………………. iii

LIST OF TABLES ……………………………………. xvi
LIST OF FIGURES ……………………………………. xviii
LIST OF SYMBOLS ……………………………………. xxvii

1. INTRODUCTION
2. LITERATURE REVIEW
3. PROPOSED WORK
4. PROBLEM DESCRIPTION
5. SOLUTION APPROACH/METHODOLOGY (if any)
6. RESULTS AND DISCUSSION
7. FUTURE SCOPE
8. CONCLUSION
9. APPENDICES (if any)
10. REFERENCES
ABSTRAC

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

1
1. 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 direction of motion of a motor vehicle is controlled by a steering system.

A basic steering system has 3 main parts: A steering box connected to the steering

wheel. The linkage connecting the steering box to the wheel assemblies at the front

wheels. And front suspension parts to let the wheel assemblies pivot. When the
driver turns the steering wheel, a shaft from the steering column turns a steering
gear. The steering gear moves tie rods that connect to the front wheels. The

tie rods move the front wheels to turn the vehicle right or left.

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

2
 Figure-1.1 Steering gear

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

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

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

This steering system has worm gearing. It provides a gear reduction, and a 90
degree change in direction. It has more parts and joints than the rack type, but it is
more robust, and may be used on heavier vehicles.

3
To allow heavy transport vehicles to carry extra weight, two steering axles may be

used. They're connected by a link to a common steering box. These vehicles are
called tandem, or twin-steered vehicles.

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

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

and rear steering boxes.

Or it can be computer-controlled.

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

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

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

4
2. WHEELED VEHICLE STEERING

2.1 Basic geometry

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

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

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

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

BMW began to use rack and pinion steering systems in the 1930s, and many other
European manufacturers adopted the technology. American automakers adopted
rack and pinion steering beginning with the 1974 Ford Pinto,

5
 Figure 2.1.1 Ackermann Steering mechanism

Older designs use two main principles; the worm and sector design and the screw
and nut. Both types were enhanced by reducing the friction for screw and mut it is
the recirculating hall mechanism, which is still found on trucks and utility vehicles.
The steering column turns a large screw which meshes with mat by recirculating
balls. The nut moves a sector of a gear, casing it to rotate about its axis as the
screw is turned; an arm attached to the ads of the sector moves the Pitman arm,
which is connected to the steering linkage and thus steers the wheels. The
recirculating bull 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"

6
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 antage

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

Other systems for steering exist, but are uncommon on road vehicles. Children's
toys and go-karts often use a very direct linkage in the form of a bell crank (also
commonly known as a Pitman army attached directly between the steering column
and the steering arms, and the use of cable-operated steering linkages (eg the
capstan and bowstring mechanism is also found on some home-built vehicles such
as soapbox cars and recumbent tricycles.
2.2 Powe
 Figure 2.1.2 Ackermann steering geometry
2.2 power steering
Power steering helps the driver of a vehicle to steer by directing some of the ins
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 stearing 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

Power steering

2.3 Speed sensitive steering

An outgrowth of power steering is speed sensitive steering, where the steering is
heavily assisted at low speed and lightly assisted at high speed. Auto makers
perceive that motorists might need to make large steering inputs while manoeuvring
for parking, but not while traveling at high speed. The first vehicle with this feature
was the 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,

2.4 Four Wheel Steering

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

Four-wheel steering found its most widespread use in monster trucks, where
manoeuvrability in small arenas is critical, and it is also popular in large farm
vehicles and trucks. Some of the modern European Intercity buses also utilize four-
wheel steering to assist manoeuvrability in bus terminals, and also to improve road
stability. The first rally vehicle to use the technology was the Peugeot 405 Turbo 16.
Its debut was at the 1988 Pikes Peak International Hill Climb, where
it set a record breaking time of 10:47.77. The car would go on to victory in the
1989 and 1990 Paris-Dakar Rally, again driven by Ari Virtanen. Previously, Honda
had four-wheel steering as an option in their 1987- 2001 Prelude and Honda Ascot
Innova models (1992-1996). Mazdaalso offered four-wheel steering on the 626 and
MX6 in 1988. General Motors offered Delphi's Quadrasteer in their consumer
Silverado Sierra and Suburban/Yukon. However, only 16,500 vehicles were sold
with this system from its introduction in 2002 through 2004. Due to this low demand,
GM discontinued the technology at the end of the 2005 model year." Nissan/Infiniti
offer several versions of their HICAS system as standard or as an option in much of
their line-up. A new "Active Drive" system is introduced on the 2008 version of the
Renault line. It was designed as one of several measures to increase security and
stability. The Active Drive should lower the effects of under steer and decrease the
chances of spinning by diverting part of the G-forces generated in a turn from the
front to the rear tires. At low speeds the turning circle can be tightened so parking
and maneuvering is easier.

Figure 2.4.1 Four wheel steering

3. PRINCIPLE OF STEERING

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

Figure 3.1 steering diagram

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

The steering-arm ball-joints are arranged so that movement in the suspension does

not affect steering operati

4.Types of Steering system

4 .1 Rack and pinion steering system

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

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

Figure 4.2 Components of rack and pinion steering system

The primary component of the rock and pinion steering system aer :.

1 .Rubber Bellow

2. Pinion

3. Rack

4. Inner Ball Joint

5. Tie Rod

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

Figure 4.2.2 steering gear

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

Figure 4.2.3 Clashing gears

Rack: The rack slides in the housing and is moved by the action of the meshed
pinion into the teeth of the rack. It normally has an adjustable bush opposite the
pinion to control their meshing, and a nylon bush at the other end.
 Figure 4.2.4 Gear
Inner Ball Joint Or Socket:- The inner ball joint is attached to the tie-rod, to
allow for suspension movement and slight changes in steering angles.

Future 4.2.4 steering rod viewed

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

Figure 4.2.5 Tie rod

4.2. Recirculating Ball type

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

Mechanism:-

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

1. Pitman Arm Shaft

2. Idler Arm

3. Track Rod Or Centre Link

4. Tie Rod

5. Tie Rod End

6. Adsutment Sleeve

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

The steering box provides the change of angle at 90" to the steering linkage.
 Figure 4.2.3 Idler arm

Idler Arm:- The idler arm is attached to the chassis and is positioned parallel to the

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

Figure 4.2.4 Tracker rod

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

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

ends are left or right hand threaded.

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

Figure 4.2.7 Adjustment sleeve bv

4.3 .Four Wheel Steering System

Some cars have four-wheel steering.

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

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

A hydraulic pump is driven from the engine, to provide pressure to help the driver.
The power steering system is designed so that even if the engine or the power

steering system fails, the vehicle can still be controlled. However, much more driver

effort is required.

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

1. Ackermann steering geometry

2. Davis steering geometry

5.1 Ackermann steering geometry

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

designed to solve the problem of wheels on the inside and outside of a turn needing
to trace out circles of different radius. It was invented by the German Carriage
Builder Georg Lankensperger in Munich in 1817, then patented by his agent in
England, Rudolph Ackermann (1764-1834) in 1818 for horse drawn carriages.
Erasmus Darwin may have a prior claim as the inventor dating from 1758 A simple
approximation to perfect Ackermann steering geometry may be generated by
moving the steering pivot points inward so as to lie on a line drawn between the
steering kingpins and the centre of the rear axle. The steering pivot points are
joined by a rigid bar called the tie rod which can also be part of the steering
mechanism, in the form of a rack and pinion for instance. With perfect Ackermann,
at any angle of steering, the centre point of all of the circles traced by all wheels will
lie at a common point. Note that this may be difficult to arrange in practice with
simple linkages, and designers are advised to draw or analyze their steering
systems over the full range of steering angles.
Figure 5.1.1. Ackermann steering

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

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

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

curve.An

Ackermann steering gear has only turning pairs and thus is preferred. Its drawback
is that it fulfils the fundamental

equation of correct gearing at the middle and the two extreme position and not in all

positions.

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

The intention of Ackermann geometry is to avoid the need for tyres to slip sideways
when following the path around a curve. The geometrical solution to this is for all
wheels to have their axles arranged as radii of a circle with a common centre point.
As the rear wheels are fixed, this centre point must be on a line extended from the
rear axle.

Intersecting the axes of the front wheels on this line as well requires that the inside
front wheel is turned, when steering, through a greater angle than the outside
wheel. The principle of Ackerman Steering is the relationship between the front
inside tire and front outside tire in a corner or curve.

5.2. Davis Steering Geometry

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

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

Figure 5.2.1 Davis steering mechanism

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

mechanism and is mathematically better than ackerman

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

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

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

Figure 6.1.1 Steering Ratio Graph

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

6.1.Variable Ratio Steering

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

Figure 6.1.2 Steering effort characteristics

6.2 Turning circles

Figure 6.2.1 Turning circle

7.CONCLUSION

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

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

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

8. http://www.porsche.com/usa/models/911/911-turbo/chassis/rear-axles-steering/

9. http://www.porsche.com/usa/models/911/911-turbo-s/chassis/rear-axles-steering/
10. http://www.carscoops.com/2014/10/new-renault-espace-comes-with-four.html

11. http://www.autoevolution.com/news/2016-renault-megane-brings-four-wheel-
steering-87-inch-touchscreen-to-frankfurt-live-photos-99958.html

12. http://en-soiture.blog.leparisien.fr/archive/2015/12/03/essai-renault-talisman-

amulette-16276.html