4-WHEEL STEERING MECHANISM

STEERING SYSTEM:

The function of the steering system is to convert the rotary movement of the steering
wheel into angular turn of the front wheels. The steering systems also absorb a large part of the
road shocks, thus preventing them from being transmitted to the driver.

Steering system consists of the steering knuckles through the relay road , idler arm , two
tie rods , two steering arm and the two front wheels. Thus as soon as the driver puts his hands on
the steering wheel the motion of the front wheels is in his hands. If he wants to turns the vehicle
to the left, he turns the steering wheel to the left, and if he wants to turn the vehicle to the right,
he turns steering wheel to the right, otherwise the steering wheel is in its middle position and the
vehicle is going in a straight line.

REQUREMENTS OF STEERING SYSTEM : For the smooth performance of the system,

the steering system of any vehicle should fulfill the following requirements:

 It should multiply the turning effort applied on the steering wheel by the driver.
 It should be to a certain degree irreversible so that the shocks of the road surface
encountered by the wheels are not transmitted to the driver’s hand.
 The mechanism should have self –rightening effect so that when the driver release the
steering wheel after negotiating the turn , the wheel should try to achieve straight ahead
position .
 The readers may bear in mind that the requirements of any system may vary but they
should have some kind of average compromise.

FUNCTIONS OF THE STEERING SYSTEM : The various functions of the steering wheel
are :

 To control the angular motion the wheels and thus the direction of motion of the vehicle.
 To provide directional stability of the vehicle while going straight ahead.
 To facilitate straight ahead condition of the vehicle after completing a turn.
 The road irregularities must be damped to the maximum possible extent. This should co-
exist with the road feel for the driver so that he can feel the road condition without
experiencing the effects of moving over it.
 To minimize tyre wear and increase the life of the tyres.
TYPES OF STEERING :Depending on the number and position of the wheels being
steered, steering systems can be classified as follows:

Front wheel steering:

The most commonly used type of steering, only the two front wheels of the vehicle are used to
steer the vehicle. This type of steering suffers from the comparatively larger turning circle and
the extra effort required by the driver to negotiate the turn.

INTRODUCTION TO CONVENTIONAL OR FRONT WHEEL STEERING MECHANISM

The most conventional steering arrangement is to turn the front wheels using a hand–
operated steering wheel. 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. The
steering linkages connecting the steering box and the wheels usually conforms to a variation of
Ackermann steering geometry. 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.
Older designs often use the recirculating ball mechanism, which is still found on trucks
and utility vehicles. This is a variation on the older worm and sector design; the steering column
turns a large screw (the "worm gear") which meshes with a sector of a gear, causing it to rotate
about its axis as the worm gear 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 teeth of the worm and those of the screw; 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.
PROBLEMS WITH CONVENTIONAL STEERING

Understeer: is a term for a car handling condition in which the application of cornering force
(lateral force) also applies a rotational torque (or moment) to the car in the opposite direction of
the turn. The effect is opposite to that of oversteer. In simpler words, understeer is the condition
in which the vehicle does not follow the trajectory the driver is trying to impose while taking the
corner, instead following a less curved trajectory. Understeer is a dynamically stable condition;
in other words, if control is lost, the vehicle continues to point and travel in the direction that it is
already pointing and traveling in.

Understeer is also often referred to as pushing, plowing, or refusing to turn in. The car is
referred to as being "tight" because it is stable and far from wanting to spin.As with oversteer,
understeer has a variety of causes such as mechanical traction, aerodynamics and suspension.

Classically, understeer happens when the front tires have less traction during a cornering
situation than the rear tires, thus causing the front end of the vehicle to have less mechanical grip
and become unable to follow the trajectory in the corner.

Oversteering:

The tendency of a car to oversteer is affected by several factors such as mechanical

traction, aerodynamics and suspension, and driver control, and may be applicable at any level of
lateral acceleration. Generally, oversteer is the condition when the slip angle of the rear tires
exceeds that of the front tires, even when they are both small. Limit oversteer occurs when the
rear tires reach the limits of their lateral traction during a cornering situation but the front tires
have not, thus causing the rear of the vehicle to head towards the outside of the corner. Rear
wheel drive cars are more prone to oversteer, in particular when applying power in a tight corner.
This occurs because the rear tires must handle both the lateral cornering force and engine torque.

The terms oversteer and understeer are related to yaw rate and not to sideways movement.
A car undergoes a circular spinning motion (yaw) as it turns, as well as sideways movement
(towards the inside of the corner). Understeer and oversteer refer to the yaw motionConsider a
car with its steering wheel turned part way to one side and locked in that position. Now imagine
that car rolling forward very slowly on a flat surface. It will move along an arc of a circle whose
radius is determined solely by the position of the wheels, since centrifugal force is minimal. Its
sideways motion and yaw rate are hence interlinked and set by the steering wheel position.
However, the wheels can only provide a limited amount of sideways force before they slide. This
sliding will happen at a larger radius as either the speed increases, the friction coefficient
decreases, or the normal force decreases. Once this sliding occurs, the sideways movement and
yaw rate may become unlinked. If the yaw rate of the car tends towards a larger radius than the
radius set by the wheels, it is said to understeer. If the yaw rate radius is smaller (spinning too
fast), it is called oversteer. During oversteer or understeer the sideways movement of the car may
also follow a different radius to that set by the steering wheel, but this does not affect the
definition of oversteer or understeer.
INTRODUCTION TO 4WS :
Four-wheel steering, 4WS, also called rear-wheel steering or all-wheel steering,
provides a means to actively steer the rear wheels during turning maneuvers. It should not be
confused with four-wheel drive in which all four wheels of a vehicle are powered. It improves
handling and help the vehicle make tighter turns.
Production-built cars tend to understeer or, in few instances, oversteer. If a car could
automatically compensate for an understeer/oversteer problem, the driver would enjoy nearly
neutral steering under varying conditions. 4WS is a serious effort on the part of automotive
design engineers to provide near-neutral steering.
The front wheels do most of the steering. Rear wheel turning is generally limited to 50-60
during an opposite direction turn. During a same direction turn, rear wheel steering is limited to
about 10-1.50.
When both the front and rear wheels steer toward the same direction, they are said to be
in-phase and this produces a kind of sideways movement of the car at low speeds. When the
front and rear wheels are steered in opposite direction, this is called anti-phase, counter-phase or
opposite-phase and it produces a sharper, tighter turn.

IMPORTANCE OF 4 WHEEL STEERING MECHANISM:

To understand the advantages of four-wheel steering, it is wise to review the dynamics of
typical steering maneuvers with a conventional front -steered vehicle. The tires are subject to the
forces of grip, momentum, and steering input when making a movement other than straight-
ahead driving. These forces compete with each other during steering maneuvers. With a front-
steered vehicle, the rear end is always trying to catch up to the directional changes of the front
wheels. This causes the vehicle to sway. As a normal part of operating a vehicle, the driver learns
to adjust to these forces without thinking about them.
When turning, the driver is putting into motion a complex series of forces. Each of these
must be balanced against the others. The tires are subjected to road grip and slip angle. Grip
holds the car's wheels to the road, and momentum moves the car straight ahead. Steering input
causes the front wheels to turn. The car momentarily resists the turning motion, causing a tire
slip angle to form. Once the vehicle begins to respond to the steering input, cornering forces are
generated. The vehicle sways as the rear wheels attempt to keep up with the cornering forces
already generated by the front tires. This is referred to as rear-end lag, because there is a time
delay between steering input and vehicle reaction. When the front wheels are turned back to a
straight -ahead position, the vehicle must again try to adjust by reversing the same forces
developed by the turn. As the steering is turned, the vehicle body sways as the rear wheels again
try to keep up with the cornering forces generated by the front wheels.
 The idea behind four-wheel steering is that a vehicle requires less driver input for
any steering maneuver if all four wheels are steering the vehicle. As with two-wheel steer
vehicles, tire grip holds the four wheels on the road. However, when the driver turns the wheel
slightly, all four wheels react to the steering input, causing slip angles to form at all four wheels.
The entire vehicle moves in one direction rather than the rear half attempting to catch up to the
front. There is also less sway when the wheels are turned back to a straight-ahead position. The
vehicle responds more quickly to steering input because rear wheel lag is eliminated.

TYPES OF 4WS (Two modes are generally used):

The direction of steering the rear wheels relative to the front wheels depends on the
operating conditions. At low-speed wheel movement is pronounced, so that rear wheels are
steered in the opposite direction to that of front wheels. This also simplifies the positioning of the
car in situations such as parking in a confined space. Since the rear wheels are made to follow
the path on the road taken by the front wheels, the rear of a 4WS car does not turn in the normal
way. Therefore the risk of hitting an obstacle is greatly reduced.

At high speed, when steering adjustments are subtle, the front wheels and rear wheels turn
in the same direction. As a result, the car moves in a crab-like manner rather than in a curved
path. This action is advantageous to the car while changing lanes on a high-speed road. The
elimination of the centrifugal effect and, in consequence the reduction of body roll and cornering
force on the tyre, improves the stability of the car so that control becomes easier and safer. In a
4WS system, the control of drive angle at front and rear wheels is most essential.
Slow Speeds - Rear Steer Mode:

At slow speeds, the rear wheels turn in the direction opposite to the front wheels. This
mode comes in particularly useful in case of pickup trucks and buses, more so when navigating
hilly regions. It can reduce the turning circle radius by 25%, and can be equally effective in
congested city conditions, where U-turns and tight streets are made easier to navigate. It is
described as following in FIG 1.4. .

High Speeds:

In high speeds, turning the rear wheels through an angle opposite to front wheels might
lead to vehicle instability and is thus unsuitable. Hence, at speeds above 80 kmph, the rear
wheels are turned in the same direction of front wheels in four-wheel steering systems. This is
shown in FIG

For a typical vehicle, the vehicle speed determining the change of phase has been found to
be 80 km/hr. The steering ratio, however, can be changed depending on the effectiveness of the
rear steering mechanism, and can be as high as 1:1.
Zero turning radius – 360 degree mode:

In addition to the aforementioned steering types, a new type of four-

wheel steering was introduced by the concept vehicle Jeep Hurricane, one that could
significantly affect the way our vehicles are parked in the future. Its
shown in the following FIG 1.7

FIG 1.7 - The Jeep Hurricane concept with Zero Turning Circle Radius

This vehicle has all the three modes of steering described above, though it sports a truly
complex drive-train and steering layout with two transfer cases to drive the left and right wheels
separately. The four wheels have fully independent steering and need to turn in an
unconventional direction to ensure that the vehicle turns around on its own axis. Such a system
requires precise calculation from a servo motor with real-time feedback to make certain that all
three steering modes function perfectly. The concept didn’t make it to production, possibly due
to the high costs involved in the power train layout. But the idea presented by the concept
continues to find importance. The only major problem posed by this layout is that a conventional
rack-and-pinion steering with pitman arms would not be suitable for this mode, since the two
front wheels are steered in opposite directions. Steer-by-wire systems would work fine, however,
since independent control can be achieved.

THERE ARE THREE TYPES OF PRODUCTION OF 4WS:

1. Mechanical 4WS
2. Hydraulic 4WS
3. Electro-hydraulic 4WS
 1- Mechanical 4WS:

Mechanical 4WS

In a straight-mechanical type of 4WS, two steering gears are used-one for the front and
the other for the rear wheels. A steel shaft connects the two steering gearboxes and terminates at
an eccentric shaft that is fitted with an offset pin. This pin engages a second offset pin that fits
into a planetary gear
The planetary gear meshes with the matching teeth of an internal gear that is secured in a
fixed position to the gearbox housing. This means that the planetary gear can rotate but the
internal gear cannot. The eccentric pin of the planetary gear fits into a hole in a slider for the
steering gear.
A 120-degree turn of the steering wheel rotates the planetary gear to move the slider in
the same direction that the front wheels are headed. Proportionately, the rear wheels turn the
steering wheel about 1.5 to 10 degrees. Further rotation of the steering wheel, past the 120degree
point, causes the rear wheels to start straightening out due to the double-crank action (two
eccentric pins) and rotation of the planetary gear. Turning the steering wheel to a greater angle,
about 230 degrees, finds the rear wheels in a neutral position regarding the front wheels. Further
rotation of the steering wheel results in the rear wheels going counter phase with regard to the
front wheels. About 5.3 degrees maximum counter phase rear steering is possible.
Mechanical 4WS is steering angle sensitive. It is not sensitive to vehicle road speed.
 2- Hydraulic 4WS

Hydraulic 4WS

The hydraulically operated four-wheel-steering system is a simple design, both in com-

ponents and operation. The rear wheels turn only in the same direction as the front wheels. They
also turn no more than 11/2 degrees. The system only activates at speeds above 30 mph (50
km/h) and does not operate when the vehicle moves in reverse.
A two-way hydraulic cylinder mounted on the rear stub frame turn the wheels. Fluid for
this cylinder is supplied by a rear steering pump that is driven by the differential. The pump only
operates when the front wheels are turning. A tank in the engine compartment supplies the rear
steering pump with fluid.
When the steering wheel is turned, the front steering pump sends fluid under pressure to
the rotary valve in the front rack and pinion unit. This forces fluid into the front power cylinder,
and the front wheels turn in the direction steered. The fluid pressure varies with the turning of the
steering wheel. The faster and farther the steering wheel is turned, the greater the fluid pressure.
The fluid is also fed under the same pressure to the control valve where it opens a spool
valve in the control valve housing. As the spool valve moves, it allows fluid from the rear
steering pump to move through and operate the rear power cylinder. The higher the pressure on
the spool, the farther it moves. The farther it moves, the more fluid it allows through to move the
rear wheels. As mentioned earlier, this system limits rear wheel movement to 11/2 degrees in
either the left or right direction.
 3.1 Electro-hydraulic 4WS

S
Electro-hydraulic 4WS

Several 4WS systems combine computer electronic controls with hydraulics to make the
system sensitive to both steering angle and road speeds. In this design, a speed sensor and
steering wheel angle sensor feed information to the electronic control unit (ECU). By processing
the information received, the ECU commands the hydraulic system steer the rear wheels. At low
road speed, the rear wheels of this system are not considered a dynamic factor in the steering
process.
At moderate road speeds, the rear wheels are steered momentarily counter phase, through
neutral, then in phase with the front wheels. At high road speeds, the rear wheels turns only in
phase with the front wheels. The ECU must know not only road speed, but also how much and
quickly the steering wheel is turned. These three factors - road speed, amount of steering wheel
turn, and the quickness of the steering wheel turn - are interpreted by the ECU to maintain
continuous and desired steer angle of the rear wheels.
The basic working elements of the design of an electro-hydraulic 4WS are control unit, a
stepper motor, a swing arm, a set of beveled gears, a control rod, and a control valve with an
output rod. Two electronic sensors tell the ECU how fast the car is going.
 The yoke is a major mechanical component of this electro-hydraulic design. The
position of the control yoke varies with vehicle road speed. For example, at speeds below 33
mph (53 km/h), the yoke is in its downward position, which results in the rear wheels steering in
the counter phase (opposite front wheels) direction. As road speeds approach and exceed 33 mph
(53 km/h), the control yoke swings up through a neutral (horizontal) position to an up position.
In the neutral position, the rear wheels steer in phase with the front wheels.
The stepper motor moves the control yoke. A swing arm is attached to the control yoke.
The position of the yoke determines the arc of the swing rod. The arc of the swing arm is
transmitted through a control arm that passes through a large bevel gear. Stepper motor action
eventually causes a push-or-pull movement of its output shaft to steer the rear wheels up to a
maximum of 5 degrees in either direction.
The electronically controlled, 4WS system regulates the angle and direction of the rear
wheels in response to speed and driver's steering. This speed-sensing system optimizes the
vehicle's dynamic characteristics at any speed, thereby producing enhanced stability and, within
certain parameters, agility.

FAIL-SAFE MEASURES:
All 4WS systems have fail-safe measures. For example, with the electro-hydraulic setup,
the system automatically counteracts possible causes of failure: both electronic and hydraulic,
and converts the entire steering system to a conventional two-wheel steering type. Specifically, if
a hydraulic defect should reduce pressure level (by a movement malfunction or a broken driving
belt), the rear-wheel-steering mechanism is automatically locked in a neutral position, activating
a low-level warning light.
In the event of an electrical failure, it would be detected by a self-diagnostic circuit
integrated in the four wheel-steering control unit. The control unit stimulates a solenoid valve,
which neutralizes hydraulic pressure, thereby alternating the system to two-wheel steering. The
failure would be indicated by the system's warning light in the main instrument display.
On any 4WS system, there must be near-perfect compliance between the position of the
steering wheel, the position of the front wheels, and the position of the rear wheels. It is usually
recommended that the car be driven about 20 feet (6 meters) in a dead-straight line. Then, the
position of the front/rear wheels is checked with respect to steering wheel position. The base
reference point is a strip of masking tape on the steering wheel hub and the steering column.
When the wheel is positioned dead center, draw a line down the tape. Run the car a short dis-
tance straight ahead to see if the reference line holds. If not, corrections are needed, such as
repositioning the steering wheel.
Even severe imbalance of a rear wheel on a speed sensitive 4WS system can cause
problems and make basic troubleshooting a bit frustrating.
ADVANTAGES OF 4WS

 The vehicle's cornering behavior becomes more stable and controllable at high speeds as
well as on wet or slippery road surfaces.
 The vehicle's response to steering input becomes quicker and more precise throughout the
vehicle's entire speed range.
 The vehicle's straight-line stability at high speeds is improved. Negative effects of road
irregularities and crosswinds on the vehicle's stability are minimized.
 Stability in lane changing at high speeds is improved. The vehicle is less likely to go into
a spin even in situations in which the driver must make a sudden and relatively large
change of direction.
 By steering the rear wheels in the direction opposite the front wheels at low speeds, the
vehicle's turning circle is greatly reduced. Therefore, vehicle maneuvering on narrow
roads and during parking becomes easier.

APPLICATIONS OF 4WS : Some of the vehicles in which the 4WS is applied are:

1- Chevrolet Suburban 2500:

The purely electronic system works so that, at low speed, the rear wheels turn the
opposite direction of the front wheels, thus shortening the turning circle. At higher speeds
all four wheels turn in the same direction for better stability in lane change maneuvers.
The system works spectacularly well with the Suburban and the turning circle diameter
drops down from 44.5 feet to 35.2 feet. There is a switch to turn the system off and the
Suburban drives like a regular two-wheel steering machine and, in contrast, it feels quite
ponderous.
Unfortunately the four-wheel steering system also pushes the width of the Sub out
past 80 inches. But the very worst thing about the four-wheel steering system is its $4495
option cost. Hopefully as the four-wheel steering system becomes more ubiquitous across
the GM range of products the cost of the system will drop.
 Chevrolet Suburban 2500

2- GM Concept Truck:
QUADRASTEER (four-wheel steering system) by Delphi is featured on General
Motor Corp.'s GMC Terradyne concept vehicle. QUADRASTEER by Delphi is an
electronic four-wheel steering system that enables vehicles to significantly improve
handling and maneuverability in full-size vehicles. Based on tests with full-size SUVs
and pickup trucks, QUADRASTEER by Delphi reduces the minimum turning circle
diameter by an average of 19 percent. In fact, one full-size pickup's turning radius was
reduced from 46.2 feet to 37.4 feet, making it comparable to a Nissan Ultima at 37.4 feet
and a Saturn Coupe at 37.1 feet.

QUADRASTEER by Delphi combines conventional front-wheel steering with an

electrically powered rear-wheel steering system. The system has four main components -
a front-wheel position sensor, steerable solid hypoid rear axle, electric motor-driven
actuator, and control unit. Hand wheel position and vehicle speed sensors continuously
report data to the control unit, which in turn determines the appropriate angle of the rear
wheels. Algorithms are then used to determine the correct phase of operation. The
QUADRASTEER by Delphi Systems also provides a controlled return to regular two-
wheel steering if the four-wheel steering system is damaged.
 Silverado truck

3- Jeep Hurricane:
The Jeep Hurricane, a radical off-road machine with two 5.7 litre V8 engines
features a turn radius of absolutely zero, using skid steer capability and toe steer: the
ability to turn both front and rear tires inward. In addition, the vehicle features two modes
of automated four-wheel steering.
The first is traditional with the rear tires turning in the opposite direction of the
front to reduce the turning circle. The second mode is an innovation targeted to off-road
drivers: the vehicle can turn all four wheels in the same direction for nimble crab
steering. This allows the vehicle to move sideways without changing the direction the
vehicle is pointing. The multi-mode four-wheel steering system offers killer performance
and maneuverability.
 Jeep Hurricane

CONCLUSION: Compared with a conventional two wheel steering system, the advantages
offered by a 4WS system include:
1. Superior cornering stability.
2. Improved steering responsiveness and precision. High speed straight line stability.
3. Notable improvement in rapid lane-changing maneuvers.
4. Smaller turning radius and tight-space maneuverability at low speed.
5. Relative Wheel Angles and their Control.