DESIGN AND SIMULATION OF FOUR WHEEL STEERING

SYSTEM
A PROJECT REPORT
Submitted in partial fulfillment for the award of the degree of
BACHELOR OF TECHNOLOGY
in
MECHANICAL ENGINEERING
By
NAVNEET KUMAR (10206173)
D.SATHEESH KUMAR (10206179)
V.P.YUVARAJ (10206200)

Under the guidance of
Mr. ABRAHAM BONIFACE
(ASSISTANT PROFESSOR, Department of AUTOMOBILE ENGINEERING)

FACULTY OF ENGINEERING &TECHNOLOGY

SRM UNIVERSITY
(Under section 3of UGC Act, 1956),
SRM Nagar, Kattankulathur-603203, Kancheepuram District.

APRIL 2010
i

BONAFIDE CERTIFICATE

This is to certify that the project report entitled DESIGN AND SIMULATION
OF FOUR WHEEL STEERING SYSTEM submitted by NAVNEET
KUMAR(10206173), D.SATHEESH KUMAR (10206179), YUVARAJ V.P
(10206200), for the award of degree of BACHELOR OF TECHNOLOGY in
Mechanical Engineering, of School of Mechanical, SRM university is a bonafide record
of project work carried out under the supervision of Mr. ABRAHAM BONIFACE The
contents of this report, in full or in parts, have not been submitted to any institute or
university for the award of any degree or diploma.


(Dr. D. Kingsly Jeba Singh) (Mr. ABRAHAM BONIFACE)
HEAD OF THE DEPARTMENT GUIDE
DEANINCHARGE ASSISTANTPROFESSOR
SCHOOLOFMECHANICALENGINERINGSCHOOLOFMECHANICALENGINEERING


INTERNAL EXAMINER EXTERNAL EXAMINER

DATE:
ii

ACKNOWLEDGEMENT

First and foremost, we express our heartfelt and deep sense of gratitude to our
Chancellor Shri. T. R. Pachamuthu, Pro Chancellor Shri. P. Ravi and Vice Chancellor
Shri. P. Sathyanarayanan for providing us the necessary facilities for the completion of
our project. I also acknowledge our Pro- Vice Chancellor Dr. T. P. Ganesan and Registrar
Dr. N. Sethuraman for their constant support and endorsement.
We wish to express our sincere gratitude to our Director (Engineering and
technology) Dr. P.K.A. Muniswaran, Associate Director (Engineering & Technology) Dr.
C. Muthamizhchelvan, for his constant support and encouragement.
We are extremely grateful to Our Head of the Department Dr. Kingsly Jeba Singh
for his invaluable guidance, motivation, timely and insightful technical discussions. We
are immensely grateful to Mr.Abraham Boniface; our internal guide for his constant
encouragement, smooth approach throughout our project period to make this work
possible.
We are indebted to our Project Coordinator Mr. R. Senthil for his valuable
suggestions and motivation. We are deeply indebted to the staff members and lab
assistants of Mechanical Engineering department for extending warm support, constant
encouragement and ideas they shared with us.
We would be failing in our part if we do not acknowledge our family members
and our friends for their constant encouragement and support.






iii

ABSTRACT

The theme of our project Design and Simulation of Four Wheel Steering
System is to study the characteristics of different modes of four wheel steering
operated under different conditions. The present kind of steering systems that are being
used has certain disadvantages like toppling at higher speeds, skidding of the track,
greater turning radius, etc An extensive research and study has been carried out to
overcome these drawbacks then a suitable and appropriate solution has been found and it
has been simulated in our project.
















iv

TABLE OF CONTENTS
CHAPTER PAGE NO
ACKNOWLEDGEMENT iii
ABSTRACT iv

1. INTRODUCTION 1
1.1 FUNCTIONS OF STEERING SYSTEM 1
1.2 TYPES OF STEERING SYSTEM 1
1.2.1 FRONT WHEEL STEERING 1
1.2.2 REAR WHEEL STEERING 4
1.2.3 POWER STEERING 5
1.2.4 SPEED ADJUSTABLE STEERING 5
1.2.5 FOUR WHEEL STEERING SYSTEM 5
2. LITERATURE REVIEW 6
3.FOUR WHEEL STEERINING SYSTEM 7
3.1 SLOW SPEED (REAR STEER MODE) 8
3.2 HIGH SPEEDS (CRAB MODE) 8
3.3 ZERO TURNING CIRCLE RADIUS-360 MODE 9
4. DESIGN OF FOUR WHEEL STEERING SYSTEM 10
4.1 ACKERMAN STEERING MECHANISM
4.2 CONDITION FOR TRUE ROLLING MOTION 12
4.3 BENEFITS OF 4WS STEERING SYSTEM 13
4.4 LANE CHANGES 14
4.5 HIGH SPEED STRAIGHT-LINE OPERATION 14
4.6 SIDE WINDS AND OTHER DISTURBANCES 14
4.7 GENTLE CURVES 14
v

4.8 PARKING 14
4.9 JUNCTIONS 15
4.10 NARROW ROADS 15
4.11 U-TURNS 15
4.12 CONSTRUCTION AND FUNCTION 16
4.13 STEERING OF REAR WHEEL 16
4.14 PARALLEL PARKING 16
4.15 HIGH SPEED LANE CHANGING 17
4.15.1 RECENT APPLICATION 18
4.15.2 REQURIMENTS OF REAL TIME
IMPLEMENTATION 19
5. TWO DIMENSIONALS DRAWINGS 21
5.1 SHEET NO 1 21
5.2 REDUCTION GEAR BOX 1 22
5.3 REDUCTION GEAR BOX 2 23
5.4 REDUCTION GEAR HOLDER 24
5.5 PINION 24
5.6 RACK AND PINION ASSEMBLY 25
5.7 FRONT GEAR BOX 26
5.8 FRONT GEAR RETAINER 27
5.9 GEAR BOX HOLDER 27
5.10 FRONT RACK 28
5.12 REAR GEAR BOX 29
5.13 PLANTERY GEAR BOX 30
5.14 STROKE ROD ASSEMBELY 32
vi

5.15 ACKERMANN STEERING GEOMETRY 33

6. CALCULATION 35
7. THREE DIMENSIONAL PART DRAWINGS 38
7.1 ANNULAR GEAR 38
7.2 DISC 38
7.3 FRONT GEAR BOX 38
7.4 FRONT STUD AXEL 38
7.5 FRONT TIE ROD 38
7.6 FRONT TOP WISH BONE 38
7.7 REAR GEAR BOX 38
7.8 REAR LEFT HUB 38
7.9 REAR TOP WISHBONE 38
7.10 SLIDER GEAR 39
7.11 SLIDER PLATE 39
7.12 STROKE ROD 39
7.13 ECCENTRIC SHAFT 39
7.14 UNIVERSAL COUPLING 39
7.15 STEERING HADLE 39
7.16 PINION 39
7.17 REAR RIGHT HUB 39
7.18 FRONT RACK 39


vii

8. ASSEMBLY DRAWINGS 41
8.1 FRONT GEAR BOX ASSEMBLY 41
8.2 PLANETARY BOX ASSEMBELY GEAR 42
8.3 REAR TRACK ROD ASSEMBLY 42
8.4 REAR ASSEMBLY 43
8.5 OVERALL STEERING ASSYMBLY 44
8.6 FRONT VIEW OF THE VEHICLE 45
8.7 TOP VIEW OF THE VEHICLE 45
8.8 RIGHT SIDE VIEW OF THE VEHICLE 46
8.9 3D VIEW OF THE VEHICLE 46
9. PRODUCTION CARS WITH ACTIVE 4WS SYSTEM 47
10. RESULT 49
11. CONCLUSION 51
REFERENCES 52

viii

CHAPTER -1
INTRODUCTION TO STEERING SYSTEM
1.1 Functions of the steering system
The various functions of the steering wheel are:
1. To control the angular motion the wheels and thus the direction of motion of the
vehicle.
2. To provide directional stability of the vehicle while going straight ahead
3. To facilitate straight ahead condition of the vehicle after completing a turn
4. 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
5. To minimize tyre wear and increase the life of the tyres
1.2 Types of steering
Depending on the number and position of the wheels being steered, steering
systems can be classified as follows:
1.2.1 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 A
typical front wheel steering mechanism layout is given in FIG 1.1.
ix

1.2.2 Rear w wheel steerinng

on
is
Some
nly the two
s unsuitable
types of in
rear wheels
for high spe
ndustry batte
control the
ed purposes
ery trucks an
steering. It c
and for ease
nd backhoe
can produce
e of use
loaders use
ed smaller tu
R

R

Rack and pin

Rack and pin
FIG 1.1
ion, recircul

ion
1 - Conventi
lating ball, w
x
ional Front W
worm and sec
Wheel Steeri
ctor


ing System
this type, w
urning circles
where
s, but

Rack and pinion unit mounted in the cockpit of an Ariel Atom sports car chassis. For
most high volume production, this is usually mounted on the other side of this panel
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. 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
xi

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 much smaller degree of feedback with this design can also
sometimes be an advantage; drivers of vehicles with rack and pinion steering can have
their thumbs broken when a front wheel hits a bump, causing the steering wheel to kick
to one side suddenly (leading to driving instructors telling students to keep their thumbs
on the front of the steering wheel, rather than wrapping around the inside of the rim).
This effect is even stronger with a heavy vehicle like a truck; recirculating ball steering
prevents this degree of feedback, just as it prevents desirable feedback under normal
circumstances.
The steering linkage connecting the steering box and the wheels usually conforms 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 worm and sector was an older design, used for example in Willys and Chrysler
vehicles, and the Ford Falcon.
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 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.
1.2.3 Power steering
Power steering assists the driver of an automobile in steering by directing a
portion of the vehicle's power to traverse the axis of one or more of the road wheels. As
vehicles have become heavier and switched to front wheel drive, particularly using
negative offset geometry, along with increases in tyre width and diameter, the effort
needed to turn the steering wheel manually has increased - often to the point where major
physical exertion is required. To alleviate this, auto makers have developed power
steering systems: or more correctly power assisted steering - on road going vehicles there
xii

has to be a mechanical linkage as a failsafe. There are two types of power steering
systemshydraulic 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 the 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 assist level 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.
1.2.4 Speed adjustable steering
An outgrowth of power steering is speed adjustable steering, where the steering is
heavily assisted at low speed and lightly assisted at high speed. The auto makers perceive
that motorists might need to make large steering inputs while maneuvering for parking,
but not while traveling at high speed. The first vehicle with this feature was the Citron
SM with its Derive layout, although rather than altering the amount of assistance as in
modern power steering systems, it altered the pressure on a centering cam which made
the steering wheel try to "spring" back to the straight-ahead position. Modern speed-
adjustable power steering systems reduce the pressure fed to the ram as the speed
increases, giving a more direct feel. This feature is gradually becoming commonplace
across all new vehicles.
1.2.5 Four wheel steering
The most effective type of steering, this type has all the four wheels of the vehicle
used for steering purpose. A detailed description of this type follows






xiii

CHAPTER 2
LITERATURE REVIEW
Contemporary rear axles allows for coincidental steering through the influence of
variation of elasto kinematic steering; rear wheels rotate, due to an influence of variation
of vertical load of wheels (tilting), in the same direction as front wheels. Nevertheless,
such a turn of rear wheels is very small and drivers will-independent. A disadvantage of
this so-called passive steering system is that it operates even when driving in straight
direction when single wheel of an axle hits surface irregularity (deterioration of
directional stability).New generation of active steering systems distinguishes a need of
steering of rear wheels for the reason of directional stability from a need of steering of
rear wheels for the reason of cornering at slow speed. Therefore, the active system means
that rear wheels are possible to be turned either coincidently or non-coincidently The
increase of the manoeuvrability when parking the vehicle is achieved by means of
disconcordant steering, meanwhile the increase of the driving stability at higher speeds is
achieved through concordant.
Dr. N. K. Giri, Automotive Mechanics
The basic steering calculations like basic formula for true rolling condition, formula
for finding out turning radius of each wheel,etc..are done by referring this book.
Heinz Heisler, Advanced Vehicle Technology
The basic constructional details of planetary gear box and stroke rod assembly are
being done by referring this book.
Design data data book of engineers PSG college of technology.
xiv

Rack construction, formula to find minimum number of teeth to avoid interference,

gear materials and basic gear calculations are done by referring this book.
Theory of machines, S.Rattan
Gear train construction for gear box, speed ratio and the speed of revolutions obtained
by each pinion in the gear box are calculated by referring this book.

CHAPTER -3
FOUR WHEEL STEERING
Contemporary rear axles allows for coincidental steering through the influence of
variation of elasto kinematic steering; rear wheels rotate, due to an influence of variation
of vertical load of wheels (tilting), in the same direction as front wheels. Nevertheless,
such a turn of rear wheels is very small and drivers will-independent. A disadvantage of
this so-called passive steering system is that it operates even when driving in straight
direction when single wheel of an axle hits surface irregularity (deterioration of
directional stability). New generation of active steering systems distinguishes a need of
steering of rear wheels for the reason of directional stability from a need of steering of
rear wheels for the reason of cornering at slow speed. Therefore, the active system
means that rear wheels are possible to be turned either coincidently or non-coincidently.
The increase of the maneuverability when parking the vehicle is achieved by means of
disconcordant steering, meanwhile the increase of the driving stability at higher speeds
is achieved through concordant steering.
In a typical front wheel steering system, the rear wheels do not turn in the direction of
the curve, and thus curb on the efficiency of the steering. Normally, this system has not
been the preferred choice due to the complexity of conventional mechanical four wheel
steering systems. However, a few cars like the Honda Prelude, Nissan Skyline GT-R have
been available with four wheel steering systems, where the rear wheels turn by a small
angle to aid the front wheels in steering. However, these systems had the rear wheels
steered by only 2 or 3 degrees, as their main aim was to assist the front wheels rather than
steer by themselves.
xv

el
to
co
ex
su
With
lectronic ste
o monitor th
omplex 4W
xperimental
uccessfully.
advances in
er-by-wire s
e vehicle dy
WS model h
concepts w
n technology
systems, equ
ynamics and
has not bee
with some
y, modern fo
ual steer angl
adjust the s
en created f
of these tec
our wheel ste
les for front
teer angles i
for producti
chnologies
eering system
and rear wh
in real time.
ion purpose
have been
ms boast of
heels, and se
Although su
es, a numbe
built and t
f fully
nsors
uch a
er of
tested

TTwo modes a are generallyy used in thesse 4WS moddels:
3.1 Slow spee ed - Rear Stteer Mode

T
n
eq
ea
At slo
This mode co
avigating hi
qually effec
asier to navi
ow speeds, th
omes in parti
illy regions.
tive in cong
igate. It is de
he rear whee
icularly usef
. It can red
gested city c
escribed as fo
els turn in th
ful in case o
duce the turn
conditions, w
following in
he direction
f pickup truc
ning circle
where U-turn
FIG 1.2.
opposite to
cks and buse
radius by 2
ns and tight
the front wh
es, more so w
25%, and ca
streets are m
heels.
when
an be
made
3

m
th
sy
.2 High spee
In hig
might lead to
he rear whee
ystems. This
ed
gh speeds, tu
o vehicle inst
els are turne
s is shown in
FIG 1
urning the re
tability and
ed in the sam
n FIG 1.3

1.2 - Rear Steer Mode
ear wheels th
is thus unsu
me direction
hrough an an
uitable. Henc
n of front w
ngle opposit
ce, at speeds
wheels in fou
te to front w
s above 80 k
ur-wheel ste
wheels
kmph,
eering
xvi

fo
ef
3

st
si
fo
tr
ri
in
For a
ound to be
ffectiveness
.3 Zero turn
In ad
teering was
ignificantly
ollowing FIG
FIG
This v
ruly complex
ight wheels s
n an unconv
FIG 1.4 -
typical vehi
80 km/hr. T
of the rear s
ning circle r
ddition to th
s introduced
affect the w
G 1.5
G 1.5 - The Je
vehicle has a
x drive-train
separately. T
ventional dir
FIG
- Front-Rear
icle, the vehi
The steering
steering mec
radius - 360
he aforemen
d by the c
way our ve
eep Hurrican
all the three m
n and steerin
The four whe
rection to en

G 1.3 - Crabb Mode
xvii

r Steering Raatio with resp
icle speed d
g ratio, howe
chanism, and
0 Mode
ntioned stee
concept veh
ehicles are p
ne concept w
modes of ste
g layout wit
eels have fu
nsure that th
etermining t
ever, can be
d can be as h
ering types,
hicle Jeep
parked in th
pect to speedd
the change o
e changed d
high as 1:1.
of phase has
depending on
been
n the
a new typ
Hurricane,
he future. I
pe of four-w
one that c
Its shown in
wheel
could
n the

with Zero Tu
eering descri
th two transf
lly independ
he vehicle tu
urning Circle
ibed above, t
fer cases to d
dent steering
urns around
e Radius
though it spo
drive the lef
g and need to
on its own
orts a
ft and
o turn
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 didnt 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.



CHAPTER -4
DESIGN OF FOUR WHEEL STEERING SYSTEM
It is to be remembered that both the steered wheels do not turn in the same
direction, since the inner wheels travel by a longer distance than the outer wheels, as
described in FIG 2.1.

FIG 2.1 - Variation in steer angles for left and right wheels

4.1 Ackerman steering mechanism
xviii

Shown in FIG 2.2, Ackermann steering geometry 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 radii. The
steering pivot points are joined by a rigid bar called the tie rod which is also a part of the
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, and designers draw or analyze their
steering systems over the full range of steering angles. 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 maneuvers, and the right and left wheels
do not turn by the same angle, be it any cornering speed.

FIG 2.2 - Ackerman steering geometry
This presents a difficult problem for vehicles with independent steering, as the
wheels cannot be easily given the correct Ackerman turning angles. This would directly
affect the dynamic handling of the car, making it impossible to control properly. With all
the four wheels steered, the problem gets compounded, since the appropriate steering
angles for all four wheels need to be calculated. It is to be noted that the variation in
steering angles as a result of Ackerman geometry is progressive and not fixed, hence they
have to be pre-calculated and stored by the controller. This dictates that the control of
xix

four-wheel steering systems be very precise, and consequently, complex. This is another
reason why manufacturers have not preferred the use of such systems in their vehicles,
even with recent advances in technology. The cost of such systems can be high, and a
good amount of research & development is required upfront. Nevertheless, the benefits
that engineers can reap out of this technology are significant enough to work around these
obstacles.
We chose to use a simple control circuit to demonstrate the effectiveness of a four
wheel steering system, and at the same time, simulated the suspension-steering assembly
of a typical car to predict the Ackerman angles for corresponding steer angles. The design
calculation for the model follows shortly.

4.2 Condition for true rolling motion
xx

FIG 2.3 - Fundamental condition for true rolling motion
As observed from FIG 2.3, perfect steering of the wheels can be achieved only
when all four wheels are rolling perfectly for all dynamic conditions. While tackling a
turn, the condition of perfect rolling motion will be satisfied if all the four wheel axes
when projected at one point called the instantaneous centre, and when the following
equation is satisfied:
Cot cot = c / b (1)
c
WheelBase
b

WheelTrack
t

It is seen that the inside wheel is required to turn through a greater angle than the
outer wheel. The larger the steering angle, the smaller the turning circle. It has been
xxi

found that the steering angle can have a maximum value of about 44 degrees under
dynamic conditions. The extreme positions on either side are called lock positions. The
diameter of the smallest circle which the outer front wheel of the car can traverse and
obtained when the wheels are at their extreme positions is known as the turning circle.
4.3 Benefits of four wheel steering
With the 360 mode, the vehicle can quickly turn around at the press of a button and a
blip of the throttle. Complicated three-point steering maneuvers and huge space
requirements to park the vehicle are entirely phased out with this.
Crab mode helps simplify the lane changing procedure.
In conjunction with rear steer mode, four-wheel steering can significantly improve the
vehicle handling at both high and low speeds.
Due to the better handling and easier steering capability, driver fatigue can be reduced
even over long drives.
The only major restriction for a vehicle to sport four-wheel steering is that it should
have four or more wheels. Hence, every kind of private and public transport vehicle,
be it cars, vans, buses, can benefit from this technology.
Military reconnaissance and combat vehicles can benefit to a great extent from 360
mode, since the steering system can be purpose built for their application and are of
immense help in navigating difficult terrain.
Applications
By steering a vehicles rear wheels as well as its front wheels, a four-wheel steering
system, either mechanical or electrical, offers improved handling stability and other
benefits. The 4WS/E-4WS system used by Honda performs two distinct operations: in-
phase steering, whereby the rear wheels are turned in the same direction as the front
wheels, and counter phase steering, whereby the rear wheels are turned in the opposite
direction.TheHonda4WS/E-4WS system is effective in the following situations:
xxii

4.4 Lane changes
During lane-change maneuvers at high speed, the system performs in-phase
steering. This operation enables the vehicle to move in a crab-like manner rather than in a
curved path. As a result, the vehicle is more stable and controllable.
4.5 High speed straight line operation
Even when travelling in a straight line at high speed, a vehicles driver frequently
needs to make small steering corrections to maintain his/her desired course. With the
Honda 4WS/E-4WS system, in-phase steering of the rear wheels minimizes these
corrective steering inputs.
4.6 Side wind sand other disturbance
When a vehicle is subjected to side winds, bumpy road surfaces, or other external
disturbances, the driver needs to make steering corrections to maintain his/her desired
course. The Honda 4WS/E-4WS system enables the driver to make these corrective
steering inputs without causing significant changes in the vehicles body attitude.
4.7 Gentle curves
On gentle curves; in-phase steering of the rear wheels improves the vehicles
stability.
4.8Parking
During a parking maneuver, a vehicles driver typically turns the steering wheel
through a large angle to achieve a small turning radius. By performing counter-phase
steering of the rear wheels, the Honda 4WS/E-4WS system realizes a smaller turning
xxiii

radius than is possible with a two-wheel steering (2WS) system. As a result, the vehicle is
easier to maneuver into garages and other parking spaces.
4.9Junctions
On a crossroads or other junction where roads intersect at 90 degrees or tighter
angles, counter-phase steering of the rear wheels causes the front and rear wheels to
follow more-or-less the same path. As a result, the vehicle can be turned more tightly as it
negotiates the junction. With a 2WS system, the vehicle would need to follow a relatively
curved path.
4.10 Narrow road
On narrow roads with tight bends, counter-phase steering of the rear wheels
minimizes the vehicles turning radius, thereby reducing side-to-side rotation of the
steering wheel and making the vehicle easier to maneuver.
4.11 U-Turns
By minimizing the vehicles turning radius, counter-phase steering of the rear wheels
enables U-turns to be performed easily on narrow roads.

xxiv

4.12 Construction and function

The main components of a Honda 4WS system are the front steering gearbox, which
turns the front wheels, the rear steering gearbox, which turns the rear wheels, and the
center steering shaft, which links the two gearboxes. When the steering wheel is turned,
the front wheels are steered in the same way as with a 2WS system. A rack-and-pinion
mechanism in the front steering gearbox transmits this movement to the rear steering
gearbox via the center shaft. (The rack-and-pinion mechanism is separate from the one to
which the steering wheel is connected.) Via the rear tie rods, the rear steering gearbox
steers the rear wheels by the appropriate angle and in the appropriate direction.
4.13 Steering of rear wheels
When the steering wheel is turned from its straight-ahead position by an angle of 120
degree or smaller, the 4WS system performs to increase in-phase steering of the rear
wheels angle.
When the steering wheel angle exceeds 120 degree, the rear wheels gradually straighten
up then turn in the opposite direction.
Application of four wheel steering with 360 mode
4.14 Parallel parking
As has been discussed previously, zero steer can significantly ease the parking
process, due to its extremely short turning footprint. This is exemplified by the parallel
parking scenario, which is common in foreign countries and is pretty relevant to our
cities. Here, a car has to park it between two other cars parked on the service lane. This
xxv

m
in
1
maneuver req
nputs. Moreo
.75 times the
quires a three
over, to succ
e length of th
e-way move
cessfully par
he car must
ement of the
rk the vehicl
be available
vehicle and
le without in
e for parking
d consequent
ncurring any
g for a two-w
tly heavy ste
y damage, at
wheel steered
eering
least
d car.
The e effect of zeero steer onn paralled parking is shown bellow in FIGG 5.1

FIG 5.1 - Paarallel parkinng maneuver simplified with 360 Mode


in
v
th
sy
As can
n the spot. A
irtually park
hrottle and b
ystem can ev
n be seen cl
Also, since
k the vehicle
brake inputs,
ven lead to v
early, the ca
the 360 mo
e without eve
, and even th
vehicles that
ar requires ju
ode does not
en touching
hey can be a
can drive an
ust about the
t require ste
the steering
automated in
nd park by th
e same length
eering input
wheel. All h
n modern car
hemselves.
h as itself to
ts, the driver
he has to do
rs. Hence, su
o park
r can
o give
uch a
anging 4.15 High speed lane ch
Anoth
angerous is
her driving
changing lan d
maneuver
nes at fairly
that freque
high speeds
ently becom
s. Although t
mes cumber
this is less st
rsome and
teering-inten
even
nsive,
xxvi

th
th
5
his does requ
he vehicles b
.2
uire a lot of c
behind him.
concentratio
Here is how
on from the d
w Crab Mod
driver since h
e can simpli
he has to jud
ify this actio
dge the spac
on, shown as
e and
s FIG


fi
ac
h
4
In
dr
th
w
p
co
li
tr
in
The v
igure, the ve
ction and al
elping relati
.15.1 Recen
n an active f
river steers.
he rear whee
wheels turn o
ercent, whil
ontrolled), s
ine stability.
ravel trailer
n monster tru
vehicle with
ehicle can t
lso resume w
vely inexper
nt applicatio
four-wheel s
There can b
el independe
opposite of th
le at higher
so that the v
The "Snaki
is thus large
ucks, where
FIG 5.2
arrows is ou
turn with ha
without any
rienced drive
on
steering syst
be controls t
ent of the fr
he front whe
r speeds bot
vehicle may
ing effect" e
ely nullified.
maneuverab

2 - Crab Modde in Action
ur model und
ardly any sp
corrective i
ers make qu
der study. A
pace require
inputs. Thus
ick lane cha
s can be see
ement with
s, it also acts
nges even at
n from the a
a single ste
s as a driver
t high speed
above
eering
r aid,
s
xxvii
tem, all four
to switch of
front wheels
eels, reducin
th front and
change pos
experienced
. Four-whee
bility in sma
r wheels turn
ff the rear st
. At slow sp
ng the turning
d rear whee
sition with le
during moto
l steering fo
all arenas is c
n at the sam
eer and opti
peeds (e.g. p
g radius by u
els turn alik
ess yaw, en
orway drive
ound its mos
critical, and
me time whe
ions to steer
parking) the
up to twenty
ke (electroni
nhancing stra
es while tow
st widesprea
it is also po
en the
r only
e rear
y-five
ically
aight-
wing a
d use
opular

in large farm vehicles and trucks. Some of the modern European Intercity buses also
utilize four-wheel steering to assist maneuverability in bus terminals, and also to improve
road stability.
General Motors offers Delphi's Quadra steer in their consumer Silverado/Sierra and
Suburban/Yukon. However, only 16,500 vehicles have been sold with this system since
its introduction in 2002 through 2004. Due to this low demand, GM will not offer the
technology on the 2007 update to these vehicles.
Previously, Honda had four-wheel steering as an option in their 1987-2000 Prelude, and
Mazda also offered four-wheel steering on the 626 and MX6 in 1988.
A new "Active Drive" system is introduced on the 2008 version of the Renault Laguna
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.
4.15.2 Requirement for real-time implementation
Since our application was carried out on a scale model, there were bound to be a
number of modifications as the project scales up to its true size. Following are some the
requirements/modifications needed in a car to use four wheel steering with 360 mode:
Replacing the rack and pinion steering mechanism up front with a fully electronic
servo-motor controlled steering front and rear, since both the right and left wheels
face in opposing directions. If it is possible to get opposing steer angles with a
rack and pinion system, it may be used for the front wheels
Increasing the suspension travel on all four struts. Since the wheels turn by close
to 50 degrees for 360 mode, it is imperative that an extra load acts on the
suspension. Hence, the suspension travel has to be increased by close to 25%
In case of four-wheel drive vehicles, all four wheels must have constant velocity
joints to handle both traction and steering purposes
xxviii

An advanced steering controller circuit with steering angle sensor must be

installed to continuously monitor the vehicles dynamic condition and adjust the
steering angles accordingly. The 360 mode can be activated/deactivated at the
press of a button, and the ECU must handle the other two modes depending on
vehicle speed
Manual override should be provided to use conventional two-wheel steering when
demanded by the driver. This would be useful for experienced drivers who may
not need the assistance of 4WS for most of their daily run
The four-wheel steering system has to implemented in the vehicle right from the
design stage, as it cannot be retrofitted in existing vehicles. Space constraints and
lack of electronic processing capability and power supply might act as deterrents
here
A mechanism should be provided to reverse the drive on any one side (right/left)
wheel, to achieve 360 mode
To provide for the power requirement of high-torque steering servos, the battery
will have to be updated with a higher voltage and ampere-hour rating
The current traffic scenario demands a revolution, rather than an evolution, and
the zero turning circle four-wheel steering system can prove to be a panacea for the
people. With its tight parking circles and improved high speed handling, it is well worth
the extra effort required in design and any extra cost that might have to be paid by the end
consumer. A precise control strategy and dynamic handling solutions are the only
roadblocks that prevent this system from reaching the people. But time and technology
will soon help it get past these hurdles.





xxix

CHAPTER -5
All the given drawings are first drawn in 3d using a software called Pro-E
Wildfire.2 then it is converted into 2d drawings in AutoCAD for preparing
manufacturing prints for proper manufacture.
2D DRAWINGS FOR SINGLE MODE STEERING

xxx

xxxi

xxxi

xxxii

xxxiii

xxxiii

xxxiv

xxxv

xxxvi

xxxvii

xxxviii

2D DRAWINGS FOR DUAL MODE STEERING
xxxix

xl

xli

STROKE ROD ASSEMBELY

xlii

xliii

xliv

CHAPTER -6
CALCULATION
a=wheel track, mm
b=wheel base, mm
c=distance between kingpin axis, mm
y= shown in above figure.
All the below values are obtained from steering geometry
a=1300
b=2000
c=1151.72
y=3357.98 (true rolling condition)
0 = 28 = 1
= 21.S = 2
) For inner fron wheel=
b
sn 0

1 t [
u c
2

=
2000
sn 28
-
1300 1151.72
2

= 4185 mm
2)
b
sn
For outer front wheel= +
c
2
[
u

2000 1300 1151.72
2
=
sn 215
+
=5531.15 mm
tun 0

3) For inner rear wheel=
b
[
u c
2

=
2000
tun 28
-
1300 1151.72
2

xlv

=3687 mm
4)
b
tun
For outer rear wheel=
u c
2
+ [
=
2000
tun 215
+
1300 1151.72
2


cot - cot 0 =
c
b
=5151 mm


Steering ratio =
AngIc tuncd b thc stccng whccI
c AngIc tuncd b thc t
=
180
28
= 6.43

Camber = 1 (positive)

aster = 4 (positive)
R=10.5 m)
2) Rear steer mode (TR=3.6 m)
R=4.2 m)
TR= Turning Radius
King pin inclination = 10
C
Scrub radius= 40mm

1) Same steer mode (T
3) True rolling condition (T

% Reduction =
4.2-3.6
4.2
1uu = 19 % (Rear steer mode compared with true rolling)
% Reduction =
10.5
10.5-3.6
1uu = 65% (Rear steer mode compared with crab mode)
Gea
1)Module = 2 mm

r specification:
xlvi

2)Pressure angle = 20 mm
3)No.of.teeth = 14 = External gear

No.of.teeth = 28 = External gear
No.of.teeth =30 = External gear
4) No.of.teeth = 45 = Internal gear
No of teeth calculation on rack
PCD of pinion = 28
No.of.teeth =
PC
moduIc
=
28
2
= 14
For 360 L-L movement the pinion has to be given one full rotation,
o.of.teeth on rack = 14 + 6 =20 teeth (6 teeth allowance on either side)
minimum number of teeth to avoid interference
|2 _m+
{m
2
+ (1 +2m)sin
2
]
N
With rack & pinion, formula for
Np = k -
(1 +2m)sin
2

_ = 1S.86 = 14 tcctb










xlvii

CHAPTER -7
3D DRAWING
7.1 Annular gear 7.2 Disc 7.3 Front gear box




7.4 Front stud axle 7.5 F 7.6 Front top wishbone

7.7 Rear gear box 7.8 Rear left hub 7.9 Rear top wishbone


ront tie rod




xlviii

7.10 Slider gear 7.11 Slider plate 7.12 Stroke rod

7.13 Eccentric shaft 7.14 Universal coupling 7.15 Steering handle



7.16 T 14 Pinion 7.17 Rear right hub





7.18 Fron t rack




xlix

Gear box constructional details of four wheel steering

1 Frontrack

5432
he gears are listed in the figure from 1 to 7.
(T2 * T4 / T3 * T5)
ise the speed of the input shaft}
h) PCD(inmm) O.D(inmm)

65Steeringwheel
Module (m)=2,
FrontGearbox

PlanetaryGearbox
7

Reartrackrod

Sliderplate
Pressure angle()= 20 deg,
T
Front gear box (train value) e =2 =
{ The output shaft is tw
Gear(no.ofteet
N1=14 28 32
N2=28 56 60
N3=14 28 32
N4=14 28 32
N5=14 28 32
N6=45(InternalGear) 90 94
N7=30 60 64




l

CHAPTER-8

For the perfect working of planetary gear box, the required revolutins of the shaft
t
a
ASSEMBLY DRAWINGS
8.1 FRONT GEAR BOX ASSEMBLY
must be 2 i.e. 720, but in the front the required revolution is 1 i.e. 360(for 360 lock to
lock steering). Therefore front to rear gear ratio is 1:2. This ratio is achieved with a
simple gear train in the front gear box with a driving pinion of PCD 56 mm and a driven
pinion of PCD 28 mm, with two idle gears of PCD 28 mm. The idle gears are used to ge
suffic

ient gap between the two shaft of the front gear box so that the Universal
couplings coupled with the shafts are free to rotate without hitting each other.

li

8.2 PLANETARY BOX ASSEMBELY GEAR

8.3 REAR TRACK ROD ASSEMBLY


lii

8.4 REAR ASSEMBLY

The rear steering box is basically formed from an epicyclic gear set consisting of
a fixed internally toothed annular ring gear in which a planetary gear driven by an
eccentric shaft revolves. Motion is transferred fron the input eccentric shaft to the
planetary gear through an offset peg attatched to a disc which is mounted centrally on the
eccentric shaft. Rotation of the input eccentric shaft imparts movement to the planetary
gear which is forced to orbit around the inside of the annular gear. At the same time
motion is conveyed to the guide fork via a second peg mounted eccentrically on the face
of the planetary gear and the slider plate which fits over the peg. Since the slider plate is
located between the fork fingers, the rotation of the planetary gear and peg causes the
slider plate to move in both a vertical and horizontal direction. Due to the construction of
the guide fork, the slider plate is free to move vertically up an down but is constrained in
the horizontal direction so that the stroke rod is compelled to move transversely to and
fro according to the angular position of the planetary gear and peg.
Adopting this combined epicyclic gear set with a slider fork mechanism enables a small
same direction steer movement of the rear wheels to take place for small deviation of the
liii

steering wheel from the straight ahead position. The rear wheels then progressively
change from a same direction steer movement into an opposite steer displacement with a
large steering angles.
8.5 OVERALL STEERING ASSYMBLY

liv

8.6 FRONT VIEW OF THE VEHICLE

8.7 TOP VIEW OF THE VEHICLE



lv

8.8 RIGHT SIDE VIEW OF THE VEHICLE

8.9 3D VIEW OF THE VEHICLE

lvi

CHAPTER-9
PRODUCTION CARS WITH ACTIVE FOUR WHEEL
STEERING
Chevrolet Silverado (20022006) (high and low speed)
Efini MS-9 (high and low speed)
GMC Sierra (2002) (high and low speed)
Honda Prelude (high and low speed, mechanical from 1987 to 1991,
computerized from 1992-2001)
Honda Accord (1991) (high and low speed, mechanical)
Infiniti FX50 AWD (option on Sports package) (2008Present) (high and low
speed, fully electronic)
Infiniti G35 Sedan (option on Sport models) (2007Present) (high speed only?)
Infiniti G35 Coupe (option on Sport models) (2006Present) (high speed only)
Infiniti J30t (touring package) (19931994)
Infiniti M35 (option on Sport models) (2006Present) (high speed only?)
Infiniti M45 (option on Sport models) (2006Present) (high speed only?)
Infiniti Q45t (19891994) (high speed only?)
Mazda 929 (19921995)(computerized, high and low speed)(all models)
Mazda 626 (1988) (high and low speed)
Mazda MX-6 (19891997) (high and low speed)
Mazda RX-7 (optional, computerized, high and low speed)
Mazda Eunos 800 (19962003) (Optional, computerized, high and low speed)
Mitsubishi Galant/Sigma (high speed only)
Mitsubishi GTO (also sold as the Mitsubishi 3000GT and the Dodge Stealth)
(Mechanical) (high speed only)
lvii

Nissan Cefiro (A31) (high speed only)

Nissan 240SX/Silvia (option on SE models) (high speed only)
Nissan 300ZX (all Twin-Turbo Z32 models) (high speed only)
Nissan Laurel (later versions) (high speed only)
Nissan Fuga/Infiniti M (high speed only)
Nissan Silvia (option on all S13 models) (high speed only)
Nissan Skyline GTS, GTS-R, GTS-X (1986) (high speed only)
Nissan Skyline GT-R (high and low speed)
Renault Laguna (only in GT version of 3rd generation which was launched
October 2007, GT launched on April 2008)
Subaru Alcyone SVX JDM (19911996) (Japanese version: "L-CDX" only) (high
speed only)
Toyota Aristo (1997) (high and low speed?)
Toyota Camry JDM 1990-1992 Camry Prominent (Optional)(high and low speed)
Toyota Celica (option on 5th and 6th generation, 1990-1993 ST183 and 1994-
1997 ST203) (Dual-mode, high and low speed)
Toyota Soarer (UZZ32)







lviii

CHAPTER-10
RESULT

lix

A planetary type of gear box has been designed to get both same side steer and
opposite side steer to combine the advantage of both the modes.
el turns 90 the front road wheel turns
and the rear
ns 180 the front wheel turns 28 and the rear wheel
comes back to 0 at this stage true rolling condition is being achieved with a
turning radius of 4.2 meter.












A graph has been plotted by taking Steering wheel angle in X-axis and Front
and Rear road wheel angle in y-axis
The graph shows the variations in steering wheel angle and the corresponding
variations in the front and rear road wheel angles.
It has been found that when the steering whe
12 and rear road wheel turns 6.5 in the same direction as that of the front road
wheel thus providing same side steer mode.
When the steering wheel turns 135 the front road wheel turns 19
road wheel turns 12.5 in the direction opposite to the front road wheel thus
providing rear steer mode with a reduced turning radius of 3.6 meter.
When the steering wheel tur
lx

lxi

CHAPTER-11
CO
f maneuvering the
e these problems, both the modes have been introduced together in a
locomotive and its performance has been simulated and shown.
















NCLUSION
There are three modes in 4-wheel steering each of which is individually implemented in
most of the 4 wheel steering cars. Each one has its own disadvantage like use of crab
mode increases the turning radius which is turn decreases the ease o
vehicle at sharp bends, similarly rear steer mode decreases the turning radius to a greater
extent, thus increases the risk of toppling of the vehicle at high speed.
Hence to overcom

lxii

Vehicle Technology Second edition.

f technology, published by

obile Engineering), Madras Institute of Technology, guided by Dr. P.
Mannar Jawahar
e Concept
System
10.
VPD Discussion Forum
12. www.rctek.com Ackerman Steering Principles and control of steering arms.

REFERENCES
1. Dr. N. K. Giri, Automotive Mechanics, Khanna Publishers, 2-B, Nath Market,
th
Nai Sarak, New Delhi 111006. (1996) , 7 Edition
2. Heinz Heisler, Advanced
3. Design data data book of engineers PSG college o
Kalaikathir Achchagam.
4. Theory of machines, S.Rattan, Khanna publications.
5. Thomas. D. Gillespie, Fundamentals of Vehicle Dynamics, Society of
Automotive Engineers, Warrendale. (2000) Online Edition
6. Hiroshi Ohmura (1990) Rear wheel steering apparatus, Mazda Motor
Corporation, U.S patent No. 4,953,648
7. (Autom
Websites:
8. http://www.jeep.com/en/autoshow/concept_vehicles/hurricane/ - The Jeep
Hurrican
9. auto.howstuffworks.com/jeep-hurricane.htm Working of the Hurricane 4WS
www.carbible.com Basics of 4-wheel Steering
11. http://forums.mscsoftware.com/adams/ubbthreads.php - ADAMS / Car Software