Maint DDDDDDDRDDDD

ADDIS ABABA INSTITUTE OF TECHNOLOGY
SCHOOL OF MECHANICAL AND INDUSTIAL ENGINEERING
ADDIS ABABA UNIVERSITY

AAiT
School of Mechanical and Industrial Engineering
Maintenance of Machinery
Title: Automobile Hydraulic Steering System
Group 3 and Group 4
1.
2.
3.
4.
5.
6.
7.
8.
Nigus DagnewENR/4740/04
Abayneh Assefa.ENR/4880/04
Getnet Engdaw..ENR/5359/04
Maeregayehu Aynalem.ENR/5732/04
Adugnaw Mazengiya.ENR/4788/04
Degiss Dani.ENR/4480/04
Sine Tsehay Aynekulu...ENR/3066/04
Surafel Meseret..ENR/6485/04
Submitted To: Behailu M.
Hydraulic steering system
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Contents
HYDRAULIC (POWER) STEERING SYSTEM .............................................................. 3
Types of power steering system......................................................................................... 4
Components of Power Steering System ............................................................................. 5
Power Steering system Operation ..................................................................................... 7
Failure Mode ................................................................................................................... 8
Techniques used to detect the system failure ................................................................... 10
Determinant factor or causes of power steering failure ................................................... 14
Reliability prediction of the system ................................................................................. 15
RELIABILITY NETWORKS ........................................................................................ 18
Mathematical relationship for reliability .......................................................................... 18
Warranty prediction and forecast system life .................................................................. 20
CASE STUDY................................................................................................................. 21
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HYDRAULIC (POWER) STEERING SYSTEM

The steering system is one of the basic system that is consisted in the motor vehicles.The
purpose of steering system is to enable the driver to control the position of the front wheels. The
system must provide ease of handling, good, directional control, and stability. This is achieved
by the steering system together with the suspension system.
The main tasks of steering system are:
To turn the steered wheels in the desire direction.
To allow different steering angles of the steered wheels during cornering.
To amplify the torque generated manually by an adequate amount.
The main requirements of a steering system are:
Maximum damping of impact from surface irregularities, but no loss of contact with the
road surface.
Direct steering response to even minor steering movements, due to a very rigid system.
The steering systems layout must satisfy the Ackermann conditions: when the wheels are
turned, the elongations of the axes of rotation of the front left and right wheels must
intersect with an elongation of the rear axle (correct steering principle).
When the steering wheel is released, the wheels must return to the center position and
remain stable in that position. (proper wheel alignments: camber caster, and toe)
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The power-steering unit is designed to reduce the amount of effort required to turn the steering
wheel. It also reduces driver fatigue on long drives and makes it easier to steer the vehicle at
slow road speeds, particularly during parking.
Power steering can be broken down into two design arrangements: conventional and
nonconventional or electronically controlled. In the conventional arrangement, hydraulic power
is used to assist the driver. In the nonconventional arrangement, an electric motor and electronic
controls provide power assistance in steering. There are several power-steering systems in use on
passenger cars and light-duty trucks. The most common ones are the integral-piston, and power
assisted rack and pinion system.
Advantages of power-assisted steering
The advantages generally associated with the use of PAS, including perhaps the less obvious
ones, may be listed as follows:
Minimizes driver fatigue by lightening the action of the steering, especially during
parking maneuver's when the resistance to turning the wheels is greatest.
Reduces the required number of steering wheel turns from lock to lock, about three
generally being preferred, ballowing an optimum choice of reduction ratio.
Lessens kick-back at the steering wheel by counteracting road shocks that would
otherwise be transmitted back through the steering gear.
Improves safety by better resisting any sudden swerving of the vehicle in the event of a
tire de ating and causing uneven drag forces.
Permits heavier loading of the steered wheels to allow a greater freedom in overall
vehicle design for obtaining maximum passenger or cargo space.
Types of power steering system

There are two major types of power steering system based on the power source used to reduce
the drivers effort.
variable assist power steering system
Variable assist systems use signals pertaining to vehicle speed, engine RPM, and other
parameters from the Vehicle Control Module and/or other modules to determine and control the
correct fluid pressure, and thus the amount of power assist provided
Electric assisted power steering system
Electric power-assisted steering systems use electric motors and computer controls to reduce the
effort required by the driver to steer the vehicle.
Three types of steering systems are in common use depending on the arrangement of the
components.
Integral system: This is the most commonly used system. In this system the control
valve and the power piston are internal parts of the steering gear.
Integral power rack and pinion system: In this system control valve and power
piston are contained in the same housing but they are connected externally by tubing.
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Non Integral System: In this system externally mounted components that are
attached to the steering linkage are used. The control valve and the power piston are
connected by hoses or tubing.
Components of Power Steering System
The hydraulic power for the steering is provided by a rotary-vane pump (see diagram below).
This pump is driven by the car's engine via a belt and pulley. It contains a set of retractable vanes
that spin inside an oval chamber.
As the vanes spin, they pull hydraulic fluid from the return line at low pressure and force it into
the outlet at high pressure. The amount of flow provided by the
speed. The pump must be designed to provide adequate flow when the engine is idling. As a
result, the pump moves much more fluid than necessary when the engine is running at faster
speeds.
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Fig 1.2 rotary vane pump

The pump contains a pressure-relief valve to make sure that the pressure does not get too high,
especially at high engine speeds when so much fluid is being pumped.
A power-steering system should assist the driver only when he is exerting force on the steering
wheel (such as when starting a turn). When the driver is not exerting force (such as when driving
in a straight line), the system shouldn't provide any assist. The device that senses the force on the
steering wheel is called the rotary valve.
The key to the rotary valve is a torsion bar. The torsion bar is a thin rod of metal that twists
when torque is applied to it. The top of the bar is connected to the steering wheel, and the bottom
of the bar is connected to the pinion or worm gear (which turns the wheels), so the amount of
torque in the torsion bar is equal to the amount of torque the driver is using to turn the wheels.
The more torque the driver uses to turn the wheels, the more the bar twists.
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Fig 1.3 rotary valve
Power Steering system Operation

The principle of working of all the power steering system is the same. The slight movement of
the steering wheel actuates a valve so that the fluid under pressure from the reservoir enters on
the appropriate side of pressure surface (cylinder), thereby applying pressure on one side of a
piston to operate the steering linkage, which steers the wheel in the appropriate direction.
Power assisted steering utilises hydraulic pressure to assist the driver to turn the steering wheel.
Either an engine driven pump or an electrically driven pump generates the hydraulic pressure
needed to assist the driver. The pressure generated by the pump acts on either the left or right
hand side of the power piston and is directed there by the control valve.
When the steering wheel is in the straight-ahead position, the control valve is in the neutral
position. This means that the pressure generated by the pump is allowed to travel directly down
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the relief port, so very little pressure is sent to either side of the power piston. The pressure that
is sent to the power piston acts equally on both sides, so no steering is achieved.
Fig 1.4 operation of power steering

When the steering wheel is turned either to the left or right, the control valve is also moved. This
is because the steering wheel is connected to the control valve via a torsion bar. As the control
valve moves it opens one port and closes the other. This allows hydraulic pressure generated by
the pump to be directed to either one side or the other of the power piston.
The side of the power piston that does not have hydraulic pressure applied has its fluid directed
to the intake side of the pump through the relief port. This causes a pressure difference between
one side and the other and thus aids the driver to turn the steering wheel.
Failure Mode
Any event that causes failure of the equipment is known as failure mode. The failure mode that
exists in the hydraulic (power assisted) steering system are listed below.
Looseness in steering gear
Looseness in linkage
Worn ball joints or steering-knuckle parts
Loose wheel bearing
Power steering inoperative
Low or uneven tire pressure
Friction in steering gear
Friction in linkage
Friction in ball joints
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Frame misaligned
Front spring sagging
Linkage binding
Steering gear binding
Incorrect front alignment (caster, camber, toe, SAI)
Looseness in ball joints
Loose rear springs
Unequal load in car.
Stabilizer bar ineffective
Uneven tire pressure
Uneven caster or camber
Tight wheel bearing
Uneven springs (sagging, broken loose attachment)
Wheels not tracking
Uneven torsion-bar adjustment
Brakes dragging
Brakes grab
Uneven tire inflation
Incorrect or uneven caster
Uneven or low tire pressure
Loose linkage
Loose ball joints
Looseness in steering gear
Front springs too flexible
Incorrect or unequal camber
Irregular tire tread
Dynamic imbalance
Wheels out of balance
Too much wheel run out
Defective shock absorbers
Tire pressure low or uneven
Springs sagging
Shock absorbers defective
Looseness in linkage
Excessive speed
Front alignment incorrect
Worn tires
Wear at tread sides from under inflation
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Wear at tread centre from over inflation

Wear at one tread side from excessive camber
Featheredge wear from excessive toe-in or toe-out on turns
Correcting wear from excessive speeds on turns
Uneven or spotty wear from mechanical causes
Rapid wear from speed
Techniques used to detect the system failure

The techniques which are used to analyse type or form of failure mode and failure rate in the
power steering system problems are usually evidenced by one of the following conditions:
1. Hard to steer
2. Erratic assist
3. Noisy steering
4. Pulling to one side
To determine the cause of problems in power steering, proceed as follows.
1. Check the lubricant level. If low, check for leaks and correct.
2. Check belt tension and condition; replace any glazed or damaged belt.
3. Check pump and gear mounting bolts; correct as necessary.
4. Check for lost motion at flexible coupling; correct as necessary.
5. Check the pitman arm and nut for any looseness; if the pitman arm or sector shaft splines are
worn, replace.
6. Check for any looseness (lost motion), roughness, or bind in the steering gear; if too loose or
too tight, adjust to specifications. If adjustment does not correct the problem or if gear is rough,
overhaul according to the manufacturers procedures and specifications.
7. Jack the front of the car to raise the front wheels off the floor; support the car on stands;
position the steering wheel at the center of travel; start the engine; and, without touching the
steering wheel, observe whether the wheel self-steers to right or left; if it does, adjust or repair as
required by the manufacturers manual.
8. Check system pressure to determine if pressure developed meets specifications. If too low,
pump must be serviced. If pressure is correct and all other checks have been completed, steering
gear should be suspected. Remove and repair as needed following the manufacturers manual and
specifications.
System tests
The accelerated test of the power steering system is performed which is needed to predict the
occurrence of failure.
The power steering system includes the following major tests.
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Pressure test
The primary diagnostic test available for hydraulic type power steering is the pressure test. This
usually involves fitting a pressure gauge and an isolation valve into the supply line of the pump.
The first stage is to measure the pressure with the isolation valve open. Measure the pressure at
low and high engine speed and at full lock.
Fig 1.5 pressure test

Next, check the pressure with the isolation valve closed. Always check the manufacturers
specification for specific values.
When measuring the pressure test
Prepare the vehicle
Safely raise the vehicle to make sure the front wheels are off the ground and locate the
catch tray under the power steering system.
Connect the pressure gauge
Following the manufacturers instructions for the pressure gauge/analyzer you are using,
disconnect the high-pressure hose from the power steering pump. Connect the inlet hose
from the gauge to the high-pressure connection on the power steering pump, using the
appropriate adapter. Be careful not to loose too much fluid. Connect the high-pressure hose
to the outlet valve on the pressure gauge using the appropriate adapter. With the pressure
gauge control valve open, start the engine and run it at idle until fluid circulates through the
tester and hoses, and the air is purged from the fluid. Turn the engine off. Check the power
steering fluid level, and add fluid if necessary.
Perform a pressure test
Start the engine again. Record the initial pressure and flow readings on the pressure gauge.
Close and open the pressure gauge control valve, making sure the valve is not left closed
for more than five seconds. Record the highest pressure indicated. Close and open the valve
two more times, noting the high-pressure readings each time.
Perform a flow test
with the pressure tester control valve open, turn the steering wheel to the extreme left.
Record the highest indicated pressure at lock. Turn the steering wheel to the extreme right
and record the pressure again. Turn off the engine. Compare these readings to the
specifications in the vehicle service manual and take your findings to your supervisor.
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Disconnect the gauge

Disconnect the analyzer hose from the high-pressure connection point on the power
steering pump and remove the adapter. Reconnect the vehicles power steering system
high-pressure hose to the power steering pump outlet. Top up the power steering reservoir.
Bleed the system
Lower the vehicle. Start the engine, and turn the steering wheel from lock to lock to check
the system is working correctly with the vehicle load on the tires. Dispose of the waste
power steering fluid in an environmentally approved way.
Noise test
Noise this is a very general type of problem but in the context of power steering systems is
usually the result of cavitation in the hydraulic fluid.
An example of cavitation is the noise heard when the power steering is held on full lock.
The noise heard is fluid cavitation in the pressure relief valve.
The trouble with this type of problem is identifying the root cause. Sound is readily
transmitted through a fluid, which means that the cavitation noise often appears to come from
the hydraulic pipes. However, the pipes are rarely the root cause.
If you can hear the pump make a whine and loud noise, the belt might be slipping. Adjust the
belt if necessary. Also, lack of steering fluid may cause the noise. Add fluid if necessary, then
turn the steering wheel completely to the left and right several times to purge air from the
system.
Oil test
Oil is the lifeblood of the steering system and requires careful consideration. The oil when
originally installed was usually a caramel or reddish color. Any change from those colors may
indicate steering system problems. As long as the system has received new oil throughout its life,
the oil should hold its color with little change.
Oil Black
(burnt) Heat
Hydraulic System Fluid Restriction or Blockage
Insufficient Pump Capability
Excessive Pump Wear
Lack of/insufficient Cooling
Incorrect Hose Sizes
Containment Buildup
Low Fluid Level
Excessive or Continuous Overloading
Oil Foaming
Air Entrapment
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Excessive Pump Wear

Low Fluid Level
Pump Seal Wear
Reservoir suction fittings leaking
Reservoir can leaks.
Reservoir Filter clogged
Heat test
Perhaps the easiest test and possibly the most important is to test the temperature of the steering
gear. The typical Steering gear is rated to run at 100 degrees above the outside air temperature.
This means that the outside case temperature may be allowed as high as 200 degrees on a hot
day. Some steering systems rely on the steering gear housing to dissipate the residual heat in the
system. Interruptions of air flow may compromise steering gear longevity. As the steering gear is
exposed to excess heat, the seals in the gearbox begin to harden and over time, leakage or bypass
flow may become a problem.
Pump test
Prior to testing the pump, an evaluation of the hoses is necessary. The tests listed here can and
will subject the existing hoses to pressures higher than normal and can result in catastrophic
leaks or complete failure. Any marginal hose must be replaced prior to any pressure testing. The
first step in testing the pump is to plumb the power steering test set in the high pressure hydraulic
line, between the pump and the gear.
The First Test is to verify that the pump is providing flow to the steering box. With the
test set valve open, observe the flow meter to see the low pressure gallons per minute
reading. This comparison of this flow reading to the free flow specifications of the pump
will give you an initial indication of the abilities of the pump. Failure here warrants pump
replacement.
The Second Test involves the static pressure reading on the pressure gauge. With steering
system at rest, any pressure measured here will correspond to restriction in the steering
hydraulic system. Although some pressure here is normal, comparison to factory standards
will establish what your static flow should be and how the system you are testing is
performing. Failure here warrants evaluation of hose performance, steering box restriction
due to contaminants as well as reservoir problems.
The Third Test involves momentarily shutting down the metering valve to measure the
relief valve setting. Comparison of this reading to factory specifications will allow you to
judge the performance of your pressure delivery system.
Power steering hose tests

Standard power steering systems have two hoses: a pressure hose and a return hose. The hoses
are designed to be tough, since they are exposed to high pressure and temperature, but they may
leak or fail. Check for leakage at the connections and the joints where the metal pipes are
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crimped to the rubber hoses. Look for swelling, abrasions, cracks, and feel for soft or spongy
places that indicate internal deterioration.
When replacing hoses, also replace any O-rings, and torque the hose fittings to factory specs.
Flush, refill, and bleed the system.
Power rack and pinion tests

A common failure of power rack-and pinion units occurs when grooves wear in the control valve
housing, causing poor assist. The symptom usually happens on cold start-ups and disappears
after several turns, and has been called "morning sickness." Rebuilt units for models that are
prone to this problem normally have a hardened sleeve pressed into the aluminum housing to
prevent a recurrence of the problem.
Pump filter test

The first step when working with power steering filters is to review service information to
determine if the vehicle has one or more power steering filters and where they are located.
To service the power steering filter(s) use the following procedure:
1. Use service information procedures for inspecting, removing, and replacing the power
steering filter(s).
2. Follow the service information to remove and inspect the power steering filter(s). If a filter
is plugged or contains metal or rubber particles additional power steering components may need
to be checked for condition.
3. Replace the power steering filter(s).
4. Refill and bleed the power steering system.
5. Test the power steering system operation and check for leaks.
Determinant factor or causes of power steering failure

Components
Time of failure (month)
Hydraulic pump
30
Power cylinder
36
Control valve
25
Hoses
40
Counter measurement
Adjustment or repair or
change the pump
change
Adjustment (mostly
cleaning) or replace.
change
Page 14
Filter
20
Cleaning or change
Rack and pinion
35
Replace steering gear
Reservoir
50
Repair or change
For a stated period in the life of an item, the ratio of the total number of failures to the
total cumulative observed time is defined as the observed failure rate.
observed failure rate
k
,
T
total number of failures

total cumulative observed time
is the failure rate of N items observed
In our case as shown in the table N =7, K=3 and t=2 year=17,520hr
Tt=Tpu +Tval +Tfil +t (N-K)
For 1 month=24*30=720 hours;
Tt = (720*30) + (720*25) + (720*20) +17,520 (7-3) = 124,080 hrs
=K Tt=3/124,080=2.42*10 -5 failures per hour
MTBF=1/ =1/(2.42*10-5)=41,360 hr.
Reliability prediction of the system

A practical definition of reliability is "the probability that a piece of equipment operating under
specified conditions shall perform satisfactorily for a given period of time". The reliability is a
number between 0 and 1.
Reliability of a power product can be predicted from knowledge of the reliability of all of its
components. Prediction of reliability can begin at the outset of design of a new product as soon
as an estimate of component count can be made. This is known as 'parts count' reliability
prediction. When the product has been designed and component stresses can be measured or
calculated then more accurate 'parts stress' reliability prediction can be made.
Reliability can also be predicted by life tests to determine reliability by testing a large number of
the product at their specified temperature. The prediction can be determined sooner by increasing
the stress on the product by increasing its operating temperature above the nominal operating
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temperature. This is known as accelerated life testing. Predictions by these methods take account
of the number of units and their operating hours of survival before failure. From either method
the reliability under different specified end-user operating conditions can be predicted.
Successful reliability prediction generally requires developing a reliability model of the system
considering its structure. The level of detail of the model will depend on the level of design detail
available at the time. Several prediction methods are available depending on the problem (e.g.
reliability block diagrams, fault tree analysis, state-space method).
During the conceptual and early design phase a failure rate prediction is a method that is
applicable mostly, to estimate equipment and system failure rate. Following models for
predicting the failure rate of items are given:
Failure rate prediction at reference conditions (parts count method)
Failure rate prediction at operating conditions (parts stress method)
Reliability Tests - Accelerated Life Testing
Life testing can be used to provide evidence to support predictions calculated from reliability
models. This testing can be performed either by testing a quantity of units at their likely
operating environment (e.g. 25C) or at an elevated temperature to accelerate the failure
mechanism. The latter method is known as accelerated life testing and it is based on failures
being attributed to chemical reactions within electronic components. The mechanism can be used
to predict how much MTTF will be reduced from its value at25C.
If there are any failures the test time is extended. For example with two failures the test is
continued to twice the minimum length of time. Preferably the test would be continued
indefinitely even if there were no failures, until the space or the jigs are needed for another
product. Every failure would be analyzed for the root cause and if that resulted in a component or
design change all the test subjects would be modified to incorporate the change and the test
would be restarted.
The MTTF demonstrated by life tests under representative operating conditions is often found to
be many times longer than the calculated value and it has the benefit of providing operational
evidence of reliability.
If predictions are required for higher temperatures then the tests at 25C can be used with an
acceleration factor to predict the reduced MTTF at elevated temperatures. Alternatively if units
are tested at temperatures higher than 25C then an acceleration factor again applies. In this
situation the time to failure is 'accelerated' by the increased stress of higher temperatures and the
test time to calculate MTTF at 25C can be reduced.
And if the required failure data values are given it can be use formulas to obtain item reliability
hazard rate and mean time to failure.
RELIABILITY MEASURES
This section presents formulas to obtain item reliability hazard rate and mean time to failure.
RELIABILITY FUNCTION
The reliability of an item can be obtained by using any of the following three equations:
Page 16
The probability that an item may fail between running times 0 and t is:
Page 17
RELIABILITY NETWORKS
This section is concerned with the reliability evaluation of most standard networks occurring in
engineering systems. The networks covered in this section are series, parallel, and standby.
For our system for the building lift the relation of the components is in series. This is from the
listed parts if in one of occurs failure, then the system stops working. However, for safety system
it is mostly designed with safety brake.
Equipment or part relationship diagram

Since block diagrams are logic diagrams which show the functional relationship among the
system elements and to be able to predict reliability of a system, the system is represented as a
number of functional blocks that are interconnected according to effect.
The following diagram shows simplified form of relationship blocks that only includes major
parts of hydraulic power steering system.
Mathematical relationship for reliability

What is reliability prediction?
Reliability prediction describes the process used to estimate the constant failure rate during the
useful life of a product. This however is not possible because predictions assume that:
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The design is perfect, the stresses known, everything is within ratings at all times, so that
only random failures occur
Every failure of every part will cause the equipment to fail.
The database is valid
These assumptions are sometimes wrong. The design can be less than perfect, not every failure
of every part will cause the equipment to fail, and the database is likely to be atleast15 years outof-date. However, none of this matters much, if the predictions are used to compare different
topologies or approaches rather than to establish an absolute figure for reliability. This is what
predictions were originally designed for.
Some prediction manuals allow the substitution of use of vendor reliability data where such data
is known instead of the recommended database data. Such data is very dependent on the
environment under which it was measured and so, predictions based on such data could no
longer be depended on for comparison purposes.
SERIES NETWORK
In this case n number of units forms a series system. If anyone of the units fails, the system fails.
All system units must work normally for successful operation of the system.
For independent and non-identical units, the series system reliability is:
For such above system to work all components must work. For a system of two
blocks failure of either block prevents operation of the system.
o Reliability of a series-connected system is
Assuming each components of the system by different R value we can get the final mathematical
formula for reliability
Reservoir (Tank) = R1, Hydraulic Pump = R2, Relief Valve = R3, Control Valve = R4, Power
Cylinder = R5, Hoses = R6, Filter = R7
Rsys= R1.R2.R3.R4.R5.R6.R7
Rsys = exp [- ( 1 + 2 +
+ 7) t] is the reliability of total item e.
Reliability of each item
Ri = exp [- i ti]
in which i= 1, 2, 3 7
Reliability of the whole system
Rsys = R1.R2.R3.R4.R5.R6.R7
From the above failure rate calculation the reliability is:

Page 19
Assuming constant failure rate,

R (t) = exp (- t) = e t
R (t) = exp (-2.42*10-5*17520) = 0.66
Warranty prediction and forecast system life

Warranty prediction
One criteria for the success of the company is depends on the paired of warranty, if it is too large
loss will increase and if it is too small may customers not satisfies. To compromise this warranty
paired must be optimum. For the given hydraulic steering company we propose like the
following.
Standard products manufactured by the Company are warranted to be free from defect sin.
Workman ship and material for a period of one year from the date of shipment, and any products,
which are defective in workmanship or material, will be repaired or replaced, at the Company's
option, at no charge to the Buyer. Final determination as to whether a product is actually
defective rests with the Company. The obligation of the Company hereunder shall be limited
solely to repair or replace, at the Company's discretion, products that fall within the foregoing
limitations, and shall be conditioned upon receipt by the Company of written notice of any
alleged defects or deficiency promptly after discovery and within the warranty period, and in the
case of components or units purchased by the Company, the obligation of the Company shall not
exceed the settlement that the Company is able to obtain from the supplier thereof. No products
shall be returned to the Company without its prior consent.
Products, which the company consents to have returned, shall be shipped prepaid f.o.b. the
company factory. The Company cannot assume responsibility or accept invoices for
unauthorized repairs to its components, even though defective. The life of the products the
company depends, to a large extent, upon type of usage thereof and the company makes no
warranty as to fitness of its products for the specific applications by the buyer or as to period of
service unless the company specifically agrees otherwise in writing after proposed usage has
been made known to it.
This warranty does not apply to experimental products for which no warranty is made or given
and Buyer waives any claim there to.
The foregoing warranty is exclusive and in lieu of all other warranties, expressed or implied,
including, but limited to, any warranty of merchantability or of fitness for a particular purpose
and buyer hereby waives any and all claims therefore
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CASE STUDY
Case study as a research strategy often emerges as an obvious option for students and other new
researchers who are seeking to undertake a modest scale research project based on their
workplace or the comparison of a limited number of organizations. The most challenging aspect
of the application of case study research is to lift the investigation from a descriptive account of
'what happens' to a piece of research that can lay claim to being a worthwhile, if modest
addition to knowledge.
When to use Case Studies
Case studies as a research method or strategy have traditionally been viewed as lacking rigour
and objectivity when compared with other social research methods. This is one of the major
reasons for being extra careful to articulate research design, and implementation. On the other
hand, despite this scepticism about case studies, they are widely used because they may offer
insights that might not be achieved with other approaches.
Case studies are useful in providing answers to 'How?' and 'Why?' questions, and in this role
can be used for exploratory, descriptive or explanatory research. In our case there are some
questions that will be answered by the reliability analysis with in the case study.
These are;
1 Are building services installations sufficiently reliable?
2 How to measure their reliability and do we have a minimum standard?
3 Without measurement and benchmarks, how do we know we are using sufficient resources, and
are using the resources efficiently, for their maintenance?
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ADDIS ABABA INSTITUTE OF TECHNOLOGY

SCHOOL OF MECHANICAL AND INDUSTIAL ENGINEERING

ADDIS ABABA UNIVERSITY

Hydraulic steering system

ADDIS ABABA INSTITUTE OF TECHNOLOGY

SCHOOL OF MECHANICAL AND INDUSTIAL ENGINEERING

Hydraulic steering system

ADDIS ABABA INSTITUTE OF TECHNOLOGY

SCHOOL OF MECHANICAL AND INDUSTIAL ENGINEERING

HYDRAULIC (POWER) STEERING SYSTEM

Hydraulic steering system

ADDIS ABABA INSTITUTE OF TECHNOLOGY

SCHOOL OF MECHANICAL AND INDUSTIAL ENGINEERING

Types of power steering system

Hydraulic steering system

ADDIS ABABA INSTITUTE OF TECHNOLOGY

SCHOOL OF MECHANICAL AND INDUSTIAL ENGINEERING

Components of Power Steering System

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SCHOOL OF MECHANICAL AND INDUSTIAL ENGINEERING

Fig 1.2 rotary vane pump

Hydraulic steering system

ADDIS ABABA INSTITUTE OF TECHNOLOGY

SCHOOL OF MECHANICAL AND INDUSTIAL ENGINEERING

Fig 1.3 rotary valve

Power Steering system Operation

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SCHOOL OF MECHANICAL AND INDUSTIAL ENGINEERING

Fig 1.4 operation of power steering

ADDIS ABABA INSTITUTE OF TECHNOLOGY

SCHOOL OF MECHANICAL AND INDUSTIAL ENGINEERING

ADDIS ABABA INSTITUTE OF TECHNOLOGY

SCHOOL OF MECHANICAL AND INDUSTIAL ENGINEERING

Wear at tread centre from over inflation

Techniques used to detect the system failure

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SCHOOL OF MECHANICAL AND INDUSTIAL ENGINEERING

Fig 1.5 pressure test

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SCHOOL OF MECHANICAL AND INDUSTIAL ENGINEERING

Disconnect the gauge

ADDIS ABABA INSTITUTE OF TECHNOLOGY

SCHOOL OF MECHANICAL AND INDUSTIAL ENGINEERING

Excessive Pump Wear

Power steering hose tests

Hydraulic steering system

ADDIS ABABA INSTITUTE OF TECHNOLOGY

SCHOOL OF MECHANICAL AND INDUSTIAL ENGINEERING

Power rack and pinion tests

Pump filter test

Determinant factor or causes of power steering failure

Time of failure (month)

Hydraulic steering system

ADDIS ABABA INSTITUTE OF TECHNOLOGY

SCHOOL OF MECHANICAL AND INDUSTIAL ENGINEERING

Rack and pinion

Replace steering gear

observed failure rate

total number of failures

is the failure rate of N items observed

Reliability prediction of the system

ADDIS ABABA INSTITUTE OF TECHNOLOGY

SCHOOL OF MECHANICAL AND INDUSTIAL ENGINEERING