ELECTRICAL STEERING SYSTEM IN

AUTOMOBILE
CONTENTS
 CONTENTS

CHAPTER NO TITLE

SYNOPSIS
LIST OF FIGURES
NOMENCLATURE
1 Introduction
2 Literature review
3 Description of equipments
3.1 Wheel
3.2 Battery
3.3 DC Motor
3.4 Steering
3.5 Lever mechanism
4 Design and drawing
5 Working principle
6 Merits and demerits
7 Applications
8 List of materials
9 Cost Estimation
10 Conclusion
Bibliography
photography
LIST OF FIGURES
 LIST OF FIGURES

Figure

Number Title

1 Overall Diagram
NOMENCLATURE
 NOMENCLATURE

 A =Area of cylinder(m2 )

 D=Diameter of Piston (m)

 F =Force exerted on the piston (N)

 H=Height (m)

 L=Length(m)

 P=Pressure (N/m2)

 V=Volume (m3)
SYNOPSIS
 SYNOPSIS

As for Indian road transport scenario is concerned, accidents are becoming a day to

day cause an attempt has been made in this project to reduce such mishaps. In our project of

“ELECTRICAL STEERING CONTROL MECHANISM” having the following

operation occurs automatically in the vehicle. They are,

D.C motor turns the wheel left side when the steering rotates in the left side

direction.

D.C motor turns the wheel right side when the steering rotates in the right side

direction.
 CHAPTER-1

INTRODUCTION
 CHAPTER – 1

INTRODUCTION

Car safety is the avoidance of automobile accidents or the minimization of harmful

effects of accidents, in particular as pertaining to human life and health. Special safety

features have been built into cars for years, some for the safety of car's occupants only, and

some for the safety of others.

NEED FOR AUTOMATION:

Nowadays almost all the automobile vehicle is being atomized in order to product the

human being. The automobile vehicle is being atomized for the following reasons.

 To achieve high safety

 To reduce man power

 To increase the efficiency of the vehicle

 To reduce the work load

 To reduce the vehicle accident

 To reduce the fatigue of workers

 To high responsibility

 Less Maintenance cost

 CHAPTER-2

LITERATURE SURVEY
 CHAPTER-2

LITERATURE SURVEY

A wheel is a circular device that is capable of rotating on its axis, facilitating

movement or transportation or performing labour in machines. A wheel together with an axle

overcomes friction by facilitating motion by rolling. In order for wheels to rotate a moment

needs to be applied to the wheel about its axis, either by way of gravity or by application of

another external force. Common examples are found in transport applications. More

generally the term is also used for other circular objects that rotate or turn, such as a Ship's

wheel and flywheel. The wheel most likely originated in ancient

The wheel is a device that enables efficient movement of an object across a surface where

there is a force pressing the object to the surface. Common examples are a cart drawn by a

horse, and the rollers on an aircraft flap mechanism.

In any electric motor, operation is based on simple electromagnetism. A current-

carrying conductor generates a magnetic field; when this is then placed in an external

magnetic field, it will experience a force proportional to the current in the conductor, and to

the strength of the external magnetic field. As you are well aware of from playing with

magnets as a kid, opposite (North and South) polarities attract, while like polarities (North

and North, South and South) repel. The internal configuration of a DC motor is designed to

harness the magnetic interaction between a current-carrying conductor and an external

magnetic field to generate rotational motion.

 Let's start by looking at a simple 2-pole DC electric motor (here red represents a

magnet or winding with a "North" polarization, while green represents a magnet or winding

with a "South" polarization).

Steering is the collection of components, linkages, etc. which allow

a vessel (ship, boat) or vehicle (car, motorcycle, bicycle) to follow the desired course. An

exception is the case of rail transport by which rail tracks combined together with railroad

switches (and also known as 'points' in British English) provide the steering function.The

primary purpose of the steering system is to allow the driver to guide the vehicle.

The basic aim of steering is to ensure that the wheels are pointing in the desired directions.

This is typically achieved by a series of linkages, rods, pivots and gears. One of the

fundamental concepts is that of caster angle – each wheel is steered with a pivot point ahead

of the wheel; this makes the steering tend to be self-centering towards the direction of travel.

The steering linkages 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 angle the wheels

make with the vertical plane also influences steering dynamics (see camber angle) as do

the tires.
 CHAPTER-3

DESCRIPTION OF EQUIPMENT
\

CHAPTER-3

DESCRIPTION OF EQUIPMENT

3.1 WHEEL

A wheel is a circular device that is capable of rotating on its axis, facilitating

movement or transportation or performing labour in machines. A wheel together with an axle

overcomes friction by facilitating motion by rolling. In order for wheels to rotate a moment

needs to be applied to the wheel about its axis, either by way of gravity or by application of

another external force. Common examples are found in transport applications. More

generally the term is also used for other circular objects that rotate or turn, such as a Ship's

wheel and flywheel. The wheel most likely originated in ancient

The wheel is a device that enables efficient movement of an object across a surface where

there is a force pressing the object to the surface. Common examples are a cart drawn by a

horse, and the rollers on an aircraft flap mechanism.

The wheel is not a machine, and should not be confused with the wheel and axle, one of the

simple machines. A driven wheel is a special case, that is a wheel and axle. Wheels are used

in conjunction with axles, either the wheel turns on the axle or the axle turns in the object

body. The mechanics are the same in either case. The normal force at the sliding interface is

the same. The sliding distance is reduced for a given distance of travel. The coefficient of

friction at the interface is usually lower.

 3.2 BATTERY:

BATTERY:

Battery is use for storing the energy produced from the solar power. The battery used

is a lead-acid type and has a capacity of 12v; 2.5A.the most inexpensive secondary cell is the

lead acid cell and is widely used for commercial purposes. A lead acid cell when ready for

use contains two plates immersed in a dilute sulphuric acid (H2SO4) of specific gravity about

1.28.the positive plate (anode) is of Lead –peroxide (PbO2) which has chocolate brown

colour and the negative plate (cathode) is lead (Pb) which is of grey colour.

When the cell supplies current to a load (discharging), the chemical action that takes place

forms lead sulphate (PbSO4) on both the plates with water being formed in the electrolyte.

After a certain amount of energy has been withdrawn from the cell,both plates are

Transformed into the same material and the specific gravity of the electrolyte (H2so4) is

lowerd.the cell is then said to be discharged.there are several methods to ascertain whether

the cell is discharged or not.

To charge the cell, direct current is passed through the cell in the reverse direction to that in

which the cell provided current. This reverses the chemical process and again forms a lead

peroxide (PbO2) positive plate and a pure lead (Pb) negative plate. At the same time,(H2so4)

is formed at the expense of water,restoring the electrolyte (H2so4 ) to its original condition.

The chemical changes that Occur during discharging and recharging of a lead-acid cell

6 Volt Lead–acid batteries 2

Lead–acid batteries, invented in 1859 by French physicist Gaston Planté, are the oldest type

of rechargeable battery. Despite having a very low energy-to-weight ratio and a low energy-

to-volume ratio, their ability to supply high currents means that the cells maintain a relatively

large power-to-weight ratio. These features, along with their low cost, make them attractive

for use in motor vehicles to provide the high current required by automobile starter motors.

Lead–acid batteries (under 5 kg) account for 1.5% of all portable secondary battery sales in

Japan by number of units sold (25% by price). Sealed lead–acid batteries accounted for 10%

by weight of all portable battery sales in the EU in 2000

Electricity generation

In electricity generation, an electric generator is a device that converts mechanical

energy to electrical energy. A generator forces electric charge (usually carried by electrons)

to flow through an external electrical. The source of mechanical energy may be a

reciprocating or turbine steam engine, water falling through a turbine or waterwheel,

an internal combustion engine, a wind turbine, a hand crank, compressed, or any other source

of mechanical energy. Generators supply almost all of the power for the electric power

grids which provide most of the world's electric power.

The reverse conversion of electrical energy into mechanical energy is done by an electric

motor, and motors and generators have many similarities. Many motors can be mechanically

driven to generate electricity and frequently make acceptable generators.

3.3 MOTOR

PRINCIPLES OF OPERATION

In any electric motor, operation is based on simple electromagnetism. A current-

carrying conductor generates a magnetic field; when this is then placed in an external

magnetic field, it will experience a force proportional to the current in the conductor, and to

the strength of the external magnetic field. As you are well aware of from playing with

magnets as a kid, opposite (North and South) polarities attract, while like polarities (North

and North, South and South) repel. The internal configuration of a DC motor is designed to

harness the magnetic interaction between a current-carrying conductor and an external

magnetic field to generate rotational motion.

Let's start by looking at a simple 2-pole DC electric motor (here red represents a

magnet or winding with a "North" polarization, while green represents a magnet or winding

with a "South" polarization).

 Every DC motor has six basic parts -- axle, rotor (armature), stator, commutator, field

magnet(s), and brushes. In most common DC motors, the external magnetic field is produced

by high-strength permanent magnets. The stator is the stationary part of the motor -- this

includes the motor casing, as well as two or more permanent magnet pole pieces. The rotor

(together with the axle and attached commutator) rotate with respect to the stator. The rotor

consists of windings (generally on a core), the windings being electrically connected to the

commutator. The above diagram shows a common motor layout -- with the rotor inside the

stator (field) magnets.

The geometry of the brushes, commutator contacts, and rotor windings are such that

when power is applied, the polarities of the energized winding and the stator magnet(s) are

misaligned, and the rotor will rotate until it is almost aligned with the stator's field magnets.

As the rotor reaches alignment, the brushes move to the next commutator contacts, and

energize the next winding. Given our example two-pole motor, the rotation reverses the

direction of current through the rotor winding, leading to a "flip" of the rotor's magnetic field,

driving it to continue rotating.

In real life, though, DC motors will always have more than two poles (three is a very

common number). In particular, this avoids "dead spots" in the commutator. You can imagine
how with our example two-pole motor, if the rotor is exactly at the middle of its rotation

(perfectly aligned with the field magnets), it will get "stuck" there. Meanwhile, with a two-

pole motor, there is a moment where the commutator shorts out the power supply. This would

be bad for the power supply, waste energy, and damage motor components as well. Yet

another disadvantage of such a simple motor is that it would exhibit a high amount of torque

"ripple" (the amount of torque it could produce is cyclic with the position of the rotor).

So since most small DC motors are of a three-pole design, let's tinker with the

workings of one via an interactive animation (JavaScript required):

 A few things from this -- namely, one pole is fully energized at a time (but two others

are "partially" energized). As each brush transitions from one commutator contact to the next,

one coil's field will rapidly collapse, as the next coil's field will rapidly charge up (this occurs

within a few microsecond). We'll see more about the effects of this later, but in the meantime

you can see that this is a direct result of the coil windings' series wiring:

There's probably no better way to see how an average DC motor is put together, than

by just opening one up. Unfortunately this is tedious work, as well as requiring the

destruction of a perfectly good motor.

The guts of a disassembled Mabuchi FF-030-PN motor (the same model that

Solarbotics sells) are available for (on 10 lines / cm graph paper). This is a basic 3-pole DC

motor, with 2 brushes and three commutator contacts.

The use of an iron core armature (as in the Mabuchi, above) is quite common, and has

a number of advantages. First off, the iron core provides a strong, rigid support for the
windings -- a particularly important consideration for high-torque motors. The core also

conducts heat away from the rotor windings, allowing the motor to be driven harder than

might otherwise be the case. Iron core construction is also relatively inexpensive compared

with other construction types.

But iron core construction also has several disadvantages. The iron armature has a

relatively high inertia which limits motor acceleration. This construction also results in high

winding inductances which limit brush and commutator life.

In small motors, an alternative design is often used which features a 'coreless'

armature winding. This design depends upon the coil wire itself for structural integrity. As a

result, the armature is hollow, and the permanent magnet can be mounted inside the rotor

coil. Coreless DC motors have much lower armature inductance than iron-core motors of

comparable size, extending brush and commutator life.

The coreless design also allows manufacturers to build smaller motors; meanwhile,

due to the lack of iron in their rotors, coreless motors are somewhat prone to overheating. As

a result, this design is generally used just in small, low-power motors. Beamers will most

often see coreless DC motors in the form of pager motors.

 Again, disassembling a coreless motor can be instructive -- in this case, my hapless

victim was a cheap pager vibrator motor. The guts of this disassembled motor are available

(on 10 lines / cm graph paper). This is (or more accurately, was) a 3-pole coreless DC motor.

3.4 STEERING

Steering is the collection of components, linkages, etc. which allow

a vessel (ship, boat) or vehicle (car, motorcycle, bicycle) to follow the desired course. An

exception is the case of rail transport by which rail tracks combined together with railroad

switches (and also known as 'points' in British English) provide the steering function.The

primary purpose of the steering system is to allow the driver to guide the vehicle.

The basic aim of steering is to ensure that the wheels are pointing in the desired directions.

This is typically achieved by a series of linkages, rods, pivots and gears. One of the

fundamental concepts is that of caster angle – each wheel is steered with a pivot point ahead

of the wheel; this makes the steering tend to be self-centering towards the direction of travel.

The steering linkages 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 angle the wheels

make with the vertical plane also influences steering dynamics (see camber angle) as do

the tires.

Many modern cars use rack and pinion steering mechanisms, where the steering wheel turns

the pinion gear; the pinion moves the rack, which is a linear gear that meshes with the pinion,

converting circular motion into linear motion along the transverse axis of the car (side to side
motion). This motion applies steering torque to the swivel pin ball joints that replaced

previously used kingpins of the stub axle of the steered wheels via tie rods and a

short lever arm called the steering arm.

The rack and pinion design has the advantages of a large degree of feedback and direct

steering "feel". A disadvantage is that it is not adjustable, so that when it does wear and

develop lash, the only cure is replacement.

BMW began to use rack and pinion steering systems in the 1930s, and many other European

manufacturers adopted the technology. American automakers adopted rack and pinion

steering beginning with the 1974 Ford Pinto.[1]

Older designs use two main principles: the worm and sector design and the screw and nut.

Both types were enhanced by reducing the friction; for screw and nut it is the recirculating

ball mechanism, which is still found on trucks and utility vehicles. The steering column turns

a large screw which meshes with nut by recirculating balls. The nut moves a sector of a gear,

causing it to rotate about its axis as the screw 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 screw and the nut; at either end of the apparatus the

balls exit from between the two pieces into a channel internal to the box which connects them

with the other end of the apparatus, thus they are "recirculated".

The recirculating ball mechanism has the advantage of a much greater mechanical advantage,

so that it was found on larger, heavier vehicles while the rack and pinion was originally

limited to smaller and lighter ones; due to the almost universal adoption of power steering,

however, this is no longer an important advantage, leading to the increasing use of rack and

pinion on newer cars. The recirculating ball design also has a perceptible lash, or "dead spot"
on center, where a minute turn of the steering wheel in either direction does not move the

steering apparatus; this is easily adjustable via a screw on the end of the steering box to

account for wear, but it cannot be entirely eliminated because it will create excessive internal

forces at other positions and the mechanism will wear very rapidly. This design is still in use

in trucks and other large vehicles, where rapidity of steering and direct feel are less important

than robustness, maintainability, and mechanical advantage.

The worm and sector was an older design, used for example in Willys and Chrysler vehicles,

and the Ford Falcon (1960's). For the reducing of the friction the sector is replaced by a roller

or rotating pins on the rocker shaft arm.

Other systems for steering exist, but are uncommon on road vehicles. Children's toys and go-

karts often use a very direct linkage in the form of a bellcrank (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.

Power steering helps the driver of a vehicle to steer by directing some of the its power to

assist in swiveling the steered road wheels about their steering axes. As vehicles have become

heavier and switched to front wheel drive, particularly using negative offset geometry, along

with increases in tire width and diameter, the effort needed to turn the wheels about their

steering axis has increased, often to the point where major physical exertion would be needed

were it not for power assistance. To alleviate this auto makers have developed power

steering systems: or more correctly power-assisted steering—on road going vehicles there has
to be a mechanical linkage as a fail safe. There are two types of power steering systems;

hydraulic and electric/electronic. A hydraulic-electric hybrid system is also possible.

A hydraulic power steering (HPS) uses hydraulic pressure supplied by an engine-driven

pump to assist the motion of turning the steering wheel. Electric power steering (EPS) is

more efficient than 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 amount of assistance is easily tunable to the vehicle type,

road speed, and even driver preference. An added benefit is the elimination of environmental

hazard posed by leakage and disposal of hydraulic power steering fluid. In addition, electrical

assistance is not lost when the engine fails or stalls, whereas hydraulic assistance stops

working if the engine stops, making the steering doubly heavy as the driver must now turn

not only the very heavy steering—without any help—but also the power-assistance system

itself.

3.5 LIMIT SWITCH

They are used for controlling machinery as part of a control system, as a safety interlocks, or

to count objects passing a point.[1] A limit switch is an electromechanical device that consists

of an actuator mechanically linked to a set of contacts. When an object comes into contact

with the actuator, the device operates the contacts to make or break an electrical connection.

Limit switches are used in a variety of applications and environments because of their

ruggedness, ease of installation, and reliability of operation. They can determine the presence

or absence, passing, positioning, and end of travel of an object. They were first used to define

the limit of travel of an object; hence the name "Limit Switch".

A limit switch with a roller-lever operator; this is installed on a gate on acanal lock, and

indicates the position of a gate to a control system.

Standardized limit switches are industrial control components manufactured with a variety of

operator types, including lever, roller plunger, and whisker type. Limit switches may be

directly mechanically operated by the motion of the operating lever. A reed switch may be

used to indicate proximity of a magnet mounted on some moving part. Proximity

switches operate by the disturbance of an electromagnetic field, by capacitance, or by sensing

a magnetic field.

Rarely, a final operating device such as a lamp or solenoid valve will be directly controlled

by the contacts of an industrial limit switch, but more typically the limit switch will be wired

through a control relay, a motor contactor control circuit, or as an input to a programmable

logic controller.

Miniature snap-action switch may be used for example as components of such devices

as photocopiers, computer printers, convertibletops or microwave ovens to ensure internal

components are in the correct position for operation and to prevent operation when access

doors are opened. A set of adjustable limit switches are installed on a garage door opener to

shut off the motor when the door has reached the fully raised or fully lowered position.

A numerical control machine such as a lathe will have limit switches to identify maximum

limits for machine parts or to provide a known reference point for incremental motions.
 CHAPTER-4

DESIGN AND DRAWING

 CHAPTER-4

DESIGN OF EQUIPMENT AND DRAWING

 CHAPTER -5

WORKING PRINCIPLE
 CHAPTER -5

WORKING PRINCIPLE

In our project lead-acid 12 Volt batteries is used. The lead-acid batteries output is

given to the limit switch. There are two Limit switches are used in this project. These switch

outputs are connected to the steering D.C motor in Forward and reverse rotation of operation.

The rack and pinion arrangement is used to turn the wheel in left and right direction.

The Rack is connected to the wheel with the help of liver mechanism and the pinion is

coupled to the permanent magnet D.C motor shaft. The Motor is drawn supply from the

battery through limit switch arrangement.

When the steering is turn in the left direction, it pushes the left side limit switches, so

that the D.C motor rotate in forward direction to move the wheel in left side. Similarly When

the steering is turn in the right direction, it pushes the right side limit switches, so that the

D.C motor rotate in reverse direction to move the wheel in right side
 CHAPTER -6

MERITS AND DEMERITS

 CHAPTER-6

MERITS AND DEMERITS

MERITS

 To provide smooth and safety ride.

 To provide mind free ride for the motorist.

 To provide the nation with an accident free roads.

 Low Cost Automation Project

DEMIRTS

Additional Cost is required.

 CHAPTER-7

APPLICATIONS
 CHAPTER-7

APPLICATIONS

 It is very much useful for Car Owners & Auto-garages. This Electrical steering

system is used for smooth braking of the vehicles.

 Thus it can be useful for the following types of vehicles;

1) MARUTI,

2) AMBASSADOR,

3) FIAT,

4) MAHINDRA,

5) TATA
 CHAPTER-8

LIST OF MATERIALS
 CHAPTER-8

LIST OF MATERIALS

FACTORS DETERMINING THE CHOICE OF MATERIALS

The various factors which determine the choice of material are discussed below.

1. PROPERTIES:

The material selected must posses the necessary properties for the proposed

application. The various requirements to be satisfied Can be weight, surface finish,

rigidity, ability to withstand environmental attack from chemicals, service life, reliability

etc.

The following four types of principle properties of materials decisively affect their

selection

a. Physical

b. Mechanical

c. From manufacturing point of view

d. Chemical

The various physical properties concerned are melting point, thermal Conductivity,

specific heat, coefficient of thermal expansion, specific gravity, electrical conductivity,

magnetic purposes etc.

The various Mechanical properties Concerned are strength in tensile, Compressive

shear, bending, torsional and buckling load, fatigue resistance, impact resistance, eleastic

limit, endurance limit, and modulus of elasticity, hardness, wear resistance and sliding

properties. The various properties concerned from the manufacturing point of view are,

 Cast ability

 Weld ability

 Bribability
  Forge ability

 Merchantability

 Surface properties

 Shrinkage

 Deep drawing etc.

2. MANUFACTURING CASE:

Sometimes the demand for lowest possible manufacturing cost or surface qualities

obtainable by the application of suitable coating substances may demand the use of special

materials.

3. QUALITY REQUIRED:

This generally affects the manufacturing process and ultimately the material. For example, it

would never be desirable to go casting of a less number of components which can be

fabricated much more economically by welding or hand forging the steel.

4. AVILABILITY OF MATERIAL:

Some materials may be scarce or in short supply.it then becomes obligatory for the designer

to use some other material which though may not be a perfect substitute for the material

designed.the delivery of materials and the delivery date of product should also be kept in

mind.

5. SPACE CONSIDERATION:

Sometimes high strength materials have to be selected because the forces involved are

high and space limitations are there.

6. COST:

As in any other problem, in selection of material the cost of material plays an

important part and should not be ignored.

 Some times factors like scrap utilization, appearance, and non-maintenance of the

designed part are involved in the selection of proper materials.

 CHAPTER-9

COST ESTIMATION
 CHAPTER-9

COST ESTIMATION

1. LABOUR COST:

 Lathe

 Drilling

 Welding,

 Grinding,

 Power hacksaw,

 Gas cutting cost

2. OVERGHEAD CHARGES:

The overhead charges are arrived by”manufacturing cost”

Manufacturing Cost =Material Cost +Labour Cost

=4500+1500

=6000

Overhead Charges =20%of the manufacturing cost

=1000

3.TOTAL COST:

Total cost = Material Cost +Labour Cost +Overhead Charges

=4500+1500+1000

=7000

Total cost for this project =7000

CHAPTER-10

CONCLUSION
 CHAPTER-10

CONCLUSION

These drawbacks are however only temporary barriers for the large scale introduced of these

systems in today’s car’s and it can be uniquely stated that EPAS is the future in power

steering. The advantages far outweigh the disadvantages and as the system components get

introduced at more economical prices, EPAS will become most efficient, safe and reliable

power steering system.

BIBLIOGRAPHY
 BIBLIOGRAPHY

Automobile Technology

Thermodynamics By P.K.Nag

Micro processor & Micro Controllers by Rao

http://en.wikipedia.org/wiki/solenoid valve

http://en.wikipedia.org/wiki/control unit
PHOTOGRAPHY
