four-wheel steering drive

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Seminar Report 05 Four-Wheel SteeringSystem

1. INTRODUCTION

Four-wheel steering, 4WS, also called rear-wheel steering or

all-wheel steering, provides a means to actively steer the rear wheels during

turning maneuvers.It should not be confused with four-wheel drive in which

all four wheels of a vehicle are powered. It improves handling and help the

vehicle make tighter turns.

Production-built cars tend to understeer or, in few instances,

oversteer. If a car could automatically compensate for an

understeer/oversteer problem, the driver would enjoy nearly neutral steering

under varying conditions. 4WS is a serious effort on the part of automotive

design engineers to provide near-neutral steering.

The front wheels do most of the steering. Rear wheel turning is

generally limited to 50-60 during an opposite direction turn. During a same

direction turn, rear wheel steering is limited to about 10-1.50.

When both the front and rear wheels steer toward the same

direction, they are said to be in-phase and this produces a kind of sideways

movement of the car at low speeds. When the front and rear wheels aresteered in opposite direction, this is called anti-phase, counter-phase or

opposite-phase and it produces a sharper, tighter turn.

Dept. of M.E. MESCE,Kuttippuram

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2. WHY FOUR-WHEEL STEERING SYSTEM?

To understand the advantages of four-wheel steering, it is

wise to review the dynamics of typical steering maneuvers with a

conventional front -steered vehicle. The tires are subject to the forces of

grip, momentum, and steering input when making a movement other than

straight-ahead driving. These forces compete with each other during steering

maneuvers. With a front-steered vehicle, the rear end is always trying to

catch up to the directional changes of the front wheels. This causes the

vehicle to sway. As a normal part of operating a vehicle, the driver learns to

adjust to these forces without thinking about them.

When turning, the driver is putting into motion a complex

series of forces. Each of these must be balanced against the others. The tires

are subjected to road grip and slip angle. Grip holds the car's wheels to the

road, and momentum moves the car straight ahead. Steering input causesthefront wheels to turn. The car momentarily resists the turning motion, causing

a tire slip angle to form. Once the vehicle begins to respond to the steering

input, cornering forces are generated. The vehicle sways as the rear wheels

attempt to keep up with the cornering forces already generated by the front

tires. This is referred to as rear-end lag, because there is a time delaybetween steering input and vehicle reaction. When the front wheels are

turned back to a straight -ahead position, the vehicle must again try to adjust

by reversing the same forces developed by the turn. As the steering is

turned, the vehicle body sways as the rear wheels again try to keep up withDept. of M.E. MESCE,Kuttippuram

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the cornering forces generated by the front wheels.

The idea behind four-wheel steering is that a vehicle requires

less driver input for any steering maneuver if all four wheels are steering the

vehicle. As with two-wheel steer vehicles, tire grip holds the four wheels on

the road. However, when the driver turns the wheel slightly, all four wheels

react to the steering input, causing slip angles to form at all four wheels. The

entire vehicle moves in one direction rather than the rear half attempting to

catch up to the front. There is also less sway when the wheels are turned

back to a straight-ahead position. The vehicle responds more quickly to

steering input because rear wheel lag is eliminated.


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3. TYPES OF 4WS

There are three types of production of four-wheel steering

systems:

3.1 Mechanical 4WS

3.2 Hydraulic 4WS

3.3Electro-hydraulic 4WS

3.1 Mechanical 4WS

Figure 1. Mechanical 4WS


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In a straight-mechanical type of 4WS, two steering gears are

used-one for the front and the other for the rear wheels. A steel shaft

connects the two steering gearboxes and terminates at an eccentric shaft that

is fitted with an offset pin. This pin engages a second offset pin that fits into

a planetary gear.

The planetary gear meshes with the matching teeth of an

internal gear that is secured in a fixed position to the gearbox housing. This

means that the planetary gear can rotate but the internal gear cannot. The

eccentric pin of the planetary gear fits into a hole in a slider for the steering

gear.

A 120-degree turn of the steering wheel rotates the planetary

gear to move the slider in the same direction that the front wheels are

headed. Proportionately, the rear wheels turn the steering wheel about 1.5 to

10 degrees. Further rotation of the steering wheel, past the 120degree point,

causes the rear wheels to start straightening out due to the double-crank

action (two eccentric pins) and rotation of the planetary gear. Turning the

steering wheel to a greater angle, about 230 degrees, finds the rear wheels in

a neutral position regarding the front wheels. Further rotation of the steering

wheel results in the rear wheels going counter phase with regard to the front

wheels. About 5.3 degrees maximum counter phase rear steering is possible.

Mechanical 4WS is steering angle sensitive. It is not sensitive

to vehicle road speed.


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3.2 Hydraulic 4WS

Figure 2. Hydraulic 4WS

The hydraulically operated four-wheel-steering system is a

simple design, both in components and operation. The rear wheels turn onlyin the same direction as the front wheels. They also turn no more than 11/2

degrees. The system only activates at speeds above 30 mph (50 km/h) and

does not operate when the vehicle moves in reverse.


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A two-way hydraulic cylinder mounted on the rear stub frame

turn the wheels. Fluid for this cylinder is supplied by a rear steering pump

that is driven by the differential. The pump only operates when the front

wheels are turning. A tank in the engine compartment supplies the rear

steering pump with fluid.

When the steering wheel is turned, the front steering pump

sends fluid under pressure to the rotary valve in the front rack and pinion

unit. This forces fluid into the front power cylinder, and the front wheels

turn in the direction steered. The fluid pressure varies with the turning of the

steering wheel. The faster and farther the steering wheel is turned, the

greater the fluid pressure.

The fluid is also fed under the same pressure to the control

valve where it opens a spool valve in the control valve housing. As the spool

valve moves, it allows fluid from the rear steering pump to move through

and operate the rear power cylinder. The higher the pressure on the spool,

the farther it moves. The farther it moves, the more fluid it allows through to

move the rear wheels. As mentioned earlier, this system limits rear wheel

movement to 11/2 degrees in either the left or right direction.


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3.3 Electro-hydraulic 4WS

Figure 3. Electro-hydraulic 4WS

Several 4WS systems combine computer electronic controls

with hydraulics to make the system sensitive to both steering angle and road

speeds. In this design, a speed sensor and steering wheel angle sensor feed

information to the electronic control unit (ECU). By processing the

information received, the ECU commands the hydraulic system steer the

rear wheels. At low road speed, the rear wheels of this system are not


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considered a dynamic factor in the steering process.

At moderate road speeds, the rear wheels are steered

momentarily counter phase, through neutral, then in phase with the front

wheels. At high road speeds, the rear wheels turns only in phase with the

front wheels. The ECU must know not only road speed, but also how much

and quickly the steering wheel is turned. These three factors - road speed,

amount of steering wheel turn, and the quickness of the steering wheel turn -

are interpreted by the ECU to maintain continuous and desired steer angle of

the rear wheels.

The basic working elements of the design of an electro-

hydraulic 4WS are control unit, a stepper motor, a swing arm, a set of

beveled gears, a control rod, and a control valve with an output rod. Two

electronic sensors tell the ECU how fast the car is going.

The yoke is a major mechanical component of this electro-

hydraulic design. The position of the control yoke varies with vehicle road

speed. For example, at speeds below 33 mph (53 km/h), the yoke is in its

downward position, which results in the rear wheels steering in the counter

phase (opposite front wheels) direction. As road speeds approach and

exceed 33 mph (53 km/h), the control yoke swings up through a neutral

(horizontal) position to an up position. In the neutral position, the rear

wheels steer in phase with the front wheels.

The stepper motor moves the control yoke. A swing arm is


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attached to the control yoke. The position of the yoke determines the arc of

the swing rod. The arc of the swing arm is transmitted through a control arm

that passes through a large bevel gear. Stepper motor action eventually

causes a push-or-pull movement of its output shaft to steer the rear wheels

up to a maximum of 5 degrees in either direction.

The electronically controlled, 4WS system regulates the angle

and direction of the rear wheels in response to speed and driver's steering.

This speed-sensing system optimizes the vehicle's dynamic characteristics at

any speed, thereby producing enhanced stability and, within certain

parameters, agility.


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4. ACTUAL 4WS

The actual 4WS system consists of a rack and pinion front

steering that is hydraulically powered by a main twin-tandem pump. The

system also has a rear-steering mechanism, hydraulically powered by the

main pump. The rear-steering shaft extends from the rack bar of the front-

steering assembly to the rear-steering-phase control unit.

The rear steering is comprised of the input end of the rear-

steering shaft, vehicle speed sensors, and steering-phase control unit

(deciding direction and degree), a power cylinder, and an output rod. A cen-

tering lock spring is incorporated that locks the rear system in a neutral

(straight-ahead) position in the event of hydraulic failure. Additionally, a

solenoid valve that disengages the hydraulic boost (thereby activating the

centering lock spring in case of an electrical failure) is included.


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5. FAIL-SAFE MEASURES

All 4WS systems have fail-safe measures. For example, with

the electro-hydraulic setup, the system automatically counteracts possible

causes of failure: both electronic and hydraulic, and converts the entire

steering system to a conventional two-wheel steering type. Specifically, if a

hydraulic defect should reduce pressure level (by a movement malfunction

or a broken driving belt), the rear-wheel-steering mechanism is

automatically locked in a neutral position, activating a low-level warning

light.

In the event of an electrical failure, it would be detected by a

self-diagnostic circuit integrated in the four wheel-steering control unit. The

control unit stimulates a solenoid valve, which neutralizes hydraulic

pressure, thereby alternating the system to two-wheel steering. The failure

would be indicated by the system's warning light in the main instrument

display.

On any 4WS system, there must be near-perfect compliance

between the position of the steering wheel, the position of the front wheels,

and the position of the rear wheels. It is usually recommended that the car be


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driven about 20 feet (6 meters) in a dead-straight line. Then, the position of

the front/rear wheels is checked with respect to steering wheel position. The

base reference point is a strip of masking tape on the steering wheel hub and

the steering column. When the wheel is positioned dead center, draw a line

down the tape. Run the car a short distance straight ahead to see if the

reference line holds. If not, corrections are needed, such as repositioning the

steering wheel.

Even severe imbalance of a rear wheel on a speed sensitive

4WS system can cause problems and make basic troubleshooting a bit

frustrating.


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6. ADVANTAGES OF 4WS

The vehicle's cornering behavior becomes more stable and

controllable at high speeds as well as on wet or slippery road surfaces.

The vehicle's response to steering input becomes quicker and

more precise throughout the vehicle's entire speed range.

The vehicle's straight-line stability at high speeds is improved.

Negative effects of road irregularities and crosswinds on the vehicle's

stability are minimized.

Stability in lane changing at high speeds is improved. The

vehicle is less likely to go into a spin even in situations in which the driver

must make a sudden and relatively large change of direction.

By steering the rear wheels in the direction opposite the front

wheels at low speeds, the vehicle's turning circle is greatly reduced.

Therefore, vehicle maneuvering on narrow roads and during parking


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becomes easier.

7. APPLICATIONS OF 4WS

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

7.1 Chevrolet Suburban 2500:

The purely electronic system works so that, at low speed, the

rear wheels turn the opposite direction of the front wheels, thus shortening

the turning circle. At higher speeds all four wheels turn in the same direction

for better stability in lane change maneuvers. The system works

spectacularly well with the Suburban and the turning circle diameter drops

down from 44.5 feet to 35.2 feet. There is a switch to turn the system off and

the Suburban drives like a regular two-wheel steering machine and, in

contrast, it feels quite ponderous.

Unfortunately the four-wheel steering system also pushes thewidth of the Sub out past 80 inches. But the very worst thing about the four-

wheel steering system is its $4495 option cost. Hopefully as the four-wheel

steering system becomes more ubiquitous across the GM range of products

the cost of the system will drop.Dept. of M.E. MESCE,Kuttippuram

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7.2 GM Concept Truck:

QUADRASTEERTM (four-wheel steering system) by Delphi is

featured on General Motor Corp.'s GMC Terradyne concept vehicle.

QUADRASTEERTM by Delphi is an electronic four-wheel steering system

that enables vehicles to significantly improve handling and maneuverability

in full-size vehicles. Based on tests with full-size SUVs and pickup trucks,

QUADRASTEER by Delphi reduces the minimum turning circle diameter

by an average of 19 percent. In fact, one full-size pickup's turning radius

was reduced from 46.2 feet to 37.4 feet, making it comparable to a Nissan

Ultima at 37.4 feet and a Saturn Coupe at 37.1 feet.

QUADRASTEERTM by Delphi combines conventional front-

wheel steering with an electrically powered rear-wheel steering system. The

system has four main components - a front-wheel position sensor, steerable

solid hypoid rear axle, electric motor-driven actuator, and control unit.Hand wheel position and vehicle speed sensors continuously report data to

the control unit, which in turn determines the appropriate angle of the rear

wheels. Algorithms are then used to determine the correct phase of

operation. The QUADRASTEERTM by Delphi Systems also provides a

controlled return to regular two-wheel steering if the four-wheel steering

system is damaged.

7.3 Jeep Hurricane:


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The Jeep Hurricane, a radical off-road machine with two 5.7

litre V8 engines features a turn radius of absolutely zero, using skid steer

capability and toe steer: the ability to turn both front and rear tires inward. In

addition, the vehicle features two modes of automated four-wheel steering.

The first is traditional with the rear tires turning in the opposite

direction of the front to reduce the turning circle. The second mode is an

innovation targeted to off-road drivers: the vehicle can turn all four wheels

in the same direction for nimble crab steering. This allows the vehicle to

move sideways without changing the direction the vehicle is pointing. The

multi-mode four-wheel steering system offers killer performance and

maneuverability.

Figure 4. Jeep Hurricane


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Figure 5. Ford Suburban 2500

8. CONCLUSION

Thus the four-wheel steering system has got cornering

capability, steering response, straight-line stability, lane changing and low-

speed maneuverability. Even though it is advantageous over the

conventional two-wheel steering system, 4WS is complex and expensive.

Currently the cost of a vehicle with four wheel steering is more than that for

a vehicle with the conventional two wheel steering. Four wheel steering is

growing in popularity and it is likely to come in more and more new

vehicles. As the systems become more commonplace the cost of four wheel

steering will drop.


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REFERENCES

1. Automotive Technology-A Systems Approach, Jack Erjavec.

2. Automotive Suspension and Steering Systems, Thomas W Birch.

3. Automotive Service-Inspection, Maintenance, Repair, Tim Gilles.4. http:\\www.howstuffworks.com

5. http:\\www.howhurricaneworks.com

6. http:\\www.thecarconnection.com

7. http:\\www.theautochannel.com

8. http:\\www.delphiauto.com


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