The steering system allows the operator to guide the vehicle along the road and turn left

or right as desired.

 The steering system allows the driver to

control the direction of vehicle travel. This is made possible by linkage that connect the steering system may be either manual or power. When the only energy source for the steering system is the force the drivers applies to the steering wheel, the vehicle is manual steering.

The system includes the steering wheel, which the operator controls the steering mechanism, which changes the rotary motion of the steering wheel into straight-line motion and the steering linkage.
Most systems were manual until a few years ago. Then power steering became popular. It is now installed in most vehicles manufactured today.

Pitman Arm

The pitman arm transfers steering mechani sm motion to the steering linkage. The pitman arm is splined to the steering mechanism output shaft (pitman arm shaft).

Center Link The parallelogram steering linkage uses a center link, otherwise known as an intermediate rod, track rod, or relay rod, which is simply a steel bar that connects the steering arms (pitman arm, tie-rod ends, and idler arm) together.

Idler Arm The center link is hinged on the opposite end of the pitman arm by means of an idler arm.

Ball Sockets Ball sockets are like small ball joints; they provide for motion in all directions between two connected components. Ball sockets are needed so the steering linkage is NOT damaged or bent when the wheels turn or move up and down over rough roads. Ball sockets are filled with grease to reduce friction and wear.

Tie-Rod Assemblies Two tie-rod assemblies are used to fasten the center link to the steering knuckles. Ball sockets are used on both ends of the tie-rod assembly. An adjustment sleeve connects the inner and outer tie rods.

STEERING RATIO The steering ratio is the ratio of how far you turn the steering wheel to how far the wheels turn. For, instance if one complete revolution (360 degrees) of the steering wheel results in the wheels of the car turning 20 degrees, then the steering ratio is 360 divided by 20, or 18:1

With a 30:1 steering ratio, the steering wheel must turn 30 degrees to pivot the front wheels 1 degree.

Transmit road feel (slight steering wheel pull caused by road surface) to the operators hands. Absorb most of the shock going to the steering wheel, as the tires hit bumps and holes in the road. Allow for suspension action.

Maintain the correct amount of effort needed to turn the front wheels. Provide precise control of front- wheel direction. Transmit road feel (slight steering wheel pull caused by road surface) to the operators hands. Absorb most of the shock going to the steering wheel, as the tires hit bumps and holes in the road. Allow for suspension action.

STEERING RATIO The steering ratio is a number of degrees that the steering wheel must be turned to pivot the front wheels 1 degree. The higher the steering ratio (30:1 for example), the easier it is to steer the vehicle, all other things being equal. However, the higher steering ratio, the more the steering wheel has to be turned to achieve steering.

Worm Gear

Rack

Pinion

There really are only two basic categories of steering system today; those that have pitman arms with a steering 'box' and those that don't. Newer cars and unibody light-duty trucks typically all use some derivative of rack and pinion steering.

Pitman arm mechanisms have a steering 'box' where the shaft from the steering wheel comes in and a lever arm comes out - the pitman arm This pitman arm is linked to the track rod or centre link, which is supported by idler arms. The tie rods connect to the track rod.

Types of manual steering gear box

Worm and Sector / Gear Worm and Roller Cam and Lever Worm and Nut (Re circulating Ball type).

In this type of steering box, the end of the shaft from the steering wheel has a worm gear attached to it It meshes directly with a sector gear (so called because it's a section of a full gear wheel) When the steering wheel is turned, the shaft turns the worm gear, and the sector gear pivots around its axis as its teeth are moved along the worm gear.

The sector gear is mounted on the cross shaft which passes through the steering box and out the bottom where it is splined, and the the pitman arm is attached to the splines. When the sector gear turns, it turns the cross shaft, which turns the pitman arm, giving the output motion that is fed into the mechanical linkage on the track rod.

The worm and roller steering box is similar in design to the worm and sector box. The difference here is that instead of having a sector gear that meshes with the worm gear, there is a roller instead.

The roller is mounted on a roller bearing shaft and is held captive on the end of the cross shaft.
As the worm gear turns, the roller is forced to move along it but because it is held captive on the cross shaft, it twists the cross shaft. Typically in these designs, the worm gear is actually an hourglass shape so that it is wider at the ends. Without the hourglass shape, the roller might disengage from it at the extents of its travel.

This is by far the most common type of steering box for pitman arm systems. In a recirculating ball steering box, the worm drive has many more turns on it with a finer pitch. A box or nut is clamped over the worm drive that contains dozens of ball bearings.

These loop around the worm drive and then out into a recirculating channel within the nut where they are fed back into the worm drive again. Hence recirculating. As the steering wheel is turned, the worm drive turns and forces the ball bearings to press against the channel inside the nut

This forces the nut to move along the worm drive. The nut itself has a couple of gear teeth cast into the outside of it and these mesh with the teeth on a sector gear which is attached to the cross shaft just like in the worm and sector mechanism.

This system has much less free play or slack in it than the other designs, hence why it's used the most. The example below shows a recirculating ball mechanism with the nut shown in cutaway so you can see the ball bearings and the recirculation channel.

Cam and lever steering boxes are very similar to worm and sector steering boxes. The worm drive is known as a cam and has a much shallower pitch and the sector gear is replaced with two studs that sit in the cam channels.

As the worm gear is turned, the studs slide along the cam channels which forces the cross shaft to rotate, turning the pitman arm. One of the design features of this style is that it turns the cross shaft 90 to the normal so it exits through the side of the steering box instead of the bottom. This can result in a very compact design when necessary.

The manual rack-and-pinion steering gear basically consists of a steering gear shaft, pinion gear, rack. thrust spring, bearings, seals, and gear housing. In the rack-and-pinion steering system the end of the steering gear shaft contains a pinion gear, which meshes with a long rack. The rack is connected to the steering arms by tie rods, which are adjustable for maintaining proper toe angle

As the steering wheel is rotated, the pinion gear on the end of the steering shaft rotates. The pinion gear moves the rack from one side to the other. This action pushes or pulls on the tie rods, forcing the steering knuckles or wheel spindles to pivot on their ball joints

Hydraulic Power Steering (HPS) Electric/electronic Power Steerin (EPS)

The power steering systems are made up of two hoses a high-pressure hose and a lowpressure hose.

Return hose

Pump - control valve hose

Reservoir pump hose

The chemical composition of dedicated power steering fluids varies by maker, but all will be marked as "Power Steering Fluids" and usually be composed of mineral oil, polyalphaolefin or organophosphate ester. They may also have glycols, silicons and corrosion inhibitors added.

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 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.

The control power steering pump is engine-driven and supplies valve (rotary or spool type), which is actua ted by hydraulic fluid under pressure to the other components steering wheel movements, is designed to direct the hydraulic fluid under pressure to the proper location in the steering system.

Linkage assist steering consists of a hydraulic control valve attached to one end of the drag link or centerlink. The valve receives input signals from the steering wheel and steering gear. Left or right steering causes the valve to react, opening ports to move hydraulic fluid into a hydraulic cylinder.

The cylinder attaches to the steering linkage. Fluid directed to one side of the ram's piston or the other determines which direction the power assist will apply.

Linkage power steering makes use of the manual steering gear. On a beam axle model, the control valve attaches to the drag link. The power cylinder's ram end attaches to the tie rod. An anchor bracket supports the cylinder end. Apply pressure is controlled by the valve settings and pump input pressure.

Power rack-and-pinion steering uses hydraulic pump pressure to assist the operator in moving the rack and front wheels. When the steering wheel is turned, the weight of the vehicle causes the front tire to resist turning. This resistance twists a torsion bar (rotary valve) or thrusts the pinion shaft (spool valve) slightly.

This action moves the control valve and aligns the specific oil passages. Pump pressure is then allowed to flow through the control valve, the hydraulic line, and into the power cylinder. Hydraulic pressure then acts on the power piston and the piston action assists in pushing the rack and front wheels for turning.

The integral piston (linkage type) power steering gear system has the hydraulic piston mounted inside the steering gearbox. This is the most common type of power steering system.

With the steering wheel held straight ahead or in NEUTRAL position, the control valve balances hydraulic pressure on both sides of the power piston. Oil returns to the pump reservoir from the control valve.

For a right turn, the control valve routes oil to the left side of the power piston. The piston is pushed to the right in the cylinder to aid pitman shaft rotation. For a left turn, the control valve routes oil to the right side of the power piston. The piston is pushed to the left in the cylinder to aid pitman shaft rotation.

Any time you replace or repair a hydraulic component (pump. hoses, and power piston), you should bleed the system. Blee ding the system assures that all of the air is out of the hoses, the pump, and the gearbox

To bleed out any air, start the engine and turn the steering wheel fully from side to side. Keep checking the fluid and add as needed. This will force the air into the reservoir and out of the system.

If hard steering occurs, it is probably due t o excessively tight adjustments in the steering gearbox or linkages. Hard steering can also be caused by low or uneven tire pressure, abnormal friction in the steering gearbox, in the linkage, or at the ball joints, or improper wheel or frame alignment.

The DC motor uses a worm gear to transmit the motors torque to the column shaft.