El power steering. Electric Power Steering: Power Steering Killer? Electric power steering with parallel drive

How does the electric power steering of a car work? The principle of operation of the electric booster is an electric drive, which gives additional effort when turning the steering wheel. With this structural element, you do not have to turn the steering wheel with both hands. The sensor measures the torque and transmits it to the amplifier control unit. Depending on the angle of rotation, this block calculates the power that needs to be delivered to the amplifier motor. The sensor itself is located in the steering column switch. For feedback, another sensor is located on the engine rotor, it also transmits information about the speed to the control unit.

Electric power steering appeared in the mid-nineties. At the time of 2016, it is on half of all cars on the planet. Such great popularity is due to a number of its characteristics and the almost absence of shortcomings. Its advantages over hydraulic booster are:

• compactness;
• point adjustment of characteristics;
• the amount of information provided to the work;
• reliability and economy;
• little noise.

Only its power can be attributed to the minus, which is why only power steering is still installed on heavy vehicles.

At first glance, such a sophisticated system is useless, but it provides the calculation of the force on the electric motor in the entire range of steering. This effort depends on parameters such as:

1. The amount of torque on the steering wheel.
2. The speed at which the car is traveling.
3. Engine turnover.
4. Steering wheel speed.

While in power steering it gives approximately the same effort over the entire range.

Steering schemes

There are 3 schemes for installing an electric amplifier. Regardless of the scheme, the general design of an electromechanical amplifier consists of an electric motor, a mechanical transmission, two sensors and two gears or a parallel drive.

1. The EUR is mounted on the steering column. This is the most compact version, in which it does not require much effort to turn the steering wheel. The electric motor itself and the mechanical transmission are placed under the steering wheel. A huge plus is being in the cabin, and not under the hood, here the device is protected from dust and dirt, and this, in turn, prolongs the service life. Also, in the event of a device failure, it will be easy for you to figure out the principle of installation and change it yourself, which will save money. This type of amplifier mount is used mainly in a small class of cars.
2. Steering rack installation. This is how the amplifier is installed mainly on minibuses and SUVs. Here, more force is required, which is transmitted through the gear. After all, the larger the car, the more it weighs and the more effort is needed to turn.
3. Installation on a ball screw mechanism, where through a belt drive, the force from the electric motor is transmitted to the rail. This method provides the greatest effort of the electric motor when turning. This is how electric power steering is installed on tractors and buses.

Whatever the mechanism for installing the electric power steering, there are failures in the control unit, if it fails, it does not block the steering wheel. And the car can be safely driven away to the service, where it will be changed or adjusted.

The device and principle of operation of the EUR

How does electric power steering work in terms of safety? The electric power steering is much simpler than the power steering. He does not have any consumables in the form of liquids. There are no many moving joints and seals (critical points for breakage). That is why now there is a massive rejection of old hydraulic boosters. Even domestic VAZ manufacturers have switched to this technology.

Technical characteristics of the electric amplifier:

• supply voltage (nominal) - 12 V;
• maximum compensating moment - 35 Nm;
• maximum consumption current - 50 A;
• current consumption (the force on the steering wheel is applied, the output shaft of the amplifier is blocked) - no more than 15 A.

Its appearance has helped automakers implement a number of new features, such as:

• increased exchange rate stability;
• automatic parking;
• observance of traffic lanes.

The main modes of operation of the power steering

As you might guess, the power steering does not work all the time. But only when turning the wheels and not at high speeds. However, the wheels turn under different conditions. Accordingly, the work performed by the engine varies from conditions. Modern control units are able to determine in which mode the car is moving and adjust the engine torque to suit them.

Parking mode

When parking, the speed of the car is small or absent at all, and the turning angles by which we turn the steering wheel are large. The information transmitted from the steering angle sensor is sent to the control unit, and if the speed is minimal, and the steering angles and torque are large, then the parking mode is activated. In it, the maximum load is laid down by the electric amplifier. This ensures the so-called “light steering”.

City driving mode

City driving is driven by constant stops, turns and lane changes. Here the movement occurs at a speed of 40-60 km / h. As a result, efforts occur in the middle range, the unit processes information about the speed and angle of rotation and gives a signal to the electric motor.

Driving mode on the track

The peculiarity of this ride is high speeds and a small turning angle when changing lanes. Accordingly, a decision is made about a small effort of the engine or its complete absence.

After all, if you do not remove the help in time, the car will turn sharply at the slightest turn of the steering wheel, even at a small angle, which will lead to an accident.

Holding the middle position of the wheels

The control unit often performs the function of holding the middle position of the wheels. This is necessary in conditions of different tire pressures, all information is processed and corrected. Also, when turning the steering wheel in motion, a traction force is added to the circumferential force, which acts on the wheels and changes their position. The control unit takes this into account and adjusts the position.

Breakdown of the electric amplifier

In the event of a breakdown, an error signal is triggered, a light bulb that notifies the driver that something is wrong. This may be a malfunction signal or a warning of protection systems. When the steering wheel is held in extreme positions for a long time, the winding heats up, and the protection turns off the electric booster in order to avoid breakage. This is a sin for drivers who love to park in the wrong place and turn the steering wheel to the extreme position so that their cars cannot be evacuated.

Another common cause of failure is the failure of the speed sensor. Only a complete replacement with a new one will help here.

In some cases, it is worth calibrating the electric power steering:

• wheel alignment;
• transition to new disks;
• replacement of spare parts for the EUR or the EUR itself.

The adjustment will allow you to level the steering wheel in the zero position, without deviations to the sides.

Outcome

As a result, we see that the electric power steering comes to replace the hydraulic booster. If at first the electric amplifier was installed only on small cars, now they have reached SUVs and sports cars. Heavy equipment still remains on the hydraulic booster, but even here they put combined options from two amplifiers. Yes, low power makes it difficult to completely replace the hydraulic booster, but all its advantages outweigh a couple of disadvantages.

Steering boosters, in the case of cars, increase driving comfort, while on trucks you can’t do without them at all, since driving a car without such equipment is very difficult. Initially, the machines used (GUR), in which the main work was performed by a liquid under pressure.

The power steering has become quite widespread and is still used both in cars and in specialized vehicles. But this type of power steering has a competitor, and quite a serious one - an electric power steering (abbr. EUR, EURU).

This type has already gained quite wide popularity and many automakers install it on their models. There is a tendency that on certain classes of vehicles, the EUR completely replaces the power steering. Therefore, you should consider in detail the device of the electric power steering, design features, types, positive and negative sides.

The main task of the EUR is the same as that of the hydraulic booster - creating additional effort on the steering mechanism to facilitate driving a car. Moreover, the operation of the amplifier should not affect the "feedback" so that the driver constantly "feels" the road.

Main components. The principle of operation of the EUR

First, consider the principle of operation of an electric amplifier, since it is identical for all existing types. Also, the same components are used in the design, but their layout may be different.

So, the electric amplifier consists of:

• executive mechanism;
• control unit;
• tracking sensors.

These components are present in any type of EUR. Also, some types can additionally use information from other sensors - speed and crankshaft speed.

Actuating mechanism

The actuator creates an effort, thereby providing easier control of the car. It consists of an electric motor and power transmission. As for the motor, an asynchronous or synchronous electric power is used in the design of the EUR. non-contact type motor, which ensures high reliability of the unit.

The EUR uses several types of power transmissions (depending on the type) - worm, gear or ball screw. Often, the power transmission of the actuator is called a servo.

Control block

The control unit "manages" the operation of the actuator. It is he who supplies electric current (strictly defined parameters) to the electric motor, ensuring its inclusion in the work. By applying impulses to the actuator, the control unit is guided by the readings of the sensors used in the design of the EUR.

Sensors

There are several of these sensors, each collects certain information and transmits it to the control unit. The main among them is a torque sensor (it is also called a force sensor), which determines how much effort the driver applied to the steering wheel. The steering wheel angle sensor is also used in the design. Optionally, the EUR can also use information about the speed of the car and the speed of the power plant.

Steering wheel torque sensor

The measurement of the force on the steering wheel is carried out thanks to the torsion bar installed in the steering column shaft. The shaft, in turn, consists of two: input and output, interconnected by a torsion bar. When a force is applied, it twists (the more forces are applied, the stronger the angle of twisting) and the shafts are displaced relative to each other.

This angle “catches” the sensor, after which it transmits the received information to the control unit. Based on this data, the block calculates which impulse must be applied to the actuator. This sensor directly determines what force the amplifier will compensate for.

It is worth noting that the torsion bar itself is rigidly connected to the steering column shafts and it can only twist at a certain angle, so even if the EUR fails, the auto control is preserved.

The steering angle sensor determines in which direction the driver began to turn the steering wheel, and thanks to the information from it, the control unit sets the polarity of the current supplied to the electric motor. It is not uncommon for angle and torque sensors to be combined into one design. They are both located on the steering column.

An example of a EUR device with a torque sensor

It is worth noting that there is also a feedback sensor installed on the electric motor, thanks to which the control unit controls the operation of the actuator.

The use of other sensors for the operation of the EUR - the speed of movement and the parameters of the motor, makes it possible to adjust the amplifier to specific driving conditions.

Knowing the design, you can understand the principle of operation of the electric power steering. The sensors present in the design constantly monitor the position of the steering column. In the event of a turn, they register changes and transmit information to the control unit. That, in turn, calculates the parameters of the electric current and supplies them to the electric motor. When switched on by means of a servo drive, el. the motor generates force on the steering mechanism. In general, everything is quite simple. But here it is worth mentioning that under different conditions there are different modes of operation of the EUR, but about them below.

Types and their features

As noted, the same components are used in the EUR device, but with a different layout. All used electric power steering can be divided into:

• Built into the steering column;
• Mounted on the steering gear;

The peculiarity of the first type is that all components are combined into a single structure mounted on the steering column. This mechanism uses a worm gear that acts on the steering column shaft (the worm is connected to the rotor of the electric motor, and the gear with which it is engaged is on the column shaft, after the torsion bar). This type of EUR is the cheapest and can be found on cars in the budget segment.

EUR built into the steering column

As for the amplifiers mounted on the steering gear, these types have a separate design - the sensors are installed on the column, the control unit is located somewhere in the cabin, and the engine with the gearbox is located on the steering gear.

Moreover, there are several types of EUR with the following layout:

• With worm gear;
• twin-shaft;
• Ball screw;

With worm gear

If we consider the general concept of the EUR mounted on the steering column and a separate amplifier with a worm gear, then the difference between them comes down only to the fact that in the second option the actuator is located near the steering mechanism, although it still uses a worm with a gear (mounted on steering column shaft).

Worm gearbox EUR

Twin-shaft EUR

The twin-shaft type of EUR has been quite popular since its inception, but now it is used much less frequently. The design of this type of amplifier is very interesting: the “column-steering gear” joint remains unchanged here (just like on a car without an amplifier).

Twin-shaft EUR from ZF

That is, a gear is installed at the end of the column shaft, which has a constant engagement with the rack. But in the steering mechanism on the other side of the housing, an actuator is mounted, consisting of an electric motor, on the shaft of which a gear is also installed, which also interacts with the rack. To do this, an additional gear sector has to be applied to the rail.

Scheme of operation of a two-shaft EUR

Such a mechanism works very simply: the driver, as in a car without an amplifier, moves the rack by means of a gear. At the same time, the control unit turns on the electric motor, which, thanks to the gearing, helps to move it.

Ball screw amplifier

The last type is ball screw. In this EUR, the force is also transmitted to the steering rack, and not to the column shafts. But this is done with a ball screw nut. To transfer force, balls are used that move along a helical groove made on the rail.

Ball screw EUR with belt drive

The principle of operation of this type of electric power steering is that the force generated by the electric motor is transmitted to the nut mounted on the rail (via a belt drive) or directly when the electric motor is built into the steering rack. As a result, the nut begins to rotate, while due to the design of the body it cannot move in the longitudinal direction. Therefore, the rotation of the nut leads to the movement of the rack itself, thereby creating additional force on the steering mechanism.

EUR with ball screw and built-in electric motor

Each of these types has certain advantages and disadvantages that affect their prevalence on cars. For example, a device mounted on a steering column is cheap, but at the same time its information content is low. As for the ball screw EUR, it is considered the best in terms of information content, but very difficult to maintain and expensive.

Operating modes

Now about the modes of operation. The fact is that under different conditions of movement, it is necessary to create a specific effort. Also, some of the modes are aimed at increasing comfort.

The main operating modes of the EUR can be noted:

• parking;
• Driving at high speed;
• taxiing;
• Return the wheels to the middle position.

Parking a car is characterized by the need to turn the wheels at large angles, while at a minimum speed, or even standing still. Therefore, the effort on the steering wheel when parking is significant. To compensate, the EUR begins to work under conditions of maximum effort.

But when driving at high speed, to ensure good information content, so that the driver does not lose the feeling of the road, during maneuvers the EUR is practically not involved or creates little effort.

The steering mode is interesting. The driving conditions of a car can be very different - a road with a bevel in one direction, the influence of third-party factors (crosswind, different pressure in the wheels). All of them lead to the fact that the car "takes away" in any of the directions. The steering mode provides a rectilinear movement of the car, and the EUR does this without any participation from the driver.

There is also a mode for returning the wheels to the middle position, when the force on the steering wheel is reduced. This happens at the end of the turn, when the driver “releases the steering wheel”, the control unit calculates the required torque using sensors and returns the wheels to the middle position due to the electric booster.

The described modes of operation in the EUR are switched on automatically (thanks to information from additional sensors). But this amplifier also allows the driver to set their own specific modes - "Sport", "Normal", "Comfort".

The difference between the modes comes down to changing the response of the EUR to driving conditions. For example, in the "Sport" mode, more information is provided (the steering wheel is more "heavy"), and in the "Comfort" mode it creates more effort, ensuring the convenience of driving a car. "Norma" is the middle position, at which, at low speeds, the EUR works to the maximum, and at high speeds, it creates a minimum effort.

Advantages and disadvantages

As with any device, electric power steering has its positive and negative sides. The advantages of the EUR include:

• Increasing the economy of a car. The EUR "does not take" the power of the power plant, and also turns on only when the steering wheel is turned;
• Simplicity of design and lower metal consumption;
• Compactness;
• No need for maintenance;
• Noiselessness;
• Ability to set the operating mode.

Thanks to these advantages, the EUR has become widespread. But the negative aspects of this type of power steering are also significant. Among the main shortcomings, he notes:

• Less informative (compared to power steering);
• The possibility of failures in the operation of the electronic part, which leads to incorrect operation;
• All components are practically unrepairable, and the cost of repairing those units that are still amenable to it is very high;
• Low power of the actuator, which makes it impossible to use the EUR on a number of cars (SUVs, minibuses, trucks);
• The probability of turning off the EUR when the electric motor overheats (occurs when driving in difficult conditions, when the amplifier is running continuously).

In general, electric power steering is a worthy competitor to power steering, and it is being used more and more often, although it is unlikely that it will ever be able to completely replace it.

Autoleek

The pleasure of driving a particular car is difficult to describe in words, but you can try to explain its design features. If we talk about the information content of the steering, then in addition to the architecture of the chassis of the car as a whole, the type of its amplifier plays an important role.

The reference system is a hydraulic steering gear. This is a mechanism of the so-called "screw - ball nut" type. Often it is used on trucks and buses, but earlier it was also installed on expensive sedans, for example, on Mercedes-Benz with a W124 body index. The mechanism is characterized by minimal internal friction and is complemented by a hydraulic booster. When the steering wheel is turned, the input shaft of the gearbox with helical grooves rotates. The same are made on the inside of the nut fixed to it. The rotation of the shaft causes its axial movement. The outer part of the nut is connected by teeth to the output shaft of the gearbox. Thus, its axial movement is again converted into rotational. Friction in the "input shaft - nut" pair is reduced due to the circulation of balls in the grooves. In fact, this is a bearing assembly.

Even in a conventional non-powered mechanical steering rack, there is a decent amount of internal friction. Most of the losses, oddly enough, in the gear pair "input shaft - rack". Its friction is also in the support sleeve and cracker. In the case of a rail with a hydraulic booster, oil seals are also added here.

Additional friction impairs the steering wheel self-return and feedback from the road, making the steering wheel cottony and uninformative. But the engineers partly leveled these moments. They increased the castor on modern cars (longitudinal inclination of the axis of the front pillars) and did some magic on the hydraulic part of the amplifier: they changed the geometry and characteristics of the spool valves. Fortunately, only mechanics rule the ball here. However, a person who has traveled in a car with a steering gear will still feel a clear difference.

During the operation of such amplifiers, the hydraulic part delivers the most trouble, for example: leaks in oil seals and external lines; power steering pump wear. However, the lion's share of problems is associated with inadequate intervention. With a banal replacement of steering rods, servicemen are too lazy to properly install anthers, using ordinary plastic ties instead of regular metal clamps. As a result, moisture enters the rail, causing corrosion. In advanced cases, repairs will no longer be possible and the assembly will have to be changed from the assembly. We wrote about this in detail in the material about. In general, today the classic power steering delivers the least trouble and requires reasonable repair costs compared to other amplifier variations.

EGUR - electrohydraulic booster

EGUR is just a variation of the classic power steering circuit with the same driving sensations and problems in general. The only difference is that instead of a mechanical pump, an electric one is used. Otherwise, it is the same hydraulic rail and circuits. However, when you try to dig deeper, a lot of hidden differences pop up, good and not so good.

In such a system there is a separate control module. The trouble is that it is combined into a single assembly unit with the pump electric motor and its hydraulic part. On many age machines, the tightness of such a sandwich is broken and moisture or even oil itself gets into the electronics. This happens imperceptibly, and when it comes to obvious problems in the operation of the amplifier, it is too late to try to repair something. Expensive items will have to be replaced.

On the other hand, such a scheme with its own control unit, unlike the classic power steering, has an important plus - a kind of "fool protection". If for some reason a large oil leak occurs from the system, then it will turn off the pump itself, preventing its sudden death due to dry running. As in the case of a classic hydraulic booster, any blood loss does not entail wear of the elements in the rail itself.

Electric amplifier (EUR), built into the steering column

In addition, most of the amplifier circuits with an electric motor are also equipped with a worm gear. In particular, this applies to systems where the EUR is built into the steering column. As a result, friction losses increase further. As a result, the information content of the steering wheel drops even more than in the case of a hydraulic booster. It is impossible to tune the electronics in such a way as to significantly level out such a disadvantage. Therefore, a person who has moved from a car with a power steering for the EUR will immediately feel the difference and will probably be disappointed.

In the scheme with amplifier elements in the steering column, we have a conventional mechanical rack. The simplicity of its design is much preferable to a complex and technologically advanced hydroelectric complex. However, this medal also has a downside. In the event of internal corrosion, an ordinary rail will be silent to the last, until the shafts rot catastrophically and there is nothing to repair. The hydraulic unit will start to leak very quickly due to the wear of the seals, and restoration will cost sane money.

In defense of this type of EUR, it can be added that the electronic part in the steering column rarely fails. And in terms of resource, the system, as a whole, is comparable to the usual hydraulic counterpart.

Electric amplifier (EUR) with a worm drive built into the steering rack

During operation, the severity of faults and the cost of repairs increases the fact that all elements of the amplifier are built into the rail.

In this article I will talk about electric power steering(EUR): what does the EUR consist of, the principle of operation of the EUR, the pros and cons of the EUR compared to the power steering.

Electric power steering is an electromechanical system of a car that is designed to make it easier to turn the steering wheel. Despite the fact that the power steering is easy to use, has long been studied and has proven itself well, the design of the power steering is still not perfect.

Engineers found new, more modern steering designs and invented electric power steering (EPS), which corrected the hydraulic design flaws in the steering mechanism by replacing hydraulics with electrics.

electric power steering

The electric power steering has several more names: electric power steering (EURU), electromechanical power steering (EMUR). Today, electric power steering is installed on various classes of cars, both in the budget and in the expensive (luxury) segment of cars, gradually replacing power steering. The EUR has so far rarely been installed on heavy vehicles operating in difficult conditions and heavy payloads, hydraulics are still driving there.

Simplified, the electric power steering consists of sensors (controlling the angle of rotation of the steering wheel), an electronic control unit (ECU) and an actuator (electric motor).

And structurally, the electric booster depends on the type of car and its mass. That is, the larger the car, the greater its mass, the more effort is required to rotate the steering wheel, and the design (EUR) depends on this. On a small class of cars, the electric power steering is installed on the steering column, since the car does not need a lot of effort on the steering wheel.

Middle class cars: on such machines, a stronger force is required, and the EUR is installed on the steering rack, and the force is transmitted through the gear.

The class of SUVs, pickups, minibuses, minivans: these cars, due to their large mass, also require a lot of steering effort. The electric power steering is installed parallel to the axial structure. The EUR electric motor transmits force to the mechanism, which, in turn, moves the steering rack.

Principle of operation

Regardless of the design features of the electric amplifier principle of operation(EUR) the following:
When a car is moving at low speed (in a traffic jam, in a yard, in a parking lot), the driver has to quickly turn the wheels from one extreme position to another. In this case, the electric power steering is provided by the so-called "light steering". You can easily turn the steering wheel with just one finger. When you drive at high speed, you turn the steering wheel at small angles.

In this case, the electric power steering creates feedback (more details in the power steering), and the steering wheel turns out to be heavy. The electric power steering also creates feedback and is able to return the wheels to the middle position (when you enter a turn, and at the exit the steering wheel automatically returns to the middle position).

In the electronic control unit of the electric booster, there are also stabilization programs, maintaining the average position of the wheels with strong crosswind gusts, at different tire pressures, as well as a parking assistant (parking assistant).

The valet performs taxiing and automatically directs the car to the desired, free, parking space. The driver can only press the accelerator, clutch and brake pedals.

The advantages of electric power steering (EUR) in contrast to the power steering (GUR).

The main plus of the electric booster is a good feedback from the driver to the road. Driving with the EUR is sharper when driving at high speeds than with the power steering, and easier when parking. Since the EUR uses the electricity of the car network in its work, there is no additional load in the form of belt drives on the car engine (it takes less power).
There is no liquid in the system (nothing to freeze, boil), so the electric amplifier works at any temperature. It takes up less space compared to power steering and does not require periodic maintenance (inspection of the belt, fluid level, drips).

There are also disadvantages, but every year they become less and less. For example, the price of electric power steering is still high. The EUR is not yet put on heavy cars, trucks due to the lower power of electric motors compared to hydraulics.

Also, the downside is that the electric power steering fails due to moisture getting into it (the fuses blow, the electric motors burn).

But even if the EUR breaks down, you can always get to the house or the place of repair, however, the steering wheel of the car will be harder to rotate. EUR is the present and future of the automotive industry.

That's all for today. Easy steering and green light on the road!

An electromechanical amplifier is the most advanced design in terms of engineering solutions. There are two designs of this amplifier: with two gears or with a parallel drive.

The electromechanical amplifier consists of the following components:

• control system;
• electric motor;
• mechanical transmission.

Electromechanical booster with two gears

The electric power steering is combined with the steering mechanism in a single unit. The amplifier is usually installed asynchronous motor. The transmission of torque from the electric motor to the steering rack is provided by a mechanical transmission.

One gear is used to transmit torque to the steering rack from the steering wheel itself, and one more - from the power steering motor. There are two sections of special teeth on the rail. One of them is the amplifier drive.

Electric power steering with parallel drive

In such an electric booster, the force from the electric motor is transferred to the steering mechanism using a belt drive, and a special ball screw mechanism is also installed.

With this scheme, the gain can be transmitted both to the steering wheel rack and to the steering gear control shaft. It has no fundamental significance for driving a car while driving. Both schemes have proven to be equally reliable.

Control block

Electric amplifier control includes several elements:

• input sensors;
• Control block;
• executing device.

The input sensors include torque sensors and a sensor that determines the angle of rotation on the steering wheel. The electric power steering electronic control system uses information that comes from (speed sensor) and the engine control unit (engine speed sensor).

The electronic control unit is used to process the sensor signals. The corresponding program generates control signals and sends them to the actuator - the amplifier motor.

The electric power steering is designed to provide vehicle control in the following modes:

• at ;
• when turning the car at low speeds;
• when turning the car at high speeds;
• active return of the wheels to the middle position;
• keeping the wheels in the middle position.

How it works

Electric power steering:

The car is controlled by turning the steering wheel. From the steering wheel, the torque is transmitted through the torsion bar to the steering mechanism. In this case, the twist of the torsion bar is measured with a special torque sensor, and the angle of rotation of the steering wheel is also measured. For this, a separate sensor is used. Information from both sensors, as well as additional information about the speed of the vehicle, the crankshaft speed indicator, are transmitted to the electronic control unit.

The program available in the block calculates the required torque of the amplifier electric motor and, by changing the current strength, maintains the operation of the electric motor in the desired mode. From the electric motor, the torque is transmitted to the steering mechanism and then, by steering rods, to the drive wheels.

The turning of the wheels, thus, occurs due to the combined efforts of the electric motor of the amplifier and the steering wheel.

Turning at low speeds, usually when parking, is characterized by a large steering angle. The electronic control system provides the torque of the maximum operation of the electric motor (also called "light steering").

At high speeds, the electronic system provides the lowest level of torque (“heavy steering”).

To actively return the wheels to the center position, the control system increases the reactive force that occurs during the turn. If it becomes necessary to maintain the average position of the wheels, for example, when driving during a crosswind, or a difference in tire pressure, the control system corrects the average position of the steered wheels.

Hydraulic power steering

The hydraulic booster mechanism on a passenger car is made together with the steering gear. Such an amplifier is called an integrated amplifier. The working fluid in the hydraulic booster of foreign cars is ATF oil, the same as in an automatic transmission. Domestic cars use brand R oil.

An axial piston or rotary pump is driven by a belt from the crankshaft. He takes oil from the tank and pumps it under pressure of 50-100 atmospheres into the spool valve. At the same time, the task of the distributor is to monitor the efforts on the steering wheel and strictly dosed assistance in steering the wheels.

For this, a tracking device is used. This role is most often played by a torsion bar, which is built into the steering shaft. If the car drives in a straight line or stands still, then no effort is applied to the steering shaft, the torsion bar does not twist and, accordingly, the metering channels in the distributor remain blocked. The oil then drains into the tank.

If the driver turns the car, the wheels resist as a result, with the torsion bar spinning as much as the amount of force applied to the steering wheel. The spool opens the oil channels and directs the working fluid to the actuator. In a screw-ball nut mechanism, pressure is applied behind or in front of the piston, helping it move along the steering shaft. In the rack and pinion mechanism, oil is supplied to the rack body, to one side of the piston connected to the rack, and pushes it, respectively, to the right or left. If the steering wheel is turned all the way, the safety valve is activated and the oil pressure is released, which prevents damage to the mechanism parts.

TOYOTA power steering tutorial video:

Disadvantages and advantages of power steering

The indisputable advantage of the power steering is to facilitate the work when parking, in long turns and during other maneuvers when it is necessary to make many turns of the steering wheel, applying maximum effort. Another useful property of the amplifier is to attenuate the transmission to the steering wheel of shocks received from road irregularities.

From the point of view of the engineering design, power steering is a more complex system than the electric power steering of a modern car. A hydraulic pump driven by a drive belt or an electric motor, a complex steering rack, hoses and fluids take up a lot of the engine compartment of a car. And in a modern car, there is not too much of it anyway.

Here, the EUR looks more advantageous, having an electric motor, a set of sensors and a simple and lightweight rack and pinion mechanism. The maintenance of the power steering is also much more expensive and more difficult in comparison with the EUR. the reliability of the EUR is also somewhat higher due to the absence of belts, seals, hoses, gaskets and liquids in it. A power steering failure, especially accompanied by a loss of working fluid, means the complete impossibility of continuing to move on its own. While the breakdown of the EUR will affect the handling of the car only by the need to make great efforts when turning the steering wheel.

If we talk about, then the electrical system also wins in this position. The power steering, when the engine is on, works constantly, the load on the engine increases and, accordingly, fuel consumption increases. The EUR consumes electrical energy, but the electric drive is activated only when the steering wheel is turned. In addition, the efficiency of the electric motor is higher than the efficiency of the hydraulic pump.

But driving a car with an electric booster is not always convenient for drivers. Many people note that the EUR is not informative, while the trip resembles a game joystick. But that's not all. The negative factors of the work of the EUR were introduced by Russian automakers. On domestic cars, there have been cases when the EUR independently decided where to turn the wheels. The confused driver could not do anything. It's good that so far everything is doing without tragic incidents. You can consider this your local disease, since there were no such cases with foreign cars.

Of course, a number of shortcomings can be found in the EUR. But the number of advantages suggests that this type of power steering is much more efficient and economical compared to power steering. The future, of course, belongs to cars with electric power steering.

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