INTRODUCTION

CHAPTER 1

INTRODUCTION

Electrically powered steering uses an electric motor to drive either the

power steering hydraulic pump or the steering linkage directly. The power
steering function is therefore independent of engine speed, resulting in
significant energy savings.

Conventional power steering systems use an engine accessory belt to

drive the pump, providing pressurized fluid that operates a piston in the power
steering gear or actuator to assist the driver.

In electro-hydraulic steering, one electrically powered steering concept

uses a high efficiency pump driven by an electric motor. Pump speed is
regulated by an electric controller to vary pump pressure and flow, providing
steering efforts tailored for different driving situations. The pump can be run at
low speed or shut off to provide energy savings during straight ahead driving
(which is most of the time in most world markets).
 Fig 1.1 EPS System

Direct electric steering uses an electric motor attached to the steering rack
via a gear mechanism (no pump or fluid). A variety of motor types and gear
drives is possible. A microprocessor controls steering dynamics and driver
effort. Inputs include vehicle speed and steering, wheel torque, angular position
and turning rate.

1.1 Steering system:

99% of the world's car steering systems are made up of the same three or
four components. The steering wheel, which connects to the steering system,
which connects to the track rod, which connects to the tie rods, which connect
to the steering arms. The steering system can be one of several designs, which
we'll go into further down the page, but all the designs essentially move the
track rod left-to-right across the car. The tie rods connect to the ends of the track
rod with ball and socket joints, and then to the ends of the steering arms, also
with ball and socket joints. The purpose of the tie rods is to allow suspension
movement as well as an element of adjustability in the steering geometry. The
tie rod lengths can normally be changed to achieve these different geometries

Fig 1.2 Basic Components Of Steering System

In the simplest form of steering, both the front wheels always point in the
same direction. You turn the wheel, they both point the same way and around
the corner you go. Except that by doing this, you end up with tyres scrubbing,
loss of grip and a vehicle that 'crabs' around the corner. So why is this? Well, it's
the same thing you need to take into consideration when looking at
transmissions. When a car goes around a corner, the outside wheels travel
further than the inside wheels. In the case of a transmission, it's why you need a
differential (see the Transmission Bible), but in the case of steering, it's why you
need the front wheels to actually point in different directions. This is the
diagram from the Transmission Bible. You can see the inside wheels travel
around a circle with a smaller radius (r2) than the outside wheels (r1):

Fig 1.3 Wheel path while turning

In order for that to happen without causing undue stress to the front
wheels and tyres, they must point at slightly different angles to the centerline of
the car. The following diagram shows the same thing only zoomed in to show
the relative angles of the tyres to the car. It's all to do with the geometry of
circles:
 Fig 1.4 Off-centerline angle

This difference of angle is achieved with a relatively simple arrangement

of steering components to create a trapezoid geometry (a parallelogram with
one of the parallel sides shorter than the other). Once this is achieved, the
wheels point at different angles as the steering geometry is moved. Most
vehicles now don't use 'pure' Ackermann steering geometry because it doesn't
take some of the dynamic and compliant effects of steering and suspension into
account, but some derivative of this is used in almost all steering systems

Fig 1.5 Steering geometry parallelogram

LITERATURE REVIEW
 CHAPTER 2

LITERATURE REVIEW

2.1 Steering System designs: Rack and pinion

This is by far the most common type of steering you'll find in any car
today due to its relative simplicity and low cost. Rack and pinion systems give a
much better feel for the steering, and there isn't the slop or slack associated with
steering box pitman arm type systems. The downside is that unlike those
systems, rack and pinion designs have no adjustability in them, so once they
wear beyond a certain mechanical tolerance, they need replacing completely. In
a rack and pinion system, the track rod is replaced with the steering rack which
is a long, toothed bar with the tie rods attached to each end. On the end of the
steering shaft there is a simple pinion gear that meshes with the rack. When you
turn the steering wheel, the pinion gear turns, and move the rack from left to
right. Changing the size of the pinion gear alters the steering ratio. It really is
that simple. The diagram below shows an example rack and pinion system as
well as a close-up cutaway of the steering rack itself.

Fig 2.1 Rack and pinion steering

This is a simple variation on the above design. All the components are the
same, and it all works the same except that the spacing of the teeth on the rack
varies depending on how close to the centre of the rack they are. In the middle,
the teeth are spaced close together to give slight steering for the first part of the
turn - good for not over steering at speed. As the teeth get further away from the
centre, they increase in spacing slightly so that the wheels turn more for the
same turn of the steering wheel towards full lock.

2.2 Vehicle dynamics and steering

Generally speaking, when you turn the steering wheel in your car, you
typically expect it to go where you're pointing it. At slow speed, this will almost
always be the case but once you get some momentum behind you, you are at the
mercy of the chassis and suspension designers. In racing, the aerodynamic
wings, air splitters and under trays help to maintain an even balance of the
vehicle in corners along with the position of the weight in the vehicle and the
suspension setup. The two most common problems you'll run into are under
steer and over steer.

2.3 Under steer

Under steer is so called because the car steers less than you want it to.
Under steer can be brought on by all manner of chassis, suspension and speed
issues but essentially it means that the car is losing grip on the front wheels.
Typically it happens as you brake and the weight is transferred to the front of
the car. At this point the mechanical grip of the front tyres can simply be
overpowered and they start to lose grip (for example on a wet or greasy road
surface). The end result is that the car will start to take the corner very wide. In
racing, that normally involves going off the outside of the corner into a catch
area or on to the grass. In normal you-and-me driving, it means crashing at the
outside of the corner. Getting out of under steer can involve letting off the
throttle in front-wheel-steering vehicles (to try to give the tires chance to grip)
or getting on the throttle in rear-wheel-steering vehicles (to try to bring the back
end around). It's a complex topic more suited to racing driving forums but
suffice to say that if you're trying to get out of under steer and you cock it up,
you get.....

Fig 2.2 Under steer

2.4 Over steer

The bright ones amongst you will probably already have guessed that
over steer is the opposite of under steer. With over steer, the car goes where it's
pointed far too efficiently and you end up diving into the corner much more
quickly than you had expected. Over steer is brought on by the car losing grip
on the rear wheels as the weight is transferred off them under braking, resulting
in the rear kicking out in the corner. Without counter-steering (see below) the
end result in racing is that the car will spin and end up going off the inside of
the corner backwards. In normal you-and-me driving, it means spinning the car
and ending up pointing back the way you came.

Fig 2.3 Over steer

2.5 Counter-steering

Counter-steering is what you need to do when you start to experience

over steer. If you get into a situation where the back end of the car loses grip
and starts to swing out, steering opposite to the direction of the corner can often
'catch' the over steer by directing the nose of the car out of the corner. In drift
racing and demonstration driving, it's how the stirrings are able to smoke the
rear tires and power-slide around a corner. They will use a combination of
throttle, weight transfer and handbrake to induce over steer into a corner, then
flick the steering the opposite direction, honk on the accelerator and try to hold
a slide all the way around the corner. It's also a widely-used technique in rally
racing. Tiff Need ell - a racing steering who also works on some UK motoring
programs - is an absolute master at counter-steer power sliding.

Fig 2.4 Counter steer

This paperwork deals with the details of four wheels steering (4ws)
system. According to this mechanism in a four wheels steering system, all the
four wheels are steered, thus can turn the vehicle easily to either lift or right
using the steering wheel. This system serves more effective and stability in
controlling the vehicle at cornering and at parking .The operation of this system
take change as the speed of vehicle increase or decrease.

At low speed motion of the vehicle, the front wheels turn to the direction of the
steering wheel, at the same time the rear wheels turn in the opposite
direction .Four wheel mechanism is active only in position when the vehicle
moves at low speed and below 35 km .There after the rear wheels follow in the
same direction of the print wheels.

There are three types of 4 wheels steering system

 Mechanical
 Hydraulic
 Electro-hydraulic
COMPONENT
DISCRIPTION
 CHAPTER 3

COMPONENT DISCRIPTION

3.1 STEERING SYSTEM

In earlier days of automobile development, in most of the cars the engine

was on the rear axle, steering was a simple matter of turning a tiller that pivoted
the entire front axle. When the engine was moved to the front of the car,
complex steering systems had to evolve. The modern automobile has come a
long way since the days when "being self-propelled" been enough to satisfy the
car owner. Improvements in suspension and steering system, increased strength
and durability of components, and advances in tyre design and construction
have made large contributions to riding comfort and to safe driving. Cadillac
allegedly produced the first American car to use a steering wheel instead of a
tiller. Two of the most common steering mechanisms are the "rack and pinion"
and the standard (or recirculation-ball) systems that can be either manual or
assisted by power. The rack and pinion was designed for sports cars and
requires too much steering muscle at low speeds to be very useful in larger,
heavier cars. However, power steering makes a heavy car respond easily to the
steering wheel, whether at highway speeds or inching into a narrow parking
place and it is normal equipment for large automobiles.

The manual steering system incorporates:

1. Steering wheel and column,

2. A manual gearbox and pitman arm or a rack and pinion assembly,

3. Linkages; steering knuckles and ball joints; and

4. The wheel spindle assemblies.

Power steering systems add a hydraulic pump; fluid reservoir; hoses; lines; and
either a power assist unit mounted on, or integral with, a power steering-gear-
assembly.

There are several different manual steering gears in current use. The
"rack and pinion" type is the choice of most manufacturers. The "recirculation
ball" type is a past favorite because the balls act as a rolling thread between the
worm shaft and the ball nut. Another manual steering gear once popular in
imported cars is the "worm and sector" type. Other manual gears are the "worm
and tapered pin steering gear" and the "worm and roller steering gear."

3.2 STEERING LINKAGE

The steering linkage is made of interconnected parts which move every

time the steering wheel is turned. The rotating movement of the steering column
activates mechanisms inside the steering box. Tie rod ends, which join the key
parts, pass on the steering wheel's motion no matter what the angle of the
linkage or the vibration from the road. In a pitman arm steering setup, the
movement inside the steering box causes the Pitman shaft and arm to rotate,
applying leverage to the relay rod, which passes the movement to the tie rods.
The steering arms pick up the motion from the tie rods and cause the steering
knuckles to turn the wheels. The steering linkages need regular maintenance for
safe operation, such as lubrication and inspection.

3.3 TURNING THE CAR

For a car to turn smoothly, each wheel must follow a different circle.
Since the inside wheel is following a circle with a smaller radius, it is actually
making a tighter turn than the outside wheel. If you draw a line perpendicular to
each wheel, the lines will intersect at the center point of the turn. The geometry
of the steering linkage makes the inside wheel turn more than the outside wheel.
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. A higher ratio means that you have
to turn the steering wheel more to get the wheels to turn a given distance.
However, less effort is required because of the higher gear ratio.

Fig 3.1 Turning the car

Generally, lighter, sportier cars have lower steering ratios than larger cars
and trucks. The lower ratio gives the steering a quicker response -- you don't
have to turn the steering wheel as much to get the wheels to turn a given
distance – which is a desirable trait in sports cars. These smaller cars are light
enough that even with the lower ratio, the effort required to turn the steering
wheel is not excessive. There are a couple different types of steering gears. The
most common are rack-and-pinion and recirculating ball.

Special steering columns have been employed in many foreign made cars
which provide safety and ease of operation to the steering. Various types of
which are:

3.3.1 Energy absorbing steering column

This type of column provides safety by collapsing during impact in a

front end crash. Also the column incorporates ball bearings fitted between two
verlapping tubes. These tubes groove in under impact resulting in efficient
energy absorption
3.3.2 Tilt wheel steering column

This type of steering allows the steering to tilt the steering wheel for
ease during entry or exit. Even while driving, the steering can adjust it at
convenient angle. This can be done easily by releasing a lever on the side of
steering column and moving the wheel into the desired position, where it locks
itself in place.

3.3.3 Tilt and telescopic steering column

This type of steering has all features of the tilt wheel steering explained
above in addition to convenience of telescopic steering, which adds to
steeringr’s comfort. The telescopic motion is under steering wheel, but
telescopic and tilting adjustment can be made with no loss of steering control.

3.3.4 Steering column with anti-theft lock

This type of arrangement provides additional safety against theft. By

simply turning the ignition to the lock position and removing the key, the
ignition and steering wheel and on some models, the gearshift levers of the
transmission are locked simultaneously. In Maruti 800 car the steering lock is
provided when the ignition key is removed and the steering gets locked. When
the ignition key is removed and the steering wheel is turned to one extreme, the
steering gets locked. When the ignition key is inserted in its slot and turned the
lock is off.

3.4 MECHANICAL STEERINGS

The different types of mechanical steering used in modern cars are:

 RACK AND PINION STEERING

 RECIRCULATING BALL BEARING
 MANUAL WORM AND SECTOR STEERING
 WORM AND TAPERED PEG STEERING
  MANUAL WORM AND ROLLER STEERING
 WORM AND WHEEL STEERING
 WORM AND NUT STEERING

3.4.1 RACK AND PINION STEERING

Rack-and-pinion steering is quickly becoming the most common type of

steering on cars, small trucks and SUVs. It is actually a pretty simple
mechanism. A rack-and-pinion gear set is enclosed in a metal tube, with each
end of the rack protruding from the tube. A rod, called a tie rod, connects to
each end of the rack. The pinion gear is attached to the steering shaft. When
you turn the steering wheel, the gear spins, moving the rack. The tie rod at each
end of the rack connects to the steering arm on the spindle.

Fig 3.2 Rack and pinion steering

The rack-and-pinion gear set does two things:

 It converts the rotational motion of the steering wheel into the

linear motion needed to turn the wheels.
 It provides a gear reduction, making it easier to turn the wheels.

On most cars, it takes three to four complete revolutions of the steering wheel to
make the wheels turn from lock to lock (from far left to far right).
Some cars have variable-ratio steering, which uses a rack-and-pinion gear set
that has a different tooth pitch (number of teeth per inch) in the center than it
has on the outside. This makes the car respond quickly when starting a turn (the
rack is near the center), and also reduces effort near the wheels turning limits.

3.4.2 RECIRCULATING BALL STEERING

Recirculating -ball steering is used on many trucks and SUVs (sport

utility vehicle) today. The linkage that turns the wheels is slightly different than
on a rack and pinion system. The recirculating ball steering gear contains a
worm gear. You can imagine the gear in two parts. The first part is a block of
metal with a threaded hole in it.

Fig 3.3 Recirculating ball bearing steering

This block has gear teeth cut into the outside of it, which engage a gear
that moves the pitman arm. The steering wheel connects to a threaded rod,
similar to a bolt that sticks into the hole in the block. When the steering wheel
turns, it turns the bolt. Instead of twisting further into the block the way a
regular bolt would, this bolt is held fixed so that when it spins, it moves the
block, which moves the gear that turns the wheels.

Instead of the bolt directly engaging the threads in the block, all of the
threads are filled with ball bearings that recirculate through the gear as it turns.
The balls actually serve two purposes: First, they reduce friction and wear in the
gear; second, they reduce slop in the gear. Slop would be felt when you change
the direction of the steering wheel without the balls in the steering gear, the
teeth would come out of contact with each other for a moment, making the
steering wheel feel loose.

3.4.3 MANUAL WORM AND SECTOR STEERING

The manual worm and sector steering gear assembly uses a steering shaft
with a three-turn worm gear supported and straddled by ball bearing assemblies.
The worm meshes with a 14-tooth sector attached to the top end of the pitman
arm shaft. In operation, a turn of the steering wheel causes the worm gear to
rotate the sector and the pitman arm shaft. This movement is transmitted to the
pitman arm and throughout the steering train to the wheel spindles.

3.4.4 WORM AND TAPERED PEG STEERING

The manual worm and tapered peg steering gear has a three-turn worm
gear at the lower end of the steering shaft supported by ball bearing assemblies.
The pitman shaft has a lever end with a tapered peg that rides in the worm
grooves. When the movement of the steering wheel revolves the worm gear, it
causes the tapered peg to follow the worm gear grooves. Movement of the peg
moves the lever on the pitman shaft, which in turn moves the pitman arm and
the steering linkage.

3.4.5 MANUAL WORM AND ROLLER STEERING

Various manufacturers use the manual worm and roller steering gear.
This steering gear has a three-turn worm gear at the lower end of the steering
shaft. Instead of a sector or tapered peg on the pitman arm shaft, the gearbox
has a roller assembly (usually with two roller teeth) that engages the worm gear.
The assembly is mounted on anti-frictional bearings. When the roller teeth
follow the worm, the rotary motion is transmitted to the pitman arm shaft,
pitman arm and into the steering linkage.
3.4.6 WORM AND WHEEL STEERING GEAR

The movement of the steering wheel turns the worm, which in turn
steering the worm wheel. Attached to the wheel spindle rigidly is drop arm, so
that a rotation of steering wheel corresponds to a linear motion of the drop arm
end, which is connected to the link rod as has already been discussed. In place
of worm wheel, only a sector is also sometimes used, but the complete wheel
has an advantage over the later in that in this case backlash due wearing of the
tooth of the worm and worm wheel can be easily adjusted. For this purpose the
worm wheel is mounted over an eccentric bush. When the teeth worn out
problem is how to bring the worm and the wheel together to take up the wear.
This is done by rotating the bush through a certain angle.

3.4.7 WORM AND NUT STEERING GEAR

Here the steering wheel rotation rotates the worm, which in turn moves
the nut along its length. This cause the drop arm ends to move linearly, further
moving the link rod and thus steering the wheel.

3.5 POWER STEERING

Fig 3.4 Steering works

 Hydro-mechanical power steering was the first type to be used on
agricultural tractors in the early 1950’[Link] for small to medium tractors
where power steering can be an option to manual steering. Once the size of the
tractor becomes too big for manual steering, hydro-mechanical steering is
usually not cost effective.

3.5.1 Oil Reservoir

 Must be large enough to hold more than all of the oil for the system.
 Should be capable of dissipating heat in oil.

3.5.2 Hydraulic Line

 Flexible hoses due to the steering components movements

 Filters

3.5.3 Oil Filter

 Preferably installed in the return line.

 A 10-micron or smaller filter is recommended.

3.5.4 Air Breather Filter

 The “breather” or vent in the reservoir.

 A 3-micron filter is recommended.

Fig 3.5 Steering unit

3.6 COMPONENTS IN POWER STEERING

 Pump
 Steering gears
 Rotary valve
 Linkages
 Power Steering Pump
 Usually a vane-type pump or [Link] by the engine.
 Power Cylinder
 Double-acting differential cylinder.

Steering response to left and right turns is slightly different. Hardly noticeable

3.7 TYPES IN POWER STEERING

 Power rack and pinion steering

 Power re-circulating ball bearing steering

 Hydraulic power steering

 Electro hydraulic power steering

 Electric power steering

 Active steering

 Steer by wire

3.7.1 POWER RACK AND PINION

When the rack-and-pinion is in a power-steering system, the rack has a

slightly different design.
 Fig 3.6 Power rack and pinion steering assembly

Part of the rack contains a cylinder with a piston in the middle. The piston
is connected to the rack. There are two fluid ports, one on either side of the
piston Supplying higher-pressure fluid to one side of the piston forces the piston
to move, which in turn moves the rack, providing the power assist.

3.7.2 POWER RECIRCULATING BALL BEARING SYSTEM

Power steering in a recirculating-ball system works similarly to a rack-

and-pinion system. Supplying higher-pressure fluid (fluid is always a oil) to one
side of the block provides assist.

3.7.3 HYDRAULIC POWER STEERING SYSTEM

The hydraulic power steering system today (fig. 5) is the most used
steering system. It is based on the components of the mechanical steering
system, in addition there is a hydraulic system, usually consisting of hydro
pump with V-belt steering, hydraulic lines, oil reservoir and steering valve. The
essential new function of this power steering is the hydraulic support of the
steering movement, so that the sheering’s steering-wheel effort is reduced.
 Fig 3.7 Hydraulic power steering

Therefore in the event of failure, the loss of steering boost arises as a new
safety aspect in comparison to purely manual steering. This can be caused by a
leakage of the hydraulic system or by a hydro pump failure. Since by design the
manual steering system is further available, in case of a failure the steering
function is further available and the steering can adapt himself by the usually
slowly rising steering-wheel effort in good time to the missing steering boost.

3.7.4 ELECTRIC POWER STEERING SYSTEM

The electric power steering system combines a mechanical steering

system with an electronically controlled electric motor to a dry power steering.
The hydraulic system, which so far delivered the steering boost, is substituted
by an electrical system. For this, a torque sensor measures the steering wheel
torque and an electronic control unit calculates the necessary servo torque. This
is delivered by an electric motor in such a way that the desired torque curve at
the steering wheel is created.

Depending on the necessary steering forces the electric motor engages by

a worm gear at the steering column or at the pinion and for high forces directly
the rack by a ball-and-nut gear. In above figure.10 the pinion-solution is
represented, which is intended for middle class vehicles
.

Fig 3.8 Electric power steering

The components involved in the electrical power steering are besides the
mechanical steering components:

 Electric motor,
 Electronic control unit,
 Power electronics,
 Steering wheel torque sensor and
 CAN data bus to other systems

The electrical power steering system offers large benefits compared to the
hydraulic power steering. Apart from about 80% lower energy consumption the
omission of the hydraulic fluid increases the environmental compatibility. The
electrical power steering is delivered to the car manufacturer as a complete
system module ready-to install. The adaptation of the servo power assistance to
certain vehicle types as well as the modification of the control strategy
dependent on different parameters and vehicle sizes is easily and rapidly
feasible.
 From the safety point of view as with the other power steering systems
due to failures in electrical components, again the steering boost can be
impaired, here by faults of components of the electrical servo system. The
steering system’s unintentional self activity as well as too strong steering boosts
is to be concerned as new potential safety critical effects, which must be
avoided by appropriate countermeasures.
 WORKING
METHODOLOGY
 CHAPTER 4

WORKING METHODOLOGY

Fig 4.1 Electrical steering system

In an electrical power steering system the steering torque initiated by the

steering is measured by a steering wheel torque sensor and is fed into an
electronic control unit. The later then calculates along with the driving speed a
reference torque for the steering motor, which, however, can optionally also
depend on the steering angle and steering angle velocity. By means of the
calculated reference torque the currents of the steering motor are actuated. In
case of a failing electrical component of this steering system the non-boosted
mechanical intervention by the steering is maintained. Limit switches are
connected to the steering D.C motor in Forward and reverse rotation of
operation.

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.

Fig 4.2 Power steering

 ADVANTAGES

AND

DISADVANTAGES
 CHAPTER 5

ADVANTAGES AND DISADVANTAGES

ADVANTAGES

 It gives smooth and effortless steering system.

 It also provides a steering system with less linkages and moving parts.
 Low Cost Automation Project.

DISADVANTAGES

 It is very much useful for heavy load vehicles. This Electrical steering
system can be used for smooth steering of the vehicles.
 Thus it can be useful for many automobile companies such as TATA,
FIAT, MAHHINDRA etc
CONCLUSION
 CHAPTER 6

CONCLUSION

This contribution presented various types of electrical steering systems

and their safety aspects. Rather, an electric motor is used, yielding energy
savings and flexibility of installation.

Electrical power steering pursues this trend and offers additional

advantages since no hydraulic system is required. A steer-by-wire system with
hydraulic backup and a purely electrical system were discussed. It had been
stated that redundant fail-safe structures for electric and electronic components
are to be established due to the fact that no mechanical or hydraulic connection
between steering wheel and vehicle wheels are available. Future innovative
steering functions, such as vehicle dynamic interventions, collision avoidance,
individual wheel steering, tracking assistance, automatic lateral guidance, and
finally autonomous driving functions will be implemented in a system
compound of various vehicle systems. Future steering systems will thus have to
be integrated into a system compound, in terms of interfaces and functions. The
steer-by-wire principle becomes absolutely necessary when those innovative
functions are to be achieved.

The transition to purely electrical steering systems will proceed step by

step, both for safety reasons and acceptance by the customer. The path will lead
from electrical power steering via a steer-by-wire system with a hydraulic or
mechanical backup towards purely electrical steer-by-wire systems.
REFERENCES
 REFERENCES

 Internet : Automotive Engineering International Online, Delphi

Automotive
Systems;

 Joseph, [Link] Mechanics, CBS Publishers and

Distribution.

 Narang [Link] Engineering, [Link] and Company Ltd.

 Crouse, [Link] Mechanics, TATA McGraw Hill Publishing

Company Ltd.

 Vering on narrow roads and during parking becomes easier