IJRAR1BPP023

© 2019 IJRAR January 2019, Volume 6, Issue 1 www.ijrar.
org (E-ISSN 2348-1269, P- ISSN 2349-5138)
Design and comparative analysis of Ackermann and

Anti-Ackermann steering system
Shivam Sudarshan Vermaa Kengam Rohithb Arasavalli Sai Prasadb
Ereddy Hruthik Tejab Muddam Venkat Saib
Assistant Professora and Research Scholarb
School of Mechanical Engineering
Lovely Professional University
Phagwara, Punjab
1. Introduction
The steering system is one of the essential components of a vehicle. It plays a major role in directional
control of the vehicle. It is not just a steering wheel that is visible to outside. It is a composite functioning of
steering wheel, steering column, steering gear, and steering links. The steering input from the driver is
transferred to the wheels via steering column, steering gear, tie rods, and steering arms. Normally every
vehicle is designed such that it yields the required performance and would be feasible for the driver to
directionally control the vehicle easily. For that a number of geometries have been introduced and of them
Ackerman and Anti-Ackerman geometries are more common. These steering geometries if employed in the
vehicle give good results to the vehicle. Without these geometries the performance of the vehicle will be like
a bull kart. The wheels without these geometries will not be able to roll during a turn, in spite they skid to
take a turn. Thus, it is clear that these geometries are of very important in the performance of a vehicle. These
geometries need some calculations. These calculations consider different values that are part of the vehicle.
The geometry should be made on the basis of the vehicle dimensions and the outcomes. The major outcome
which are aiming in the vehicle is the turning radius. The turning radius is aimed is 2.1 m. Accordingly the
geometry will be made. In Ackerman geometry during a turn the projection of the center axis of both the
front wheels meet at a point on the projection rear wheel axis. In Anti-Ackerman geometry it is reverse of
Ackerman geometry in which the projections of front wheels meet in front of the front axle on a horizontal
line which is at a distance equal to distance of rear axle from the front axle. So, in this project it was required
to design two types of steering systems and their place of use. The complete details of the project are
formulated as different chapters.
The purpose of the project is to design the geometries that are specified earlier for a vehicle, doing the
required calculations based on geometry of the vehicle, designing the required parts, conducting analysis of
the parts, manufacturing of the parts, assembling and then comparing the two geometries.
IJRAR1BPP023 International Journal of Research and Analytical Reviews (IJRAR) www.ijrar.org 156
© 2019 IJRAR January 2019, Volume 6, Issue 1 www.ijrar.org (E-ISSN 2348-1269, P- ISSN 2349-5138)
1.1 Problem statement

As stated above, it was required that the wheels should be in rolling condition during every type of
maneuverability. Moreover, the wheels have to maintain traction during all conditions so that the
performance of the vehicle will be up to the mark. The problems that are normally encountered during
maneuverability of a vehicle will be, that it may not take exact turn, or the wheels rub against the road to
take a turn, or the wheels loose traction and the vehicle will be thrown out of path, or it may be very difficult
for a driver to give input force. These are the problems that should not be taken normally because these are
related with many other effects to the vehicle. The vehicle may be off tracked and result in accident, the tires
becomes worn out more frequently, the vehicle can lose control of the driver.
2. Methodology
The existing experimental results were made the design considerations of the vehicle in which geometries
were supposed to be installed. Next, the calculations for Ackerman geometry were performed. The turning
angles and Ackerman angles were calculated in that. Similarly, the calculations for Anti-Ackermann and
Rack and Pinion were performed. In the calculations different values like load transfer, vertical force,
moment due to vertical force, lateral force, moment due to lateral force, aligning torque, and total KPI torque
were calculated. Similar calculations were performed for Rack and Pinion gears. Then using KPI torque, force
on tie rods, rack and pinion were calculated. Using the calculated values of Rack and Pinion the Rack and
Pinion gears was modeled in solidworks. Then analysis was performed. After that parts were manufactured
through different manufacturing processes. The machined parts are then assembled and checked for correct
working. The rack and pinion that will be installed in the vehicle need to be designed so that it will be in
accordance with the vehicle and the previously designed steering geometries. The calculations for designing
of rack and pinion gear are made and the rack and pinion is designed in the software. Analysis is done on
the designed rack and pinion gear. The dimensions are given for manufacturing.
Varying caster angle, trail, king pin inclination, scrub Radius and thus improve the stability and performance
of the vehicle. By increasing the caster there will be camber gain during cornering and thus traction is
increased. The caster should relate with KPI. Then only there will be effective use of these angles. The KPI
and caster will also be used in self aligning torque which helps in coming back of steering wheel into the
center position. Thus, the study can be formulated to extent of many steering parameters that helps in
improving the working of the vehicle.
3. Calculations and Data Analysis

The steps as stated in design methodology are followed and final results are obtained. The series of steps are
as follows.
3.1 Design Considerations

The parameters considered in the design are taken from the prototype of the vehicle considering the place
for all the parts and driver comfort and aiming to make it compact so that it can have shorter turning radius.
This improves the performance of the vehicle and the others are taken from the previous year experience of
Figure 1 CAD model of steering assembly
race track.
Table 1 Design considerations
Wheel Base (L) 1270 mm

Front Track Width
1270 mm
(Wf)
Rear Track Width
1219.2 mm
(Wr)
Kingpin Distance
1010.4 mm
(D)
3.2 Ackerman Geometry

The Ackermann geometry prevents the tires from slipping while taking a turn. The solution for this is that
all wheels to have their axles settled as radii of circles with a Common Center point. Since the rear wheels
are fixed, this center point must lie on a line extended from the rear axle. So, the intersection of the front axle
to this line at the common center point was needed.
For obtaining true rolling, Ackerman Geometry was followed. According to Ackermann Steering geometry,
the outer wheels moves faster than the inner wheels, therefore, the equation for correct steering is:
𝑤
cot δ0 − 𝑐𝑜𝑡δi = (Where δ0 = outer wheel angle, δi = inner wheel angle)
𝑙
Table 2 Iterations for inner and outer angle in Ackermann steering
Note: Inner Angle(ᵒ) Outer Angle (ᵒ) Turning Radius(m) The

turning radius
40ᵒ 24.53ᵒ 2.21 m
of 2.1m
41ᵒ 24.94ᵒ 2.16 m
42ᵒ 25.35ᵒ 2.11 m
43ᵒ 25.76ᵒ 2.06 m

(Optimized while calculating turning radius at different Steering angles) was targeted as it is well under limits of
steering angles, observed in previous vehicle and suitable for the set Track Width and Wheel Base. Assuming the
kingpin distance based on the clearance from the rim center to the knuckle to be placed.
Figure 2 SolidWorks Model
Steering Parameters:
Wheel Base (L) = 1270.00 mm
Front Track Width (wf) = 1270.00 mm
Rear Track Width (wr) = 1219.20 mm
Kingpin Distance (D) = 1010.42 mm
Ackerman Angle (𝜷)

0.5 kingpin end to end distance
𝛽 = tan−1 ( )
𝐿
505.21
= tan−1 ( )
1270
=21.690
3.3 Anti-Ackerman geometry
The anti-Ackerman geometry is the reverse of Ackerman geometry. In this the outer wheel more than the inner wheel.
In Ackerman geometry the rack and pinion is placed behind the axle.
The parameters KPI, wheel base, track width center of gravity height are considered as in the above Ackerman
geometry. The inner angles and outer angles are iterated accordingly until the turning radius is minimum.
Table 3 Iterations for inner and outer angles in Anti-Ackermann steering
Outer Angle (ᵒ) Inner Angle(ᵒ) Turning Radius(m)
40ᵒ 24.53ᵒ 2.21 m

Figure 3
41ᵒ 24.94ᵒ 2.16 m
42ᵒ 25.35ᵒ 2.11 m
43ᵒ 25.76ᵒ 2.06 m
SolidWorks Model
3.4 Rack and Pinion calculations
Table 4 Parameters and values for Rack and Pinion calculations
Parameters Value Parameters value

Gross vehicle weight(W) 215kgf Gradient(θ) 400
weight distribution (40:60) Scrub radius(d) 62.54mm
weight on front wheels 86 kgf
weight on rear wheels 129kgf
Caster angle (𝝑) 100 Trail(t) 34mm

KPI(λ) 120 Cornering 0.16
stiffness(cross-ply)
Slip angle(α) 1.20
Load transfer:
During braking in downhill
h
W[c×cosθ−ax × −h×sinθ]
g
Front weight transfer 𝑊𝑓 = L
20
215 [20cos40 − 6.05 × 9.81 − 20sin40]
Wf =
50
𝑊𝑓 = 42.49𝑘𝑔𝑓
𝑊𝑓 = 42.49 + 86 = 128.49
𝑊𝑓 = 1259.21𝑁
Vertical force:
WV
Vertical Force on both Tires =WVL = WVR = = 629.6N
2
Moment due to vertical force:
MVL = MVR = (WVL + WVR ) × d × sinλ × sinδ

= (629.6 + 629.6) × 62.54 × 𝑠𝑖𝑛12 × 𝑠𝑖𝑛33.67
= 9.07𝑁𝑚
Lateral force:
FYL = FYR = WVL × Cs × α
= 629.6 × 0.16 × 1.2
= 120.88𝑁
Moment due to lateral force:
MY = (FYL + FYR ) × Trail(t)

= (120.88 + 120.88) × 0.034
= 8.21𝑁𝑚
Moment due to aligning torque:

MAT = (MVL + MVR ) × cos√λ2 + ϑ2
= (9.07 + 9.07) × 𝑐𝑜𝑠√122 + 102 = 17.4𝑁𝑚
Total King Pin torque:

= 𝑀𝑉𝐿 + 𝑀𝑌 + 𝑀𝐴𝑇
= 34.68𝑁𝑚
Steering gear calculations:

Considering steering arm length (r) =88.392mm
Calculation for rack travel (l):

(2𝑙 )
r= (where 𝛿𝑖 is in radians)
𝛿𝑖
2
(𝑙)
88.392 = 0.733
l =127mm
R = 20.21mm (where 2πR=l)
Equivalent diameter of rack DR = 40.42mm
Taking the module of 1.75 from the standard modules available in the market
𝐷
Module m = 𝑇
40.42
1.75 = 𝑇
TR = 23 (where TR =Teeth on rack)

𝑁𝑟 = 𝑇𝑝
𝑁𝑝 𝑇𝑟
(Where 𝑁𝑟 = rotation of rack, 𝑁𝑝 =rotation of pinion, Tp = Teeth on pinion)

1 = 𝑇𝑝
(We are aiming to get number of turns of 0.75)
0.75 23
TP =31
𝐷
m=𝑇
Diameter of pinion DP = 54.25mm
Force on tie rod:

Total KPI torque
force on tie rod = force on rack =
Steering arm length
34.68
= 0.088
= 394N
Steering wheel torque:
Steering wheel torque = Torque on pinion = Force on rack × Radius of pinion
= 394×0.027125
= 10.68Nm
Taking steering wheel diameter = 30cm
Human effort:
𝑆𝑡𝑒𝑒𝑟𝑖𝑛𝑔 𝑤ℎ𝑒𝑒𝑙 𝑡𝑜𝑟𝑞𝑢𝑒

= 𝑟𝑎𝑑𝑖𝑢𝑠 𝑜𝑓 𝑠𝑡𝑒𝑒𝑟𝑖𝑛𝑔 𝑤ℎ𝑒𝑒𝑙
10.68
= 0.15
= 71.2N
4. Results and Discussions
For obtaining true rolling, Ackerman Geometry was followed. According to Ackermann Steering geometry, the outer
wheels move faster than the inner wheels. are targeting the turning radius of 2.1m (Optimized while calculating
turning radius at different Steering angles) as it is well under limits of steering angles, observed in previous vehicle
and suitable for the set Track Width and Wheel Base. The anti-Ackerman geometry is the reverse of Ackerman
geometry. In this the outer wheel more than the inner wheel. In Ackerman geometry the rack and pinion are placed
behind the axle.
The solutions for these problems are there and these must be definitely followed in a vehicle for good performance of
the vehicle and also the safety of the vehicle. Ackerman and Anti Ackerman geometries are the solutions for the above
stated problems. But these geometries should be installed in the according to their need and situation. Generally,
Ackerman geometry is installed during low speed cornering where as Anti-Ackerman geometry is coming into play
when the Ackerman geometry is unable to work out in sever conditions. The Ackerman geometry performs well in
normal speed cornering. So, it is mostly developed in passenger cars. But in competition where high speed cornering
is essential, the Ackerman geometry is unable to give the exact results. In such cases Anti-Ackerman geometry is
used. It serves the problems faced by the use of Ackerman geometry.
After testing in different work conditions, it was observed the following results and the conclusions are as below:
Ackerman steering system is necessary in a vehicle for true rolling of all the wheels of a vehicle without slipping and
taking the exact turn. This is very much useful in low speed cornering. But the performance gets minimized, means it
is unable to take exact turn during high speed cornering. During high speed cornering major portion of weight gets
transferred on to the front outer wheel due to centrifugal effect. This minimizes the weight on the front inner wheel.
Due to which the traction on the front inner tire reduces. In Ackerman geometry the inner wheel rotates more than the
outer wheel. When the traction on inner wheel reduced the control over the vehicle is on the outer wheel and the
amount of turn also depends on the outer wheel. Since the outer wheel rotates less than the inner wheel, the turn also
becomes less than the original turn. And in severe cases the vehicle in spite of taking turn skids outwards. Hence the
Ackerman steering system can be employed in a low speed cornering.
Anti-Ackerman steering system may not be employed everywhere due its limited performance in low speed cornering.
Nowadays it is more commonly used in race cars where high speed cornering is important. It minimizes the negative
effects of Ackerman steering system. In Ackerman steering system the inner wheel loses traction and the performance
gets reduced. Anti-Ackerman steering system minimizes the effect by shifting the load on to the inner wheel and thus
improving the traction. This system achieves this by turning the outer wheel more than the inner wheel. Thus, this
type of steering system is feasible in high speed cornering, but at low speeds it is very tough to take exact turn.
Table 5 Material Properties
PART PART MATERIAL TORQUE & FORCE FIXED

Knuckle Aluminium- 7075 T6 Brake Calliper mounting Upper A-arm & Lower
,Bearing Holder & Steering A-arm Points
arm
Tie-Rod AISI-4130 Standard Earth Gravity , Tie Other Tie rod end
rod end
Rack & Pinion Aluminium- 7075 T6 Rack ,Pinion Friction support to rack
The steering system is one of the essential components of a vehicle. It plays a major role in directional control of the
vehicle. It is not just a steering wheel that is visible to outside. it is a composite functioning of steering wheel, steering
column, steering gear, and steering links. The steering input from the driver is transferred to the wheels via steering
column, steering gear, tie rods, and steering arms.
Table 6 Parameters and their values
Parameters Values
Ackerman angle 21.690
Ackerman geometry
Inner wheel angle 420
Outer wheel angle 25.350
Anti-Ackerman geometry
Inner wheel angle 25.350
Outer wheel angle 420
total KPI torque 34.68Nm
Module 1.75
Number of teeth on rack 23
Diameter of pinion 54.25mm
Number of teeth on pinion 31
Rotations of pinion 0.75
Force on Rack 394N
Torque on pinion 10.68Nm
Steering wheel torque 10.68Nm
Lock to lock angle 2700
Steering wheel diameter 30cm

Human effort 71.2N
Normally every vehicle is designed such that it yields the required performance and would be feasible for the driver
to directionally control the vehicle easily. For that a number of geometries have been introduced and of them
Ackerman and Anti-Ackerman geometries are more common. These steering geometries if employed in the vehicle
give good results to the vehicle. Without these geometries the performance of the vehicle will be like a bull kart. The
wheels without these geometries will not be able to roll during a turn, in spite they skid to take a turn. Thus, it is clear
that these geometries are of very important in the performance of a vehicle. These geometries need some calculations.
These calculations consider different values that are part of the vehicle. The geometry should be made on the basis of
the vehicle dimensions and the outcomes that are aiming in the vehicle. The major outcome is aiming in the vehicle
is the turning radius. The turning radius which is aimed in the vehicle is 2.1m. Accordingly the geometry will be
made. In Ackerman geometry during a turn the projection of the centre axis of both the front wheels meet at a point
on the projection rear wheel axis.
Study can be done on how to vary caster angle, trail, king pin inclination, scrub Radius and thus improve the stability
and performance of the vehicle. By increasing the caster there will be camber gain during cornering and thus traction
is increased. The caster should relate with KPI. Then only there will be effective use of these angles. The KPI and
caster will also be used in self aligning torque which helps in coming back of steering wheel into the centre position.
Thus, the study can be formulated to extent of many steering parameters that helps in improving the working of the
vehicle.
4.1 Comparison sheet
Ackerman Steering system
Ackerman steering system is necessary in a vehicle for true rolling of all the wheels of a vehicle without slipping and
taking the exact turn. This is very much useful in low speed cornering. But the performance gets minimized, means it
is unable to take exact turn during high speed cornering. During high speed cornering major portion of weight gets
transferred on to the front outer wheel due to centrifugal effect. This minimizes the weight on the front inner wheel.
Due to which the traction on the front inner tire reduces. In Ackerman geometry the inner wheel rotates more than the
outer wheel. When the traction on inner wheel reduced the control over the vehicle is on the outer wheel and the
amount of turn also depends on the outer wheel. Since the outer wheel rotates less than the inner wheel, the turn also
becomes less than the original turn. And in severe cases the vehicle in spite of taking turn skids outwards. Hence the
Ackerman steering system can be employed in a low speed cornering.
Anti-Ackerman Steering system
Anti-Ackerman steering system may not be employed everywhere due its limited performance in low speed cornering.
Nowadays it is more commonly used in race cars where high speed cornering is important. It minimizes the negative
effects of Ackerman steering system. In Ackerman steering system the inner wheel looses traction and the
performance gets reduced. Anti-Ackerman steering system minimizes the effect by shifting the load on to the inner
wheel and thus improving the traction. This system achieves this by turning the outer wheel more than the inner wheel.
Thus, this type of steering system is feasible in high speed cornering, but at low speeds it is very tough to take exact
turn.
References
[1] William F. Milliken and Douglas L. Milliken, “Race Car Vehicle Dynamics”, Society of Automotive
Engineers, Warren Dale, and PA, 1995.
[2] Thomas D. Gillespie, “Fundamentals of Vehicle Dynamics”, Society of Automotive Engineers, Inc., Warren
Dale, PA, 1992.
[3] Dean Karnopp, “Vehicle Stability”, CRC Press, 2004.
[4] Reza N. Jazar, “Vehicle Dynamics”, Edition 2, Springer, 2014
[5] Kirpal Singh, “Automobile Engineering”, Volume1, Standard Publishers, India, 2011.
[6] V.B Bhandari, “Design of machine elements”, Mcgraw Hill, India, 2017.
[7] R. K. Bansal, “Strength of Materials”, Laxmi Publications, India, 2011.
[8] W.D. Callister Jr. and David G.Rethwisch, “Material Science and Engineering”, Wiley Publications, India,
2010.
[9] Bascetta Luca, et.al., “Kinematic trajectory tracking controller for all-terrain Ackermann steering vehicle”,
IFAC-PaperOnline, Volume 49, pp. 13-18, 2016.
[10] Schorn Matthias, Isermann Rolf, “Automatic steering and braking for a collision avoiding vehicle”, IFAC
Proceedings Volumes, Volume 39, pp. 378-383, 2006.

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© 2019 IJRAR January 2019, Volume 6, Issue 1 www.ijrar.

org (E-ISSN 2348-1269, P- ISSN 2349-5138)

Design and comparative analysis of Ackermann and

1.1 Problem statement

3. Calculations and Data Analysis

3.1 Design Considerations

Figure 1 CAD model of steering assembly

Table 1 Design considerations

Wheel Base (L) 1270 mm

3.2 Ackerman Geometry

Table 2 Iterations for inner and outer angle in Ackermann steering

Note: Inner Angle(ᵒ) Outer Angle (ᵒ) Turning Radius(m) The

42ᵒ 25.35ᵒ 2.11 m

43ᵒ 25.76ᵒ 2.06 m

Figure 2 SolidWorks Model

Ackerman Angle (𝜷)

Outer Angle (ᵒ) Inner Angle(ᵒ) Turning Radius(m)

40ᵒ 24.53ᵒ 2.21 m

3.4 Rack and Pinion calculations

Table 4 Parameters and values for Rack and Pinion calculations

Parameters Value Parameters value

Caster angle (𝝑) 100 Trail(t) 34mm

Moment due to vertical force:

MVL = MVR = (WVL + WVR ) × d × sinλ × sinδ

Moment due to lateral force:

MY = (FYL + FYR ) × Trail(t)

Moment due to aligning torque:

MAT = (MVL + MVR ) × cos√λ2 + ϑ2

= (9.07 + 9.07) × 𝑐𝑜𝑠√122 + 102 = 17.4𝑁𝑚

Total King Pin torque:

Steering gear calculations:

Calculation for rack travel (l):

TR = 23 (where TR =Teeth on rack)

(Where 𝑁𝑟 = rotation of rack, 𝑁𝑝 =rotation of pinion, Tp = Teeth on pinion)

Diameter of pinion DP = 54.25mm

Force on tie rod:

Steering wheel torque:

Steering wheel torque = Torque on pinion = Force on rack × Radius of pinion

Taking steering wheel diameter = 30cm

𝑆𝑡𝑒𝑒𝑟𝑖𝑛𝑔 𝑤ℎ𝑒𝑒𝑙 𝑡𝑜𝑟𝑞𝑢𝑒

4. Results and Discussions

Table 5 Material Properties

PART PART MATERIAL TORQUE & FORCE FIXED

Table 6 Parameters and their values

Steering wheel diameter 30cm

4.1 Comparison sheet

Ackerman Steering system

Anti-Ackerman Steering system

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