Steering System

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 Course Content
Introduction Worm and wheel
Functions Worm and sector
Steering geometry Cam and lever / peg
Recirculating ball
Condition for True rolling Rack and pinion
Turning Radius Steering Gear Torque
Ackerman Steering Principle
Directional Stability
Steering System
Steering gear box
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 Introduction

11/8/2006 mmpmm 3
 Introduction

Steering
Steering rack column

Boot
Ball joint

Steering
knuckle
Track rod
Introduction

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 Functions of Steering System
Control of front wheel (sometimes rear wheel) direction.
Transmit road feel (slight steering wheel pull caused by the road
surface) to the drivers hand.
Maintain correct amount of effort needed to turn the wheels.
Absorb most of the shock going to the steering wheel as the tire hits
holes and bumps in the road.
Allow for suspension action
To achieve angular motion of the front wheels to negotiate a turn
To provide directional stability
To facilitate straight ahead recovery after completing a turn
To minimize tire wear
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 Camber Angle
Camber angle is the angle made by the wheels of a vehicle; specifically,
it is the angle between the vertical axis of the wheels used for steering
and the vertical axis of the vehicle when viewed from the front or rear.
If the top of the wheel is farther out than the bottom (that is, away from
the axle), it is called positive camber; if the bottom of the wheel is
farther out than the top, it is called negative camber.

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 King Pin or Steering Axis Inclination
The kingpin inclination is the angle, measured in degrees, that forms
the line passing through the kingpin and the perpendicular to the
ground, looking at the vehicle from the front.
Steering Axis Inclination (SAI) The angle formed by a line drawn
through the upper and lower pivot points of the steering axis and a
vertical line as viewed from the front

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 Caster Angle
When viewed from the side, the king pin is tilted away from the vertical.
This is to ensure that the point of pivot of the wheel, and the point of
contact with the road are not the same

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 King Pin or Steering Axis Inclination
A castor effect on a wheel is when that wheel tends to line itself up
naturally in the straight ahead position, in line with the force that is
pushing it.
To move it away from the straight ahead position, some force must be
applied, and as soon as that force is removed, the wheel moves back to
the straight ahead position.

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Steering Geometry
 Steering System- Considerations
The effect of road surface irregularities
Tyre behaviour under cornering stress
An efficient mechanical system to give easy turning of the steering
wheel
Driver fell must be maintained
The effect of accelerating or braking when the wheels are turned
The front wheels should have a natural tendency to return to the
straight ahead position
 Terminology
The Steering Wheel – The Bit the driver holds on to! It also
incorporates the Air Bag.
Steering Column – The shaft connecting the steering wheel to
the steering box or steering rack.
Steering Rack – A combination of a small gear and a toothed
rack. This changes the rotation of the steering wheel into a
back and forth movement of the rack which in turn moves the
road wheels.
Steering Box – This does a similar job to the rack but needs
extra linkages and rods to connect it to the road wheels. Mostly
used on old cars, but still is in use on larger vehicles.
 Terminology
Track rod/Tie rod – A rod to connect the left and right steered
wheels. The steering rack is also the track rod.
Track rod end – A ball joint to allow steering and suspension
movement.
Ball joint/Swivel joint – Part of the suspension, but these are
joints which allow the steered wheels to left and right.
PAS – Power assisted steering. An engine driven pump or
electric motor, provides extra force to help the driver turn the
steering.
Tracking – toe in or toe out setting for the steered wheels.
 Condition for True Rolling
True rolling occurs only when the direction of motion of the vehicle is
perpendicular to the wheel axis i.e. wheel is subjected to forward force.
When wheel is subjected to side force that acts parallel to wheel axis, a
true scrub action is produced.
When wheel subjected to both of above forces, this occurs when wheels
are being steered.
On a circular path, true rolling occurs when the projected axes of
several wheels all moving in different curved paths intersect at a single
point called the INSTANTANEOUS CENTER.
When these projected axes do not intersect at a single point, a degree
of tyre scrub results.
Condition for True Rolling

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 Condition for True Rolling
c = distance between pivot centers
x= projected distances from the instaneous center to the inner
pivot center
a = wheel track ( vehicle tread)
θ – angle of inside lock
ɸ- angle of outside lock
b = wheel base
d= length of track rod

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 Condition for True Rolling
Whenever a vehicle takes a turn, front wheels must turn in a definite
manner both in relation to each other and to the axis of the rear wheels
so that the lateral slip may be avoided and true rolling occurs.
cot ɸ = (c+x)/b = c/b + x/b
cot ɸ = c/b + cot θ
cot ɸ - cot θ = c/b

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 Turning circle radius
Society of Automotive Engineers (SAE) adopted “ the turning radius of
an automotive vehicle is the radius of the arc described by the center
of the track made by the outside front wheel of the vehicle when
making shortest turn”.
Rof= b / sin ɸ + (a - c)/2

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 Problem
A motor car has a wheel base of 2.743m and pivot center of 1.065m.
The front and rear wheel track is 1.217m. Calculate the correct angle of
outside lock and turning circle radius of the outer front and inner rear
wheels when the angle of inside lock is 400
Given data
b= 2.743m, c= 1.065m, a= 1.217m, θ= 400
Condition for true rolling is
cot ɸ - cot θ = c/b
Putting all values, we get,
ɸ= 32.40

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 Problem
Turning circle radius of the outer front wheel
Rof= b / sin ɸ + (a - c)/2
Putting all values, we het
Rof = 5.196m
Turning circle radius of the inner rear wheel
Rir= b * cot θ - (a - c)/2
Rir = 3.2

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 Ackerman steering principle
Principle is based on the two front
steered wheels being pivoted at the
ends of an axle beam
The original linkage has parallel set
track rod arms so that both steered
wheels swivel at equal angles as
shown on the fig.
Consequently, the intersecting
projection lines do not meet at one
point.
If both front wheels are free to follow
their own natural paths, they would
converge and eventually cross each
other. 22
 Ackerman steering principle
Since the vehicle moves along single
mean path, both wheel tracks
conflict continuously with each other
causing tyre slip and tread scrub.
Subsequent modified linkage uses
inclined track rod arms forming a
trapezium so that the inner wheel
swivels about its king pin slightly
more than the outer wheel.
Hence the line drawn through stub
axles converge at single point
somewhere along the rear axle
projection.
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 Ackerman steering principle
The intention of Ackermann geometry is
to avoid the need for tyres to slip
sideways when following the path
around a curve.
The geometrical solution to this is for all
wheels to have their axles arranged as
radii of a circle with a common center
point.
As the rear wheels are fixed, this center
point must be on a line extended from
the rear axle. Intersecting the axes of the
front wheels on this line as well requires
that the inside front wheel is turned,
when steering, through a greater angle
than the outside wheel
 Ackerman steering principle
When turning, the inner wheels must turn on a tighter radius than the
outer, this helps avoid unnecessary tyre wear.
The steering system is designed to compensate for the different
radiuses.
 Ackerman Analytical solution
sin (α + θ ) = (y+z) / r
sin ( α - ɸ )= (y-z) / r
sin (α + θ ) + sin ( α - ɸ )= 2*y /r
sin (α + θ ) + sin ( α - ɸ )= 2* sinα
 Problem
A track has pivot pins 1.37m apart, the length of each track arm is
0.17m and the track rod is behind front axle and 1.17m long. Determine
the wheel base which will give the true rolling for all wheels when the
car is turning so that the inner wheel stub axle is 600 to the center line
of the car.
Given data
c= 1.37m, d= 1.17, r= 0.17m, 2*θ= 600, b= ?
From figure,
sin α = (c - d)/ 2r
Putting values we, get
α= 16.120
To find ɸ, use
sin (α + θ ) + sin ( α - ɸ )= 2* sinα
 Problem
To find ɸ, use
sin (α + θ ) + sin ( α - ɸ )= 2* sinα
ɸ= 25.560
For correct steering or true rolling,
cot ɸ - cot θ = c/b
From this we can find, b
Wheel base (b) = 3.92m.
 Directional Stability- Neutral Steer
Consider a situation of a vehicle moving forward along a straight path
Let side force due possibility to a gust of wind acts through the
vehicle’s CG and is acting in the mid way between the front and rear
axle.
If an equal steady state slip angles are produced due to side forces on
the front and rear tyres, the vehicle moves on a straight line path at an
angle in proportion to the generated slip angles.
This motion is caused due to rotation about a vertical axis passing
through the CG and hence is known as neutral steer.
In this situation projection lines drawn perpendicular to the tyre tread
direction of motion, never meet without having any rotational turn of
the vehicle.
Neutral Steer

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 Directional Stability- Over Steer
Consider a situation of a vehicle moving forward along a straight path
Let side force due possibility to a gust of wind acts through the
vehicle’s CG and is acting in the mid way between the front and rear
axle.
If mean steady state slip angles of the rear wheels are greater than at
the front. This may be possible due to suspension design, tyre
construction and inflation pressure or weight distribution.
The directional path of the vehicle, in this case, is a curve towards the
direction of the applied force.
Projection lines drawn perpendicular the wheel treads roughly
intersects each other at some common point. As a result a centrifugal
force is produced that acts in the same direction as the imposed side
force
In effect the whole vehicle rotate about this center tending to swing
towards the disturbing force and the condition is known as over steer
Directional Stability- Over steer

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 Directional Stability- Under Steer
Consider a situation of a vehicle moving forward along a straight path
Let side force due possibility to a gust of wind acts through the
vehicle’s CG and is acting in the mid way between the front and rear
axle.
If mean steady state slip angles of the front wheels are greater than at
the rear.
The directional path of the vehicle, in this case, is a curve away from
the direction of the applied force.
Projection lines drawn perpendicular the wheel treads intersects each
other at some common point on the opposite side of the side force
exerted. As a result a centrifugal force is produced that acts in the
opposite direction as the imposed side force
In effect the whole vehicle rotate about this center tending to swing
towards the disturbing force and the condition is known as under steer
Under Steer

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 Classification
Based on the type of steering – Cam and double roller type
linkage or mechanism used – Worm and nut type
– Ackerman steering mechanism Based on the type of power
– Davis steering mechanism assist used
Based on the type of Front axle – Manual steering
used – Power assisted steering
– Independent wheel suspension • Hydraulic power steering
– Rigid axles suspension • Electro-hydraulic power
Based on the Steering Gearbox steering
used • Electric power steering
– Rack and pinion type
– Recirculating ball type
– Worm and wheel type 35
 Steering Systems
Two basic kinds of steering systems are
in use today:
– linkage (worm gear) steering
systems
– rack-and-pinion steering systems
Each may be operated manually or with
power assist
Steering Gears

Rack-and-pinion gear

Worm steering gear

 Steering Gears
The steering gear is a device for converting the rotary motion of the
steering wheel into straight line motion of the linkage with a
mechanical advantage.
If the steering wheel is connected directly to the steering linkage it
would require a great effort to move the front wheels. Therefore, to
assist the driver, a reduction system is used having a steering ratio.
Steering ratio between 10:1 to 24:1 the actual value depending upon
the type and weight of the vehicle.
 Steering Gears
A higher steering ratio means that you have to turn the steering
wheel more, to get the wheels turning, but it will be easier to turn
the steering wheel.
A lower steering ratio means that you have to turn the steering
wheel less, to get the wheels turning, but it will be harder to turn the
steering wheel.
Larger and heavier vehicles like trucks will often have a higher
steering ratio, which will make the steering wheel easier to turn.
In normal and lighter cars, the wheels becomes easier to turn, so
the steering ratio doesn't have to be as high.
In race cars the ratio becomes really low, because you want the
vehicle to respond a lot quicker than in normal cars.
 Basic Steering Systems
Linkage or Conventional type Steering knuckles

(also known as Parallelogram). Track rods

Linkage type uses a worm gear

Drop arm Idler arm
inside the steering gear/box, Steering
this operates the drop arm, gear/box
then couples to a center link, Centre link

idler arm, track rods and the

steering knuckles. Rack-and-pinion

Rack-and-pinion type
uses track rods to couple
the rack to the steering Track rods

knuckles.
Steering

Basic linkage
steering

Basic rack-and-
pinion steering
Linkage Steering System (Worm Gear)
 Steering Linkage
Connects the linear motion of the steering gear to the steering arms.
Parallelogram type linkage (typical) –
– Pitman arm
– Idler arm
– Center link
– Inner tie rod
– Outer tie rod
– Tie rod adjustment sleeve
Linkage Steering System (Worm Gear)
 Basic Steering Systems
Pitman Arm transfers gearbox motion
to the steering linkage.
Center Link (Relay Rod) steel bar
connects the right and left side of the
steering linkage. Connects to Pitman
arm, Tie rod ends, and Idler arm.
Tie-Rod Assemblies: Two tie-rod
assemblies are used to fasten the
center link to steering knuckles.
Assembly consist of inner tie-rod
end, outer tie-rod end, and a toe
adjustment sleeve.
 Steering Gearbox
Changes turning motion into a straight-line motion to the left or right.
Steering gear box ratios range from 15:1 to 24:1 (with 15:1, the worm
gear turns 15 times to turn the selector shaft once).

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 Rack and Pinion System

Pinion Gear- rotated by the steering wheel and steering shaft; it’s
teeth mesh with the teeth on the rack.
Rack- long steel bar with teeth along one section; slides sideways
as the pinion gear turns.
 Rack and Pinion System
Rack-and-pinion steering is quickly becoming the most common type of
steering on cars, small trucks and SUVs. 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).
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.
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 50on the
spindle.
 Rack and Pinion System
Most passenger vehicles today use rack and pinion steering systems.
The steering shaft connects to a pinion shaft through a universal joint
or coupler.
The pinion gear meshes with a rack of gear teeth.
Rack and Pinion System
Rack and Pinion Systems
Tie Rod

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 Ball Joints
Ball joints are common on Track rod
Adjusting end
most steering systems and Inner track lock nut
rod
provide a controllable link to
the other steering
components.
Ball joints allow linkage
Adjusting thread
components to swivel freely. Ball socket

Suspension (vertical) and Boot

steering (horizontal)
movements.
Saves space
Generally not as strong as a Shock damper Inner track
rod
assembly Ball joint
 Rack and Pinion Systems
Fewer parts
Lighter
Modular
Saves space
Generally not as strong as a recirculating-ball type system
– Suitable for today’s lighter cars.
 Steering Gear Box.
The steering gears are enclosed in a box, called the Steering Gear
Box. There are many different designs of steering gear box.

Worm and wheel steering gear

Worm and sector steering gear
Cam and lever / peg steering gear
Recirculating ball steering gear
Rack and pinion steering gear.
 Worm and Wheel Steering Gear
The system consists of worm wheel which is
carried in bearings in a cast iron case.
The case is made in halves. The outer end of
the worm wheel is fixed to a drop arm which is
having ball end to connect the side rod.
The side rod is connected to the steering arm
which is fixed to the stub axles. The worm
which is keyed on to a steering shaft have a
mesh with the worm wheel.
The steering wheel is mounted at the upper
end of the steering shaft. When driver rotates
the steering wheel then drop arm moves either
backward or forward direction. This motion
results in motion of the stub axles.
 Worm and Sector Steering Gear
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
pitman arm is attached to the splines.
 Worm and Sector Steering Gear
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 box itself is sealed and filled with grease.
In actual case, the worm wheel is not
essential as it is having only partial rotation.
Hence in this type only a sector of wheel is
used instead of worm wheel.
 Cam and Lever/ Peg Steering Gear
Here a helical groove is formed at the
bottom end of the steering wheel shaft.
The helical groove engages the projected
pin of the drop arm spindle lever. The
drop-arm is made rigid with the lever/peg
by a splined spindle.
The to and fro motion is obtained at the
drop-arm when the steering wheel shaft is
turned. This motion results the turning of
the stub axles.
The end play of the steering wheel shaft
can be adjusted by putting a suitable
washer at the lock nut.
 Cam and Lever/ Peg Steering Gear
The meshing of the projected pin in
helical groove is also adjusted by a screw
provided at the end of the lever spindle. In
the recent models, the projected pin is
made in the form of a roller.
The projected pin may be one or two in
number, accordingly they are referred as
cam and single lever or double lever
steering gear mechanism
 Recirculating Ball Type Steering Gear
It consists of a worm at the end of steering rod. A
nut is mounted on the worm with two sets of balls
is the grooves of the worm, in between the nut and,
the worm.
The balls reduce the friction during the movement
of the nut on the worm.
The nut has a number of teeth on outside, which
mesh with the teeth on a worm wheel sector, on
which is further mounted the drop arm.
When the steering wheel is turned, the balls in the
worm roll in the grooves and cause the nut to travel
along the length of the worm.
 Recirculating Ball Type Steering Gear
The balls, which are in 2 sets, are recirculated
through the guides.
The movement of the nut causes the wheel
sector to turn at an angle and actuate the link
rod through the drop arm, resulting in the
desired steering of the wheels.
The end play of the worm can be adjusted by
means of the adjuster nut provided.
To compensate for the wear of the teeth on the
nut and the worm, the two have to be brought
nearer bodily.
To achieve this, the teeth on the nut are made
tapered in the plane perpendicular to the plane
of Figure.
 Recirculating-Ball Steering Gear
The steel balls within the gear box housing constantly recirculate
within the guide paths.
They move from one end of the ball nut through return guides to
reenter the ball nut at the opposite end.
The balls provide low-friction contact points between the worm gear
and the internal grooves of the ball nut.
Primarily used on trucks, vans and larger vehicles.
Also used on most passenger vehicles prior to 1980.
Used in conjunction with a parallelogram-type linkage system.
 Steering Gear Ratio
If the number of turns of the steering wheel required to move the drop
arm from the straight ahead to the position of full lock are known, then
the gear ratio ( movement ratio) of the steering can be calculated
Gear ratio of the steering box
= 360 * No of turns of steering wheel / No of degrees turned by drop arm
If the steering gear is of the worm and wheel type, then the gear ratio of
the steering box is given by
= No of teeth on the worm wheel / no of starts on worm
 Steering Box Torque
F = Force exerted by each hand of driver on the steering wheel
d= diameter of steering wheel
Ts = Torque applied to the steering wheel= F * d
Gs = Gear Ratio of the steering box
ηs= Efficiency of the steering gear box
Tt = Torque transmitted to the drop arm shaft
Tt = F*d*Gs*ηs
In practice, torque exerted through the steering wheel by the
driver is multiplied by 10- 20 times or even more
 Summary
Introduction Worm and wheel
Functions Worm and sector
Steering geometry Cam and lever / peg
Recirculating ball
Condition for True rolling Rack and pinion
Turning Radius Steering Gear Torque
Ackerman Steering Principle
Directional Stability
Steering System
Steering gear box
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Any Questions

Thank You….

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