Steering Systeml

��

Chapter 7

Steering system 7. 1 INTRODUCTION

Primary function of the steering system is to achieve angular motion of the front wheels to negotiate a turn. This is done through linkage and steering gear which convert the rotary motion of the steering wheel into angular motion of the front road wheels. Secondary functions of steering system are : I. To provide directional stability of the vehicle when going straight ahead. . 2. To provide perfect steering condition, i.e., perfect rolling motion of the road wheels at all times. 3. To facilitate straight ahead recovery after completing a turn. 4. To minimize tyre wear.

Till recently all vehicles were steered by turning the front wheels in the desired directions, with the rear: wheels following. However, lately all-wheel-steering has been designed and employed in some selected vehicles. Here only front wheel steering would be discussed which is being used universally till today. The requirements of a good steering system are: 1. The steering mechanism should be very accurate and easy to handle. 2. The effort required to steer should be minimal and must not be Tiresome to the driver. . 3. The steering mechanism should also provide directional stability. This Implies that the vehicle. Should have a tendency to return to its straight ahead Position after turning.

7.2 Components of a Steering system- Steering linkages

1.Rigid axle Suspension

Steering Systeml

��

2.Independent Suspension

Different types of steering linkages

Steering Systeml

��

7.3 Steering axis (or kingpin) inclination

Kingpins are inclined inward at the top. The centre line of the ball joints (or

kingpin) is inclined to the vertical. This inclination is called steering axis

inclination or ball joint angle for ball joint systems. It is called kingpin inclination

for kingpin systems.

The steering axle inclination in the

present day vehicles ranges from

3.5-8.50 and its average value is 50.

Kingpin inclination is usually built

into the axle ends. This inclination

has the effect of placing the turning

point at the centre of the tyre tread

instead of inside the wheel. This

makes possible more stable steering as the wheel has the tendency to swing

around the kingpin when it strikes a bump.

Kingpin inclination has a pronounced effect on the steering effort and return

ability. As the front wheels are turned around an inclined steering axis or kingpin,

the front of the vehicle is lifted. This lifting of the vehicle is experienced as the

turning effort when the turn is executed and exhibits itself as recovery force when

the steering wheel is released. In this way it helps to provide steering stability. It

also reduces steering effort especially when the vehicle is stationary. In addition,

it reduces tyre wear.

Camber

The front wheels are generally not mounted parallel to each other. Camber is the

angle of inclination of the front wheel tyre with respect to the vertical. Camber

provided may be positive or negative.

Steering Systeml

��

When the wheel tilt is outward i.e. when the distance between the top of the

wheels is greater than the distance at the ground, the camber is positive. This

positive camber is built into the wheel spindle by forming the spindle with a

downward tilt.

When the tilt of the front wheel tyre to the vertical is inward, the wheels are closer

together at the top than at the bottom, the camber is negative.

The amount of the tilt of the front wheel tyre is measured in degrees from the

vertical. This measurement is called camber angle. If the wheels are vertical to

the road, the condition is referred to as zero camber.

Camber is built into the front wheels for the following reasons

1. To place the load more nearly on the inner bearing of the wheel.

2. To avoid reverse camber (wheels leaning inward at the top) as the spindle

parts wear.

3. To reduce the side thrust on the kingpin.

4. To compensate the centre of the wheel rotation plane being outside of the

centre line of the kingpin.

The camber angle is generally less than 30. A cambered wheel tries to roll

around the point defined by the intersection of the inclined axis of the tyre and

ground. A cambered wheel must, therefore, be forced to roll around a point

defined by the intersection of the inclined axis of the tyre and ground. A

cambered wheel must, therefore, be forced to roll straight ahead, and unless

camber is equal on both wheels, an imbalance of restraining forces results.

Steering Systeml

��

When a camber exists, the restrained tyre also scrubs on the road. This is

because; the tyre is compelled to follow the path straight down the road when its

geometric rotation tendency is to roll in a circle about the tyres inclined axis and

the ground. Therefore, zero camber is desired to eliminate the tyre wear caused

by this scrubbing action.

If the camber of the front wheel is set at zero in the manufacturing process, the

effects of bearing clearances, axle deflection due to load after installation in the

vehicle, and dynamic operating loads will results in negative camber during

vehicle operation. Since the camber change with load, a slight amount of positive

camber is usually incorporated in the front axle during fabrication. This results in

a net camber of approximately zero when the vehicle is operated in normal

design load.

Caster

Figure below shows a side view of the caster angle formed between the vertical

line and the knig pin inclination. Depending upon the manner in which the king

pin is tilted, the caster may be of two different natures. Viz. positive caster and

negative caster. The purpose of negative caster is to

- produce directional stability

- to avoid or minimize the tendency of wheel wander

- Avoid shimmy (i.e. oscillation of the front wheels).

Steering Systeml

��

7.4 Toe-in and Toe-out

Figure 1

Figure 2

in the initial setting of the front wheels, carried out in the industry or the repairing

garage, the front wheels are set closer at their front than at their rear at their

stationary state when viewed from the top, as shown in the figure 2a. The

difference in the amount of B and A is called toe-in i.e. B-A = toe-in. The opposite

of it is the setting of the wheels as shown in the figure 2B in which the fronts of

the front wheels are far-off than their rears. This is toe-out whose value is equal

to the difference between A and B. Thus A-B = Toe-out.

Purpose: - The toe-in is provided on all kinds of vehicle. The purpose of

providing toe-in is to offset the tendency of wheel rolling.

i.) On the curves due to the limitation of correct steering,

ii.) Due to possible play in the steering linkages,

iii.) Due to the camber effect

Steering Systeml

��

The toe-out is provided to counter the tendency of the inward rolling of the

wheels

i.) Due to the soil condition on agricultural land

ii.) On account of side thrusts

The amount of toe-in varies from 0 to 6 mm on different vehicles. It is 2 to 4 mm

on Maruti 800 car, up to 6 mm on Swaraj Mazda, but 0 mm on Ashok Leyland

Comet.

7.5 Center point steering

With a standard axle the point of intersection of the king pin axis with ground is

different from the centre point of the tyre contact path as shown in figure (a). This

result in heavy steering because the wheel has to be moved along the king pin

axis in an arc of radius equal to the king pin off-set (called the scrub radius).

Moreover, this also results in larger bending stress on stub axle and king pin.

In order to avoid this, the wheel and the king pin are arranged to reduce the king

pin off-set. When the king pin off-set is eliminated, i.e. outer line of the wheel

Steering Systeml

�

meets the centerline of the king pin at the road surface, the condition is termed

as center-point steering. This is shown in figure b.

Center point steering results in much reduced steering effort and seems to be

ideal. However the spread effect of the pneumatic tyres causes the wheels to

scrub and give hard steering and tyre wear. so slide rolling action is provided by

arranging the king pin off-set to be 10 to 25 percent of the tyre tread width.

Scrub Radius or king pin offset radius:

The action points of tractive force and the road resistance are shown in the

above figure. The tractive force FTr acts at a point A while the road resistance

RRO at the point B. The distance between these two points is called scrub radius.

It is expressed in mm.

Effects:

• Wheels are turned away from rolling straight due to the torque. The torque

is created on account of tractive force and the road resistance acting in

different lines of action and opposite directions. This torque is of opposite

nature: clockwise and anti-clockwise in the two cases shown in figure (a)

and (c)

• The tendency of toe-in and toe-out is produced in cases of negative and

positive scrub radii. Respectively.

• When the tractive force and the road resistance act in the same line of

action, the torque is not produced. The effects of toe in and toe out are

also not experienced by the vehicle. The front wheels move straight in this

case, and the conditions of true centre point steering is achieved.

Preferred choice:

Among these cases, the case shown in figure ‘c’ is most preferred but with

smaller scrub radius. Generally AB = 8 to 12 mm is preferred. A value greater

than this, will invite a larger torque wheel to turn the wheel. Consequently, the

Steering Systeml

�

load on the steering linkage and the suspension system will increase

unnecessarily. This will result in greater wear of parts, unequal braking on the

front, uncomfortable and unsafe driving.

7.6 STEERING GEARBOX

1. Worm and Sector Steering Gear

The worm sector is a fractional part of the worm-wheel as shown in the figure

and is often mounted above the worm. Since the worm sector is smaller than the

worm-wheel, it is cheaper and easier to install and also occupies less space.

2. Worm and worm wheel

The worm wheel is carried in bearings in

the cast iron case. The case is made in

halves. The outer end of the spindle which

carries the worm wheel is squared to

receive the drop arm. The drop arm is

connected by the drag link to a steering

arm fixed to one of the stub axles. As

such any motion given to the worm wheel

will result in the motion of the stub axle. The worm wheel meshes with the worm.

Steering Systeml

���

The worm is keyed on to a tubular shaft which is carried in two thrust bearings in

the casing. The tubular shaft at its upper end carries the steering wheels. The

two thrust bearings position the worm in the axial direction. The upper thrust

bearing abuts against the casing. The lower thrust bearings abut against the nuts

which is screwed into the casing and locked by a lock nut. This provides an

adjustment for eliminating the end play of the worm.

3. Cam and roller

As the cam rotates the roller is compelled to follow the helix of the groove and in

doing so causes the rocker shaft to rotate, thus moving the drop arm as shown in

the figure.

The contour of the cam is designed to match the arc made by the roller, so

maintaining a constant depth of mesh and evenly distributing the load and wear

on the mating parts.

Steering Systeml

���

4. Cam and the Peg

Attached to the rocker arm is a taper peg which engages in the cam as shown in

the figure. When the cam rotates, the peg moves along

the groove causing the rocker shaft to rotate.

Steering Systeml

���

5. Re-circulating Ball

The circulating ball steering mechanism is an improved version of the now

obsolete worm and nut. The balls are contained in a half nut and transfer tube as

shown in the figure. As the cam, or worm, rotates the ball pass from one side of

the nut through the transfer tube to the opposite side as the nut cannot turn, any

movement of the balls along the track of the cam carries the nut along with it and

rotates the rocker shaft. This type of box is efficient because of the small friction

Steering Systeml

���

6. Rack and pinion

A pinion, mounted on the end of the steering shaft, engages with a rack which

has ball joints at each ends to allow for the rise and fall of the wheels. Tie-rods

connect the ball joints to the stub-axles. Rotary movement of the steering wheel

causes sideways movement of the rack which is directly conveyed to the wheels.

With the previous steering systems, the off-side wheel, on a right hand drive car,

is steered directly, while the near-side wheel is driven through the linkage, so that

wear in the steering joints affects the near side the most; this does not occur with

the rack and pinion steering. The latter arrangement provides a sufficiently low

gear reduction for light saloon and sports cars and, when power assisted is

suitable for heavier motor vehicles.

Steering Systeml

���

Steering Systeml

���

Steering Systeml

���

LAW OF STEERING

o

o 0

P Q

S R

I

l

w

Figure 1.

Let � & � be the angle made by inner and outer stub axles.

l = Wheel base

w = Distance between pivot of front axle

Cot � =PIOI

Cot � =QIOI

Cot � – Cot � = PI QI PQ w

OI OI l− = =

This is called fundamental equation for correct steering. Mechanisms which fulfill

this equation is called steering gears mechanism.

Types of steering gear:

1. Davi’s Steering gear

2. Ackerman steering gear

Steering Systeml

���

Ackerman steering gear

PQNM constitute a 4 bar mechanism. Conditions for correct gearing is satisfied

at three different positions:

1.) Vehicle turns to right,

2.) Vehicle turns to left,

3.) Steered on straight path

Sin (α + θ) = y z

r+

Sin (α − φ = y z

r−

Sin (α + θ) + Sin (α − φ) = 2yr

or Sin (α + θα + θα + θα + θ) + Sin (α − φα − φα − φα − φ) = 2 Sin αααα ((((Ref. fig. 2)

o 0

y yz z

r

y

r

wDistance between pivots

Track rod(track arm radius)

P Q

MN

Figure 2.

Steering Systeml

��

Cot φ = PI PG GIHI HI

+=

Cot θ =QI QG IGHI HI

−=

Cot φ − Cot θ= 2 2IG GQHI QR

= =2( )

2w

wl l

= and hence satisfying the law of steering

Refer to figure 3.

P

S R

l

w

G I Q

H

o 0

True steeringcurve

Figure 3.

Steering Systeml

��

Turning circle radius (TCR)

o

o 0

P Q

N M

l

wR

RRif

of

or

ri

aFigure 4.

R

All wheels rotate about a common center along different turning curves.

TCR of outer front wheel

Rof =sin 2

l a wφ

−� �+ � �� �

TCR of inner front wheel

Rif =sin 2

l a wθ

−� �− � �� �

TCR of outer rear wheel

Ror = l cot φ + 2

a w−� �� �� �

TCR of inner rear wheel

Rir = l cot θ − 2

a w−� �� �� �

Steering Systeml

���

Minimum radius definition

As per society of auto engines TCR is the radius of arc described by the center of

the track made by the outer front wheel of the vehicle when making its shortest

turn

Rof = 2

2 2sin tan 2

l lw a ww

θ θ

� �� � −− + + + � � � �� �

Problems:

Problem 1. A vehicle has pivot pins 1.4 m apart. Length of each track arm

is 0.2 m and track rod is behind front axle and is 1.3 m long.

Determine the wheel base which will give true rolling for all wheels when

the vehicle is turning so that inner wheel stub axle is 600 to the centerline

of the vehicle.

Solution:

θ = 90 - 60 = 300 w = 1.4 m d = 1.3 m

r = 0.2 m

Sin α = 1.4 1.3

2 2 0.2w d

r− −=

×

α α α α = 14.47750

Sin (α + θ) Sin (α + φ) = 2 sin α

Substituting for αααα and θθθθ in the above equation

φφφφ = 26.050

For correct steering

Cot � – Cot � = wl

Cot 26.050 – Cot 30 =1.4l

Steering Systeml

���

Therefore wheel base l = 4.46 m

Problem 2 A motor car has a wheel base of 2.75 m and pivot center of

1.08 m. The front and rear wheel track is 1.23 m. 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.

Solution:

Cot � – Cot � = wl

Cot � = 1.082.75

- Cot 40

Therefore angle of outer lock � = 32.250.

Turning circle radius of outer front wheel

Rof = sin 2

l a wφ

−� �+ � �� �

=2.75 1.23 1.08

sin 32.25 2−� �+� �

� �

= 5.07 m

Turning circle radius of inner rear wheel

Rir = l cot θ − 2

a w−� �� �� �

= 2.75 1.23 1.08tan 40.25 2

−� �−� �� �

= 3.2 m

Steering Systeml

���

Exercise 7

�� � ������������� �� ������������ ���������������������� ��� ��

�� � ���������������� ������������������� ��� ��

�� ���� �������� �������������������������������������������������� ��� ��

�� � ������������������ ����������������� �!�������������������" �#�� "���� �������� �

$�%���������%�����

&� ���� �����'������ ����������� ��� ������ ��� �� ���������������� ��� ��

(� )'������ ����������������� ����������*���������������������� ��� �

+� � ������������� ������������� ��� ��)'������