AUTOMOBILE ENGINEERING

PROJECT BASED LEARNING

PROJECT TITLE : STEERING GEARBOX

TEAM MEMBERS : 1. HAMEED IMTIAZ S

(Reg.No: 130021601055)

2. MOHAMED ABDUL KHADER T

(Reg.No: 130021601082)

DEPARTMENT : MECHANICAL ENGINEERING

MODELS:

Rack:
Pinion:

Rack housing:

Ball joints:
Clamping:

Yoke:

Washers:
Rack cup:

Tie rods:
STEERING RATIO:

The steering ratio is generally determined from the angles of the wheels, and steering wheel
rotation during a turn. Considering all the needs and drivers comfort during the event, the steering ratio is
decided as 9.17:1.

360
Steering ratio = Wheel Turning angle during a turn

360
=
39.25

Steering ratio = 9.17:1

LOCK TO LOCK DISTANCE:

It is the distance from the point where the right turn is completed to the
point where the left turn is achieved. The lock to lock is generally represented in terms of number of turns.
Our design has a steering ratio of 9.17:1 and the front wheels have a maximum deflection of 39.25 both
the sides, then at 39.25, the steering wheel has turned 39.25x9.17, which is 359.93. That's only to one
side, so the entire steering goes from -39.25 to plus 39.25 giving a lock-to-lock angle at the steering
wheel of 719.845, or turns (743.52 / 360(which is the wheels one complete turn)).
Steering ratio is 9.17:1.

Maximum deflection angle is 39.25

For 39.25 steering wheel turns 359.93(39.25x9.17), this into two since both sides are included. i.e. 2.06
turns, it is from one end to center and again from center to the other end.

. Lock to lock distances= 1.999 turns approximately 2 turns

FORCE ANALYSIS:

Force analysis of steering system (for static conditions)

Calculating forces exerted by the driver:

Diameter of the steering wheel = 355.6 mm
 Maximum Force given by the human = 7kgs = 68.67 N
Torque produced will be = 68.67*(355.6*10-3) = 24.42 Nm (M1)
M1 = M2 = 24.42 Nm
24.42 = F*(10*10-3)
F= 24.42/ ((10*10-3) = 2442 N

Now, accounting the losses of the Rack and Pinion (i.e., 95% efficiency)
Factual = 2442*0.95 = 2319.9 N

Now, calculating the components:

F cos (20) horizontal forces
2320* cos (20) = 2810 N
F sin (20) vertical forces
2320* sin (20) = 793.48 N

Therefore:
The horizontal component of the force exerted by the pinion which displaces the rack, which in turn
transmits the force to the tie rods to steer the wheels is,
Horizontal force = 2810 N ----- (1)

The vertical component of the force exerted on the rack by the pinion is,
Vertical force = 793.48 N ------ (2)

Calculating opposing forces (required force to turn/steer the wheels):

Horizontal opposing forces

Weight of the vehicle = 350 kg

Weight distribution with respect to CG = 1/3 towards the front and 2/3 at the rear of the vehicle.

Since we are only concerned with the weight on the front wheels, therefore
350*(1/3) = 116.6 kg
This 116.6 kgs is distributed evenly on the front wheels, i.e. 58.3 kg on each wheel.

Friction acting on the front wheels (on the ground patch):

We know, frictional force = *N,
Where,
- Coefficient of friction.
N - Reaction force.
Assuming to be 0.75, i.e. the recommended value,
Frictional force = 0.75*(58.3*9.81) = 428.9 N
Therefore accounting the friction force on both wheels, 428.9*2 = 857.88 N ----- (3)

Vertical opposing forces

As we know, the reaction forces on both front wheels are 58.3 kg each i.e. 571.92 N.

571.92N 571.92N
NNntt77
These reactions collectively exert a force of 1143.8 N on the steering
N axle. ----- (4)
So finally,
We can design the clamps required to arrest the steering housing in vertical direction by bringing force (2)
and force (4) in equilibrium.
i.e. (4) (2) = 1143.8 793.48 = 350.32 N
So, the clamps are designed to withstand 350.32 N

And since force (1) is greater than (3), the driver will have no problem in steering the wheels.

We found that, the pinion is displaces the rack even when 2.75 kg of force is applied on the steering
wheel,
((7 2.75)/7)*100 = 60.71%
Therefore, the present steering setup allows 60.71% reduction in steering effort comparing to the
maximum steering effort that can be spared by a human driver.
MANUFACTURING INPUT CALCULATION:

OBJ OUTER BALL JOINT IBJ INNER BALL JOINT

TIE RODS RACK

HOUSING SPACER

The manufacturing input was required by the manufacturer in order to fabricate according to the
design. Even though the design was finalized which gave the steering ratio, over all obj-obj
distances, type of the mounting, etc. there was lot of other requirements for the fabrications. The
length of the tie rods was asked. Then the stroke length was calculated. The length of the rack
and spacers was asked, the type of pivot point was decided according to the freedom requirement
for reducing the rigid linkages. The mounting plate which is to be mounted on the roll cage is
also a one of the important part to be considered for the selection of the housing within the
availability. The stopper was also provided inside the housing.

Failure of tie rod may cause instability of vehicle and can cause an accident. So its important to
check the strength of tie rod. The load coming on tie rod is mostly compressive. The efforts
required where car is moving are comparatively less with stationary car. The working strength of
the tie rod is that of the product of the allowable working stress and the minimum cross-sectional
area. If the threads are cut into a cylindrical rod, that minimum area can be found at the root of
the thread. Rods are often made thicker at the ends and this then means that the tie rod does not
become weaker when the threads are cut into it. Tie rods are connected at the ends in various
ways. But it is desirable that the strength of the connection should be at least an equal strength to
that of the rod. The ends can be threaded and then passed through drilled holes or shackles (this
is a U-shaped piece of metal that is secured with a pin or bolt across the opening), and then
retained by nuts that are screwed on the ends. If the ends are threaded right hand and left hand,
the length between the points of loading may be altered. A turnbuckle is a device that is used for
adjusting the tension in tie rods. Another way of making any end connections is to forge an eye
or hook on the rod. It is advisable that your vehicle's steering and suspension systems are
checked regularly, at least once a year along with a complete wheel alignment. A worn tie rod
can cause wandering, erratic steering and also major tire wear. If a tie rod is necessary then a
wheel alignment will also be required because tie rod replacement will disturb the alignment
setting. Failure of tie rod may occur due to improper material selection, poor design, fatigue load
and wear of tie rod. Also the indications given by the tie rod before failure is very less so it can
be risky.

Importance of Housing:
The rack is aligned to mesh with the pinion and slides in its tubular housing between two
bearings. A plain bush bearing is placed at one end of the housing, and an adjustable half bearing
support yoke opposite the pinion gear is obtained at the other end of the casing. The half-bearing
yoke pushes the rack teeth into mesh with the pinion teeth and also controls the amount of back-
lash between the rack and pinion teeth. Since the rack is a gear of infinite diameter, its pitch
circle is a straight line. Both gear-teeth profiles are of the involute form. The side profile of the
pinion teeth is curved, and the side of the rack teeth is straight and inclined. In case of straight-
cut rack-and-pinion teeth only one pair of teeth mesh and contact their whole width at any
moment. Consequently, the tooth-profile contact point always moves from one side to other of
the pitch-line of both the rack and the pinion teeth. Uneven movement of the rack occurs as the
steering load is transferred from one pair of teeth to the next. With helical-cut rack-and-pinion
teeth, more than one pair of teeth comes into contact at any instant. Also the teeth engage
progressively and there is some contact on the pitch-line at all times. As a result, the helical
pinion teeth take greater loads, engage smoothly and operate quietly.
 65.8

195 40 195
14
24.9
64.1
128.1
365.7 365.7
5 5

52
52

235

390
All dimensions are in mm

Rack length = 390- 2*(14)

= 362 mm

Lock stop = rack length (2*52)

= 360 104

= 258 mm

Spacer = (195+40) (14+52+40.9)

= 128.1 mm

Rack tube = lock stop (12.1 + 65.8)

 = 258 193.9

= 64.1 mm

The line diagram of the housing drawn above is not to scale and just for understanding purpose. The IBJ
to OBJ distance (or) tie-rod length on one side is 365.7 mm. In the vehicle, the tie-rods are not straight but
inclined so that it can be joined with the extension arm originating from the knuckle.

Spacers are
put asymmetrically on both sides to get the required stroke length. The pinion is placed with an offset of
40 mm. This is done to middle the steering systems axis with the vehicles central axis.

Extensive dimensioning is done so that the mounting of the housing can be done easily on the roll cage.