The term "steering geometry" (also known as "front-end geometry")
refers to the angular relationship between suspension and steering parts, front wheels, and the road surface. Because alignment deals with angles and affects steering, the method of describing alignment measurements is called steering geometry.
There are five steering geometry angles : Camber , Caster ,Toe, Steering axis inclination, and Toe-out on turns
There are two more steering geometry angles that are not specific to each wheel but measure the spatial relationship among all four wheels .These are Setback and Thrust angle. Camber Camber is the tilting in or out of the front wheels from the vertical when viewed form the front of the vehicle. Generally less than 3 degrees.
Positive camber: if the top of the vehicle tilts out it has a positive chamber.
Negative Camber : If the top of the vehicle tilts in it has a negative chamber.
Camber Angle: The amount of tilt is measured in degree from the vertical is called the chamber angle.
Zero Camber: The wheels should run straight up and down in a true vertical position so that the full width of the tire will be in contact with the ground and wear and tear will be uniform across the tire. Camber Contd.. However zero camber does not occur at all the times during driving. This is because the camber changes as the body and vehicle moves up and down.
When the tire hits a bump the camber goes negative while the tire drops into a hole the camber changes from zero to slightly positive.
The upward movement of the vehicle is called jounce and the downward movement of the vehicle is called rebound.
Any amount of excess camber either positive or negative will cause uneven and more rapid wear.
Camber Contd.. Tilting the wheel puts more load on one side of the tire tread than the other side . This is the reason it is called as tire wear angle.
Excessive positive chamber will cause the outside of the tire tread to wear.
Excessive negative chamber will cause the inside of the tire tread to wear.
Both these conditions are known as camber wear.
If the vehicle is rolling on a perfectly level road the ideal positive camber is same for both front wheels.
Vehicle tries to pull towards the side where the positive camber is higher.
Camber Contd..
Many of the roads are crowned slightly i.e., they are higher at the center than on the two sides. When the vehicle travelling in these kind of roads with equal cambers will have tendency to pull away the vehicle towards the side of the road.
In order to compensate this that the camber on the right wheel is more than that of the left wheel (Right hand drive when the vehicles running on left side of the road).
In passenger cars the variation of the tire wear may be not be much as the weight of the vehicle is light. But it is clearly seen in case of heavy vehicles.
During a turn centrifugal forces causes a body to roll and the sideward forces against the bottom of the tires causes their tops to tilt outward.
Camber Contd.. In a left turn left wheel has positive camber and the right wheel has negative chamber. Incorrect camber at both the wheels can cause hard and unstable steering and wander.
Wander: It is the tendency of a vehicle to drift from one side of the road to the other.
The driver must continually fight the steering wheel to keep the vehicle travelling in the desired direction.
Unequal camber can cause a low speed shimmy.
Low Speed Shimmy: It is the rapid in and out movement of front wheel on its steering axis.
Sagging springs can change in camber. When rear spring sags it affects the camber of the diagonally opposite front wheel. For each one inch of rear spring sag, the camber can change as much as of degree.
Steering Axis Inclination In older cars all steering systems had a king pin that attached the steering knuckle to its support.
In the modern design the king pin is replaced by the ball joints making it a single unit ( Steering knuckle and its support).
The steering knuckle is supported by upper and lower control arms.
A line drawn through the centers of ball joints is called the steering axis.
Steering axis inclination is the angle measured in degrees between the vertical and line drawn through the center of the ball joints when viewed from the front of the vehicle.
Why do we want inclined steering axis
Returning the wheels to a straight head position after the car has turned . This is called returnability.
It reduces steering effort when the car is stationary.
It tends to keep the front wheels rolling straight a head.
The inward tilt of the steering axis causes the front of the vehicle to raise slightly as the wheels swing away from the straight a head.
The spindle of the wheel is at its highest distance when the wheels rolling straight a head and when the wheels swings the height of the spindle decreases but as the tire is in contact with the ground it cannot move further down. So the steering knuckle ball joints , suspension and the vehicle body moves up.
Steering Axis Inclination The lift is slight it is one inch or less but this height is enough to bring back the turned wheels to straight position.
Steering axis inclination is non adjustable as it is designed into steering knuckle.
If camber is adjusted to its specifications SAI is usually correct.
When SAI is not with in the specifications the spindle, Steering knuckle, ball joints are bent or worn and those has to be replaced.
It is measured in degrees. Steering axis inclination varies from 3.5 to 8.5 and its average value is 5 degrees.
Scrub Radius
Scrub radius: The distance at the road surface between the tire line and the steering axis inclination (SAI) line extended downward through the steering axis.
Positive Scrub: When the intersection is below the surface of the road, positive scrub radius results.
Negative Scrub: When the lines intersect above the road, negative scrub radius occurs.
Zero Scrub: If these lines intersect at the road surface, a zero scrub radius would be present. Effects of different types of Scrub Radius
Scrub Radius is also known as steering off set or scrub Geometry. The effect of positive or negative scrub radius is to provide a turning movement which attempts to turn the wheel away from its central position when the vehicle is in motion.
On rear wheel drive with positive scrub radius the vehicle forward motion and the friction motion between the tire and the road causes a force which tends to move the front wheel back this would cause the wheel to toe out.
If it has negative scrub radius the front wheels attempts to move back and it will cause toe in.
On the front wheel drive the opposite occurs positive scrub causes toe in and the negative scrub causes toe out.
Front wheel driven vehicles will have negative scrub radius. It causes toe in and as the vehicle moves forward and maintain stability.
Effects of different types of Scrub Radius on braking During braking on any type of drive if braking effort is greater on one side of the vehicle on the other, the positive scrub radius will cause the vehicle to wear towards the side with greater effort. Negative scrub radius will cause the vehicle to wear away from the side of the greatest effort.
How much it wears depends on the size of the scrub radius.
This is why the vehicle with diagonal split break system negative scrub radius will built into its geometry.
If one half of the break system fails it will tend to pull the vehicle in a straight line.
Since the offset of the wheel rim determines it is important that offset does not change when the wheel rim changes. Changing the rim off set changes the scrub radius and the productivity of the vehicle handling if the brake fail.
Included Angle
Included angle is the angle formed between the SAI and the camber.
Included angle is not directly measurable.
Included Angle: Camber angle + SAI
Included angle is not adjustable.
If the camber is negative, then the included angle will be less than the SAI, if the camber is positive, it will be greater. The included angle must be the same from side to side even if the camber is different.
The improper included angle indicates bent spindle or strut ( Steering Knuckle)
Caster Angle Caster: It is the tilt of the steering axis towards the front or rear of the vehicle when viewed from the side of the vehicle. It is measured in degrees.
Positive Caster: A rearward tilt provides positive caster when viewed from the side of the vehicle.
Negative Caster: A forward tilt provides negative caster when viewed from the side of the vehicle.
Three reasons for using caster:
To maintain directional stability and control. To increase steering returnability. To reduce steering effort.
Caster Angle Contd..
Positive caster aids directional stability.
The point of contact is above the road surface so the push on the steering axis a head of road resistance to tire. Positive caster tends to keep the wheels pointed straight ahead. It helps overcome any tendency for the vehicle to wander or steer away from straight ahead.
Vehicle with power steering has positive caster then the manual steering vehicle. The additional caster will need more effort to steer the vehicle.
Excess positive caster may cause increase steering effort, steering wheel snap back after a turn, low speed shimmy and increased road shock in steering wheel.
Caster Angle Contd.. Decrease in positive cater will result from giving sag. This is one reason to cheek suspension height.
Positive Caster tends to make the front wheels Toe in.
Negative Caster tends to make front wheels Toe out.
However negative caster makes steering easier. Then only SAI needs to overcome by the driver to steer away from straight ahead.
Picture Showing the sagging of spring and its effect on Camber Toe in and Toe Out
Toe is the measurement of how much the wheels point in or out from the straight ahead position. The measurement is made in inches, mm, or degrees. Positive toe: When wheels point in, toe is positive. The amount of wheels that point inward is toe in. Negative toe: when the wheels point out, toe is negative. The amount of wheels that outward is toe-out.
Effects of Toe In and Toe Out
Toe is set with the vehicle standing still. Typically the front wheels of rear drive vehicle are given slight toe in of about 1/8 inch (3mm).
When the vehicle move forward road resistance usually causes the front tires to spread a part or toe out. This comprises the steering linkages and takes up any play. As a result the tires became parallel and roll straight ahead with zero toe.
A tire has to move in the direction of vehicle travelling. Any toe in or toe out drags the tire sideways and causes more tire wear. The greater the toe, the faster the tire wear.
Turning Radius Turning Radius: The difference in the angles of the front wheels in a turn. It is also called toe out on turns and turning angle.
During a turn two front wheel travels on concentric circles which have a common center. The inner wheel turns through a greater angle and follows a small radius than the outer wheel. This is because outer wheel has to travel greater distance and makes a wider turn than the inner wheel.
The inner wheel toe out more to reduce the tire scrub and wear. This difference in toe out on turns is achieved by the proper relationship among the steering arms, tie roads and steering gear. The inner and out angle should not vary more than 1.5 degree from specifications .If turning radius is not within specifications then cheek for a bent steering arm or tie rod
Set Back Set- back: The difference in vehicle wheel base from one side to the other. It occurs when one wheel is behind the other wheel on the same axle. Set back results from production tolerances during vehicle manufacture and from collision or impact damage. It can also result from improper placement of the engine cradle or sub frame. A vehicle will drift toward the shorter wheel base. Setback of more than inch (19 mm) is excessive. It usually indicates bent parts.
Correct any problem with excessive set back before performing a wheel alignment.
Thrust angle When all four wheels are properly aligned and the steering wheel is centred the vehicle should travel forward in straight line. However if rear wheel has improper alignment or set back. When the vehicle moves forward it may not moves in a straight ahead. The direction of the travel is determined by three lines that run the length of vehicle.
Vehicle center line. Geometric center line. Thrust line.
Vehicle center line: Line that passes through the center of the vehicle body. Geometric center line: The line that connect the midpoint of the front wheels and rear wheels. Thrust line: Line from the midpoint between the two rear wheels. If the thrust line makes 90 degree angle with the rear axle center line. It coincides and the vehicle moves straight line
Thrust angle . Thrust angle: The angle formed between the thrust line and the geometric center line.
Tracking: This is the situation where the thrust angle is zero and all the four wheels run parallel to the frame.
The thrust angle affects handling by causing a pull in the direction away from thrust line.
In rear drive vehicles this may be caused by chassis damage or improper positions of rear axle.
Also independent rear suspension can have unequal toe adjustments. Tire wear is more.