Steering system

Dr. A. S. Dhoble
 Steering System
Function of Steering System

•Gives directional stability to vehicle

by 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.
 Steering System

The steering wheel allows the Steering column

driver to control the direction of Steering
rack
the vehicle Front
hub

The steering column transmits

the action of the steering wheel
to the steering rack

The steering rack changes a

turning movement into the side-
Steering
to-side movement required to
wheel
turn the wheels

Track rod
The track rod (ball joint) allows The front hub connects
end
vertical and horizontal movement the steering rack to the
of the steering system wheel
 Basic Steering system
Linkage or Conventional type Rack-and-pinion type.

Linkage type uses a worm gear inside the Rack-and-pinion type uses track rods to
steering gear/box, this operates the drop couple the rack to the steering knuckles
arm, then couples to a centre link, idler
arm, track rods and the steering knuckles.

Rack-and-pinion
Steering knuckles
Track rods

Track rods
Drop arm Idler arm
Steering
gear/box
Centre link
 Linkage -Steering System
Linkage Steering System (Worm Gear)
 Linkage -Steering System
Linkage Steering System (Worm Gear) Parts

•Steering Wheel – used by the driver to rotate a

steering shaft that passes through the steering
column.

•Steering Shaft – transfers turning motion from

the steering wheel to the steering gearbox.

•Steering Column – supports the steering system

and steering shaft.
 Steering Gear/box Principles
Most linkage type steering systems require some form of mechanical advantage,
this is provided mainly by the gear ratio in the steering gear/box.

Three main types of steering gear/box:

Worm Gear
Re-circulating Ball
Worm and roller (older Vehicles) Worm gear type

Most common are “Worm Gear”

and “Re-circulating Ball”.
Re-circulating
ball type

Drop arm couples to links.

Worm drive on steering shaft.

Re-circulating ball mechanism.

Small number of teeth needed.

 Steering System
Linkage Steering System (Worm Gear) Parts

•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).

•Steering linkage – connects the steering

gearbox to the steering knuckles and wheels.
Layout of Rack and Pinion-Steering System
Basic Rack-and-Pinion Steering
 Rack-and-Pinion Type Steering System

Rack-and-pinion steering is more

precise and compact.
Uses less component parts
Simple in construction

Steering
Steering rack column

Boot
Ball joint

Steering
knuckle
Track rod

More common on modern vehicles.

 Rack-and-Pinion Steering Principle

Pinion gear is turned by steering shaft.

Pinion meshes with rack to move

it sideways.

Thrust spring holds rack

against pinion to prevent
backlash.

Pinion shaft is normally shimmed to minimize end float (up or

down movement) also reducing backlash.
Steering Gear Mechanism
The steering gear mechanism is used for changing the direction of two or
more of the wheel axles with reference to the chassis, so as to move the
automobile in any desired path.
Usually the two back wheels have a common axis, which is fixed in
direction with reference to the chassis and the steering is done by means of
the front wheels.
In automobiles, the front wheels are placed over the front axles, which are
pivoted at the points A and B, as shown in Fig. These points are fixed to the
chassis.
The back wheels are placed over the back axle, at the two ends of the
differential tube. When the vehicle takes a turn, the front wheels along with
the respective axles turn about the respective pivoted points.

The back wheels

remain straight and do
not turn. Therefore, the
steering is done by
means of front wheels
only.
 Condition for Perfect steering
In order to avoid skidding (i.e. slipping of the wheels sideways), the two front
wheels must turn about the same instantaneous centre I which lies on the axis
of the back wheels.
If the instantaneous centre of the two front wheels do not coincide with the
instantaneous centre of the back wheels, the skidding on the front or back
wheels will definitely take place, which will cause more wear and tear of the
tyres.
Thus, the condition for correct steering is that all the four wheels must turn
about the same instantaneous centre.
The axis of the inner wheel makes a larger turning angle than the angle
subtended by the axis of outer wheel.
 Condition for Perfect steering

This is the fundamental

equation for correct
steering.
If this condition is
satisfied, there will be no
skidding of the wheels,
when the vehicle takes a
turn.
 Steering Mechanisms

• For perfect steering, the steering mechanism should satisfy the

fundamental equation of steering

• There is need to have mechanism which can satisfy this equation so

that directional stability of vehicle is ensured.

• There are two mechanisms which can satisfy this condition

1. Davis steering mechanism

2. Ackerman steering mechanism

 Steering Mechanisms
Davis Steering Mechanism Ackerman Steering mechanism

Uses sliding pair Uses turning pair

Mathematically correct at all positions Mathematically correct only in three
Sliding pairs are having more friction positions
and so mechanism wears out earlier and Turning pairs have very slow wear hence
becomes inaccurate with time last longer
Not that popular Preferred for steering
 Original Ackerman Geometry

• Ackerman Principle is based on

the two front steered wheels
being pivoted at the ends of an
axle beam
• Original Ackerman linkage has
parallel set track rod arms so that
both steered wheels swivel at
equal angles.
• Consequently the intersecting
projection lines do not meet at
one point
• Hence both wheel track conflict
and cause tyre slip and tread
scrub
• Hence Modified linkages are
required

Side-pivot steering with parallel-set track-rod arms

 Modified Ackerman Geometry

• Modified linkages use inclined

track rod arms forming
trapezium so that the inner
wheel swivel about its king pin
slightly more that the outer
wheel. Hence lines drawn
through stub axle converge at
a single point somewhere
along the rear axle projection
• Both wheels have same
instantaneous centre of
rotation
• True rolling is obtained.
Side-pivot steering with inclined track-rod arms
 Ackerman Steering Mechanism
Vehicle moving in straight path Vehicle taking a turn

Steering assembly in operation, as the steering

linkage is shorter than the axle, the inner wheel is
turned through a larger angle.
 Turning Circle Radius
•The turning radius,
or turning path, of a vehicle
is the smallest circular turn
that it can make
•Turning circles are used to
evaluate how easily a
specific car can make a U-
turn or park.
•A vehicle’s turning circle is
the radius (or diameter)
measured by the outer
wheels of the vehicle while
making a complete turn.
Equations for Turning circle Radius
 WHEEL ALIGNMENT

The wheel alignment refers to positioning of the front wheels and

steering mechanism that gives
1) Directional stability of vehicle
2) Promotes ease of steering
3) Reduce tyre wear

Wheel alignment includes front wheel geometry

Camber
Caster
Toe in
Toe –out

Before wheel alignment, the vehicle defects have to be corrected.

 Vehicle Defect
The direction of travel of the vehicle is determined by
1. Vehicle centre line : the line which actually
passes through the centre of the vehicle body
2. Geometric centre line : It connects the
midpoints of the front wheels and rear wheels
3. Thrust line : It is a line from the midpoint
between the two rear wheels

Thrust line represents the path vehicle will try to take .

This is called as “Tracking’”

Thrust angle affects handling by causing a pull in the

direction away from thrust line.
In rear wheel drive vehicle this may be caused by
• Chassis damage
• Improper positioning of rear axle
• Improper adjustment on rear wheels

Effect : Results in tyre wear

 SET BACK
Wheel setback is the difference in

wheelbase from one side to the other.

It occurs when one wheel is behind the other
on the same axle.

Reasons for setback

•It results fro production tolerances
during vehicle manufacturing and from
collision or impact damage
A vehicle will drift or pull toward the side of
shorter wheelbase

Setback more than 19mm is excessive . It

usually indicates “Bent Parts’’.

It is recommended that setback be corrected

before wheel alignment.
CAMBER
 CAMBER
is the angle of the wheel relative to vertical, as viewed
from the front or the rear.
If the wheel leans in If it leans away from the
towards the chassis, it has chassis, it has POSITIVE
NEGATIVE CAMBER
CAMBER. CAMBER
CAMBER.
 Camber
• Definition:
– The inward or outward tilt of the top of the wheel
as viewed from the front.
Typical Range:
– Front camber - 0 º ± 1 º
– Rear camber - -.5 º ± 1 º
Wheel camber
The inclination between the wheel centre plane and the
vertical to the road surface is referred to as wheel camber.

Positive wheel camber Negative wheel camber

A positive wheel camber A negative wheel
(γγ > 0°) on the front axle camber (γγ<0°) enlarges
leads to improved straight the steering offset and
ahead tracking and reduces improves cornering
the steering offset . stability.
However, the disadvantages However, the
are a reduction in the disadvantage is
cornering forces and increased tyre wear of
increased tyre wear of the the inner running
outer running surface. surface.
 PURPOSE OF WHEEL CAMBER
Wheel camber

When a load is placed on the front axle, the wheel

camber becomes more neutral (γγ = 0°). Tyre wear
remains low.

Wheel camber
Driven rigid axles have a positive wheel camber angle
inherent in their design (γγ > 0°).

Wheel camber
Non-driven rear axles are fitted without wheel camber
(γγ = 0°).
 Camber may cause a Pull

• Cross camber is the side-to-side difference in camber

measurements

• More than 1/2º difference side-to side may cause the

vehicle to pull to the wheel with the most positive
camber.
 CASTER

CASTER
as viewed from the side, the angle between the Kingpin
centreline and vertical line from its centre is called CASTER
ANGLE.

CASTER
Caster is the angle to which the steering pivot axis is tilted
forward or rearward from vertical, as viewed from the side.

CASTER
is the forward or rearward tilt of the Kingpin centreline
when viewed from the side of the vehicle.
 ZERO POSITIVE CASTER NEGATIVE
CASTER Centreline of CASTER
Centreline of Kingpin is tilted Centreline of
Kingpin is backward. Kingpin is tilted
vertical. rearward.
Steering Axis

Line drawn between

the two pivot points
of the steering knuckle
 Zero Caster

• Steering Axis is
vertical as viewed
from the side and
measured as 0º
 Negative Caster

• Forward tilt of the

Steering Axis as viewed
from the side and
measured in degrees

Front
 Positive Caster

• Rearward tilt of the

Steering Axis as
viewed from the side
and measured in
degrees

Front
 PURPOSE OF CASTER

CASTER is a DIRECTIONAL STABILITY angle. Caster by itself does

not affect tyre wear.

The principle is exactly the same as that used in tilting the front
fork of a bicycle, which makes it possible to ride the bicycle
without holding the handle bar.

When the front wheels are turned, Caster lifts one side of the
vehicle lowers the other. When the steering is released, the
weight of the vehicle forces the lifted side down, causing the
wheel to return to the STRAIGHT AHEAD POSITION.
Effect of CASTER
1. Too little – wheel instability, wandering & poor wheel
recovery.

2. Too much – hard steering & oversteering.

CASTER ANGLE for each wheel on an axle should be equal.

Unequal CASTER angles cause the vehicle to steer towards

the side with less CASTER.
Caster Ranges from 2⁰to 6⁰ for cars
Positive caster increases the efforts to steer.
Heavy duty trucks are provided with Negative caster . This makes
steering easy.
TOE IN / TOE-OUT
Toe ( top view)
toe is the symmetric angle that each wheel makes with
the longitudinal axis of the vehicle.
 Toe-In

• Measured distance is
shorter between the
front of the tires.
front = 79 in.
79”
rear = 80 in.

Total toe-in = 1 in.

80”
 Excessive Toe-In Tire Wear

Outside
shoulder
wear

Center
of car
 Toe-Out

• Measured distance is
shorter between the
front of the tires.
front = 80 in.
rear = 79 in. 80”

Total toe-out = 1 in.

79”
 Excessive Toe-Out Tire Wear

Inside
shoulder
wear

Center
of car
 Purpose of Toe

• Toe in is provided to ensure

– Parallel rolling of the front wheels
– Stabilize steering
– Prevent excessive tyre wear
• The amount of toe-in is usually 3 to 5 mm

• A toe out alignment can help to mitigate issues related to

under steering and can improve the handling on a vehicle
that has a rear-wheel drive.
 Rear Individual Toe

Rear individual toe

is responsible for:

• tire wear
• thrust angle
• vehicle tracking
 Rear Tire Wear Patterns

• Toe-In
– Outside shoulder
• Toe-Out
– Inside shoulder
• Diagonal Wipe
– a condition that Diagonal Wipe
may result on rear
tires with excessive
toe
Thanks!!