6 STEERING SYSTEM

4.1. FUNCTION AND PRINCIPLE

The purpose of the steering system is to allow the driver to control the direction of the vehicle
by turning the front wheels. This is done by means of steering wheel, a steering column
which transmits the rotation of the steering wheel to the steering gears, the steering gears
which increase the rotational force of the steering wheel in order to transmit greater torque to
the steering linkage, and the steering linkage which transmits the steering gear movement to
the front wheels. The steering system configuration depends on vehicle design (the drive train
and suspension system used, whether it is a passenger car or a commercial vehicle, etc.). At
present, the rack-and-pinion type and the recirculation-ball types are in use. These are shown
in Fig. 4.1.

4.1.1. Requirements of steering system

The steering system plays, together with the suspension system, an important role in ensuring easy,
comfortable driving all the way from the low speed range to the high speed ranges. The drive train
transmits the power from the engine to the driving wheels to move the car forward; the
steering system steers the car in the desired direction; and the brake system ensures positive, stable
slowing and stopping.
1.
Excellent maneuverability. When the car is cornering on narrow, twisting road, the steering
system must be able to turn the front wheels sharply yet easily and smoothly.
2.
Proper steering effort. If nothing is done to prevent it, steering effort will be greater when
the car is stopped and will decrease as the speed of the car increases. Therefore, in order to obtain
easier steering and better feel of the road, the steering should be made lighter at low speeds and
heavier at high speeds.

3.
Smooth recovery. While the car is turning, the driver must hold the steering
wheel
firmly. After the turn is completed, however, recovery that is the return of the wheels to
the straight-ahead position should occur smoothly as the driver relaxes the force with
which he is turning the steering wheel.
4.
Minimum transmission of shock from road surface. Loss of steering wheel
control and transmission of kickback due to road surface roughen must not occur.
4.1.2. Principle
The relative motion between the wheels of a vehicle at the road surface should be of a
pure
rolling type so that wear of the tires is minimum and uniform. When the vehicle is
moving
on
a curved path, the steering gear must be so designed that the paths of the points of
contact
of
each wheel with the ground are concentric circular ares. For proper steering the axis
of
rotation of all the wheels should meet at G i.e. the instantaneous centre of rotation of
the
vehicle.. To satisfy this inner wells should be turned through a greater angle as shown in
fig.
4.2. in which 0is greater than 0, when the vehicle is turning towards right side.

4.2. STEERING GEARS

There are two types of steering gear mechanisms:
1. Davis steering gear.

2. Ackermann steering gear.

The main difference between the two steering gear mechanisms is that the Davis
steering
gear
has sliding pairs, whereas the Ackermann steering gear has only turning pairs. The
sliding
pair has more friction than the turning pair, therefore, the Davis steering gear will wear
out
earlier and become inaccurate after certain time. Although, the Ackermann steering
gear
is
not mathematically accurate except in the positions, contrary to the Davis steering gear
which
is mathematically correct in all positions. However, the Ackermann steering gear is
preferred
to the Davis steering gear.

4.2.1 Davis Steering Gear

The Davis gear mechanism consists of a cross link KL sliding parallel to another link
AB and is connected to the stub axles of the two front wheels by means of two
similar bell crank levers CAK and DBL pivoted at A and B respectively. The cross
link KL slides in the bearing and carries pins at its end K and L. The slide blocks are
pivoted on these pins and move with the turning of bell crank levers as the steering
wheel is operated. When the vehicle is running straight, the gear is said to be in its midposition. The short arms AK and BL are inclined at angle 90 + a to therir stub axles
AC and BC respectively. The correct steering depends upon the suitable selection of
cross-arm angle a, and is given by
tan a = b/2l
where b= AB = distance between the pivots of front
axles.
l = wheel base
The range of b/I is 0.4 to 0.5, hence angle a lies between 11.3 and 14.1o.

The angles o and 0 are shown in the fig. 4.4. The value of b/i between 0.4 and 0.5,
generally
0.455. The value of cot o - cot 0 corresponds to the positions when steering is correct.
In fact there are three values of angle 0 which give correct steering of the vehicle first
while it is turning to right, second while it is turning to left and third while it is running
straight.