3600 Four Wheel Steering System

MAJOR PROJECT REPORT

SUBMITTED IN PARTIAL FULFILLMENT OF THE AWARD OF THE DEGREE OF

BACHELOR OF TECHNOLOGY

in

(MECHANICAL ENGINEERING)

Submitted By

Akshay Bansal 2513569

Sumit Jangra 2513543

Gourav 2513576

Sonu Sharma 2513577

Under the guidance of:

Dr. Anuradha Parinam

DEPARTMENT OF MECHANICAL ENGINEERING

UNIVERSITY INSTITUTE OF ENGINEERING & TECHNOLOGY
KURUKSHETRA UNIVERSITY, KURUKSHETRA
 DECLARATION

We hereby certify that the work which is being submitted in the B.Tech Project-II
entitled “3600 FOUR WHEEL STEERING SYSTEM”, in partial fulfilment of the
requirements for the award of degree of Bachelor of Technology in Mechanical
Engineering and submitted to the Department of Mechanical Engineering of University
Institute of Engineering and Technology Kurukshetra University, Kurukshetra is an
authentic record of our own work carried out under the supervision of Dr. Anuradha
Parinam, Assistant Professor, ME department.

AKSHAY BANSAL (2513569)

SUMIT JANGRA (2513543)
GOURAV (2513576)
SONU SHARMA (2513577)

This is to certify that the above statement made by the students is correct to the best of
my knowledge.

Dr. Anuradha Parinam

(Assistant Professor)

(UIET KUK)

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 ACKNOWLEDGEMENT

We would like to thank our project guide DR. ANURADHA PARINAM who not only
guided during the undertaking of the entire project, but also provided support and
background information whenever required.
Most importantly, we would also like to thank our college teachers who guided us to
retain the best project in our college and guided us to achieve excellence. We are
extremely grateful and indebted to our parents for being pillar of strength, for their
unfailing moral support and encouragement.

DATED: AKSHAY BANSAL (2513569)

SUMIT JANGRA (2513543)
GOURAV (2513576)
SONU SHARMA (2513577)

ii
 ABSTRACT

The basic aim of steering is to ensure that the wheels are pointing in the desired
directions. The present project represents the steering of wheels in all direction
with the help of steering wheel. This is typically achieved by a series of linkages,
rods, pivots and gears. One of the fundamental concepts is that of caster angle –
each wheel is steered with a pivot point ahead of the wheel; this makes the
steering tend to be self-centring towards the direction of travel. When the driver
turns the steering wheel, a shaft from the steering column turns a steering gear.
The steering gear moves tie rods that connect to the front wheels. The tie rods
move the front wheels to turn the vehicle right or left. The steering system must
provide control over the direction of travel of the vehicle; good manoeuvrability
for parking the vehicle; smooth recovery from turns, as the driver releases the
steering wheel; and minimum transmission of road shocks from the road surface.

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 INDEX
Declaration I

Acknowledgement II

Abstract III

Contents IV-V

Chapter 1 Introduction 1-16

1.1 What is steering 1

1.2 Steering gear boxes 2

1.3 Steering wheel 6

1.4 Steering column 6

1.5 Steering systems 7

Chapter 2 Detailed study of project 17-22

2.1 4-Wheel steering 16

2.2 Steering mechanism 19

Chapter 3 Design of steering system 23-24

3.1 Frame dimensions 23

3.2 Bearing dimensions 23

3.3 Wheel dimensions 23

3.4 Chain 23

3.5 Bolt 23

3.6 Sprockets 24

3.7 Nuts 24

3.8 Design calculations 24

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Chapter 4 Equipments and machines 25-26

4.1 Welding machine 25

4.2 Lathe machine 25

4.3 Vernier calliper 26

4.4 Screw gauge 26

Chapter 5 Fabrication of steering system 27-30

5.1 Objectives of present work 27

5.2 Welding of chassis 27

5.3 Wheel mounting 28

5.4 Setup for sprockets and bearings 28

5.5 Bolts and nuts installations in bushes 29

5.6 Steering wheel mounting 29

5.7 Final fabrication of steering system 30

Chapter 6 Conclusion 31

References 32

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 Chapter 1

Introduction

1.1 What is steering?

The most conventional steering arrangement is to turn the front wheels using a
hand–operated steering wheel which is positioned in front of the driver, via
the steering column, which may contain universal joints (which may also be part of
the collapsible steering column design), to allow it to deviate somewhat from a
straight line. Other arrangements are sometimes found on different types of
vehicles, for example, a tiller or rear–wheel steering. Tracked vehicles such
as bulldozers and tanks usually employ differential steering that is, the tracks are
made to move at different speeds or even in opposite directions,
using clutches and brakes, to bring about a change of course or direction. The
direction of motion of a motor vehicle is controlled by a steering system. A basic
steering system has 3 main parts: A steering box connected to the steering wheel,
the linkage connecting the steering box to the wheel assemblies at the front wheels.

When the driver turns the steering wheel, a shaft from the steering column turns a
steering gear. The steering gear moves tie rods that connect to the front wheels.
The tie rods move the front wheels to turn the vehicle right or left.

The primary purpose of the steering system is to allow the driver to guide the
vehicle. Early vehicles used manual steering linkage system manual steering boxes
or manual racks. Later systems used the benefits of hydraulic fluid systems to
greatly improve the steering performance. Today, we now have fully electronically
controlled steering systems for greater and smoother performance and
maneuverability.

1
1.2 Steering Gear boxes
The steering box is commonly used in larger vehicles, such as commercial-type
vehicles. Although some manufacturers of four-wheel drive vehicles use this
system due to its strength. All of the steering boxes are identified by their internal
mechanical design. All of them operate by either their mechanical structure or are
supported by the means of a hydraulic fluid system to enhance their performance.

1.2.1 Steering Box operation

The steering box converts rotation of the steering shaft into angular movement of
the Pitman arm as shown in fig.1.2. The box is partially filled with oil to lubricate
the steering mechanism inside. The steering shaft turns a worm shaft that runs
through a threaded nut. The nut has teeth that engage with the teeth on a sector
gear. The steering gearbox provides the driver with a lever system to enable them
to exert a large force at the road wheel with the minimum effort, and to control
the direction of vehicle motion accurately. The overall ratio between the steering
wheel and the road wheel varies from about 18:1 to 35 :1, depending on the load
on the road wheels and the type of steering. As the ratio is raised, a large number
of turns are required to move the wheel from lock to lock. This makes it difficult
to make a rapid change in vehicle direction. By varying the efficiency, the degree
of reversibility can be controlled. This then enable the driver to ‘feel’ the wheels,
yet not be subjected to major road shocks.

2
 Fig.1.2 Steering gear

1.2.2 Worm & Sector Steering Box

In this type of steering box as shown in fig.1.3, the end of the shaft from the
steering wheel has a worm gear attached to it. It meshes directly with a sector gear
(so called, because it's a section of a full gear wheel). When the steering wheel is
turned, the shaft turns the worm gear, and the sector gear pivots around its axis as
its teeth are moved along the worm gear. In this type of steering box, the end of
the shaft from the steering wheel has a worm gear attached to it. It meshes directly
with a sector gear (so called, because it's a section of a full gear wheel). When the
steering wheel is turned, the shaft turns the worm gear, and the sector gear pivots
around its axis as its teeth are moved along the worm gear.

3
 Fig.1.3 Worm and sector box

1.2.3 Screw and Nut Steering Box

The screw and nut type mechanism is possibly the basic form for all the other
types of steering gear box mechanisms. A nut is screwed on a multi-start thread
formed on the inner column. This design gives much more strength to the main
shaft. When the steering wheel is turned, the splined end rotates causing the
thread section to rotate too, but because the nut is prevented from turning the ball
joint has to move up and down with the thread instead. This movement then
causes the rocker shaft to eventually transmit movement to the steering linkage
and onto the road wheels.

4
1.2.4 Recirculating Ball Steering Box
In a recirculating ball steering box, the worm drive has many more turns on it
with a finer pitch. A box or nut is clamped over the worm drive that contains
dozens of ball bearings. These loop around the worm drive and then out into a
recirculating channel within the nut where they are fed back into the worm drive
again.

1.2.5 Cam & Peg Ball Steering Box

A tapered peg in the rocker arm engages with a special cam formed on the inner
column. The end-float of the column is controlled by shims, and an adjusting
screw on the side cover governs the backlash and end-float of the rocker shaft. A
modified form, known as the high efficiency cam and peg gear, uses a peg, which
is allowed to rotate in bearings in the rocker arm.

Fig.1.5 Cam and peg box

1.2.6 Worm & Roller Steering Box

The worm and roller steering box is similar in design to the worm and sector
box. The difference here is that instead of having a sector gear that meshes
with the worm gear, there is a roller instead. The roller is mounted on a roller
bearing shaft and is held captive on the end of the cross shaft.

5
 Fig.1.6 Worm and roller box

1.3 Steering wheel

The main purpose of the steering wheel is to provide the driver with a suitable
amount of leverage to turn the steering from side to side with a minimal
amount of effort. Early designs of steering wheels were primitive in design and
only normally had a horn button mounted in the centre hub of the wheel. With
the development of safety restraints and additional driver functionalities for
audio control and cruise control. The steering wheel has become a very
sophisticated and multi-functional assembly. With an restraints air bag
mounted in the centre hub of the wheel to protect the driver in frontal and
severe impacts and a series of multi-functional buttons to enable the driver to
operate a multitude of systems without their hands leaving the steering wheel.

1.4 Steering column

The steering column is a device intended primarily for connecting the steering
wheel to the steering mechanism and allows the transfer of the driver's input
torque from the steering wheel. In addition to this, the steering column
provides a suitable location for multi-functional switches either side of the

6
steering wheel. A location for a steering lock to secure the steering in a parked
position. Also the column can have manual or electronic adjustment which
allows the driver to adjust the height and length of the column to their
preferred comfort position.
• Tilting the column adjusts the angle of the steering wheel.
• Sliding the column in and out adjusts the reach (The distance of the steering
wheel to the driver).

Fig.1.4 Steering column

1.5 Steering Systems

The steering system of a vehicle allows the driver to control the direction of the
vehicle through a system of gears and linkages that connects the steering wheel
with the front wheels. The steering system must perform these functions:
• Change direction of vehicle
• Provide a degree of 'feel' of the road for the driver
• Not transmit excessive shock back to the driver due to an uneven road.
• Not cause excessive tyre wear
Early vehicles used manual steering linkage system, manual steering boxes or
manual racks. Later systems used the benefits of hydraulic fluid systems to
greatly improve the steering performance.

7
Today, we now have fully electronically controlled steering systems for greater
and smoother performance and maneuverability.
These are of three types, namely
1. Mechanical steering system
2. Hydraulic steering system
3. Electro hydraulic steering system

1.5.1 Mechanical Steering system

In a straight mechanical type of two steering gears are used one for the front
and the other for the rear wheels. A steel shaft connects the two steering
gearboxes and terminates at an eccentric shaft that is fitted with an offset
pin. This pin engages a second offset pin that fits into a planetary gear. The
planetary gear meshes with the matching teeth of an internal gear that is
secured in a fixed position to the gearbox housing. This means that the
planetary gear can rotate but the internal gear cannot. The eccentric pin of
the planetary gear fits into a hole in a slider for the steering gear. A 120-
degree turn of the steering wheel rotates the planetary gear to move the
slider in the same direction that the front wheels are headed.
Proportionately, the rear wheels turn the steering wheel about 1.5 to 10
degrees. Further rotation of the steering wheel, past the 1200 point, causes
the rear wheels to start straightening out due to the double crank action (two
eccentric pins) and rotation of the planetary gear. Turning the steering
wheel to a greater angle, about 230 degrees, finds the rear wheels in a
neutral position regarding the front wheels. Further rotation of the steering
wheel results in the rear wheels going counter phase with regard to the front
wheels. About 5.3 degrees maximum counter phase rear steering is possible.
Mechanical steering angle is sensitive. It is not sensitive to vehicle road
speed.

8
 Many modern cars use rack and pinion steering mechanisms, where the
steering wheel turn the pinion gear; the pinion moves the rack, which is a linear
gear that meshes with the pinion, converting circular motion into linear motion
along the transverse axis of the car (side to side motion). This motion applies
steering torque to the swivel pin ball joints that replaced previously
used kingpins of the stub axle of the steered wheels via tie rods and a
short lever arm called the steering arm.

Fig.1.5 Mechanical steering system.

The primary components of the rack and pinion or mechanical steering system
are:

1. Rubber Bellows

2. Pinion

3. Rack

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4. Inner Ball Joint

5. Tie Rod

Rubber Bellows:-This rubber bellows is attached to the Rack and Pinion housing.
It protects the inner joints from dirt and contaminants. In addition, it retains the
grease lubricant inside the rack and pinion housing. There is an identical bellows
on the other end of the rack for the opposite side connection.

Fig.1.6 Steering Gear

Pinion:-The pinion is connected to the steering column. As the driver turns the
steering wheel, the forces are transferred to the pinion and it then causes the rack
to move in either direction. This is achieved by having the pinion in constant
mesh with the rack.

Rack:-The rack slides in the housing and is moved by the action of the meshed
pinion into the teeth of the rack. It normally has an adjustable bush opposite the
pinion to control their meshing, and a nylon bush at the other end.

10
Inner Ball Joint Or Socket:- The inner ball joint is attached to the tie-rod, to
allow for suspension movement and slight changes in steering angle.

Fig.1.7. Ball joint

Fig.1.8 Steering rod

Tie Rod:- A tie rod end is attached to the tie-rod shaft. These pivot as the rack is
extended or retracted when the vehicle is negotiating turns. Some tie-rods and tie-
rod ends are left or right hand threaded. This allows toe-in or toe-out to be
adjusted to the manufacturer's specifications.

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 Fig.1.9. Tie rod

1.5.2 Hydraulic steering system

The hydraulically operated four wheel steering system is a simple design, both in
components and operation. The rear wheels turn only in the same direction as the
front wheels. They also turn no more than 11/2 degrees. The system only activates at
speeds above 30 mph (50 km/h) and does not operate when the vehicle moves in
reverse. A two way hydraulic cylinder mounted on the rear stub frame turn the
wheels. Fluid for this cylinder is supplied by a rear steering pump that is driven by
the differential. The pump only operates when the front wheels are turning. A tank in
the engine compartment supplies the rear steering pump with fluid. When the
steering wheel is turned, the front steering pump sends fluid under pressure to the
rotary valve in the front rack and pinion unit. This forces fluid into the front power
cylinder, and the front wheels turn in the direction steered. The fluid pressure varies
with the turning of the steering wheel. The faster and farther the steering wheel is
turned, the greater the fluid pressure. The fluid is also fed under the same pressure to

12
the control valve where it opens a spool valve in the control valve housing. As the
spool valve moves, it allows fluid from the rear steering pump to move through and
operate the rear power cylinder. The higher the pressure on the spool, the farther it
moves. The farther it moves, the more fluid it allows through to move the rear
wheels. As mentioned earlier this system limits rear wheel movement to 11.2 degrees
in either the left or right direction. The steering system is shown in fig.1.10, Power
assisted hoses are constructed and designed to fit within the confinements of the engine
bay/sub-frame area. Design to operate under extreme temperatures (+/-) and pressures
depending on driving demands. Made from layers of high spec synthetic rubber, and
cord to provide additional strength and durability. The coupled joints and pre-bent pipes
are commonly made from zinc-dichromate and plated to resist corrosion. Combination
of metal pipe and rubber, also minimizes operating vibrations

Fig.1.10 Hydraulic steering system

1.5.3 Electro -Hydraulic steering system

Several 4WS systems combine computer electronic controls with hydraulics to

make the system sensitive to both steering angle and road speeds. In this design, a
speed sensor and steering wheel angle sensor feed information to the electronic

13
control unit (ECU). By processing the information received the ECU commands the
hydraulic system steer the rear wheels. At low road speed, the rear wheels of this
system are not considered a dynamic factor in the steering process. At moderate
road speeds, the rear wheels are steered momentarily counter 45 phase, through
neutral, then in phase with the front wheels. At high road speeds, the rear wheels
turns only in phase with the front wheels. The ECU must know not only road speed,
but also how much and quickly the steering wheel is turned. These three factors -
road speed, amount of steering wheel turn, and the quickness of the steering wheel
turn - are interpreted by the ECU to maintain continuous and desired steer angle of
the rear wheels. The basic working elements of the design of an electro-hydraulic
4WS are control unit, a stepper motor, a swing arm, a set of beveled gears, a control
rod, and a control valve with an output rod. Two electronic sensors tell the ECU
how fast the car is going. The yoke is a major mechanical component of this electro-
hydraulic design. The position of the control yoke varies with vehicle road speed.
For example, at speeds below 33 mph (53 km/h), the yoke is in its downward
position, which results in the rear wheels steering in the counter phase (opposite
front wheels) direction. As road speeds approach and exceed 33 mph (53 km/h), the
control yoke swings up through a neutral (horizontal) position to an up position. In
the neutral position, the rear wheels steer in phase with the front wheels. The
stepper motor moves the control yoke. A swing arm is attached to the control yoke.
The position of the yoke determines the arc of the swing rod. The arc of the swing
arm is transmitted through a control arm that passes through a large bevel gear.
Stepper motor action eventually causes a push-or-pull movement of its output shaft
to steer the rear wheels up to a maximum of 5 degrees in either direction. The
electronically controlled, 4WS system regulates the angle and direction of the rear
wheels in response to speed and driver's steering. This speed-sensing system
optimizes the vehicle's dynamic characteristics at any 46 speed, thereby producing
enhanced stability and, within certain parameters.

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 Fig.1.11 Electro-hydraulic steering system

1.5.4 Electro-hydraulic Steering - Future Development

In recent years vehicle manufacturers have developed systems such as throttle by

wire and brake by wire. These systems are electronically controlled and the
mechanical elements of these systems have been removed. Latest engineering
development shows the possibilities of steer by wire system. This again will be a
massive step forward in vehicle technology. With a electronically controlled steering
column andpower rack, controlled by a module and a series of sensors to monitor
other systems inputs and driver activities is something that must not be ignored.

15
Fig.1.12 Steering by wire

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 CHAPTER 2

Detailed Study of Project

2.1 Four Wheel Steering

In an active four-wheel steering system, all four wheels turn at the same time
when the driver steers. In most active four-wheel steering systems, the rear wheels
are steered by a computer and actuators. The rear wheels generally cannot turn as
far as the front wheels. There can be controls to switch off the rear steer and
options to steer only the rear wheels independently of the front wheels. At low
speed (e.g. parking) the rear wheels turn opposite of the front wheels, reducing the
turning radius by up to twenty-five percent, sometimes critical for large trucks or
tractors and vehicles with trailers, while at higher speeds both front and rear
wheels turn alike (electronically controlled), so that the vehicle may change
position with less yaw, enhancing straight-line stability. The "snaking effect"
experienced during motorway drives while towing a travel trailer is thus largely
nullified.

Four-wheel steering found its most widespread use in monster trucks, where
manoeuvrability in small arenas is critical, and it is also popular in
large farm vehicles and trucks. Some of the modern European Intercity buses also
utilize four-wheel steering to assist manoeuvrability in bus terminals, and also to
improve road stability. The first rally vehicle to use the technology was the
Peugeot 405 Turbo 16. Its debut was at the 1988 Pikes Peak International Hill
Climb, where it set a record breaking time of 10:47.77.[3] The car would go on to
victory in the 1989 and 1990 Paris-Dakar Rally, again driven by Ari Virtanen.

Previously, Honda had four-wheel steering as an option in their 1987–

2001 Prelude and Honda Ascot Innova models (1992–1996). Mazdaalso offered
four-wheel steering on the 626 and MX6 in 1988. However, only 16,500 vehicles
were sold with this system from its introduction in 2002 through 2004. Due to this
low demand, GM discontinued the technology at the end of the 2005 model

17
year.[4] Nissan/Infiniti offer several versions of their HICAS system as standard or
as an option in much of their line-up. A new "Active Drive" system is introduced
on the 2008 version of the Renault line. It was designed as one of several
measures to increase security and stability. The Active Drive should lower the
effects of under steer and decrease the chances of spinning by diverting part of the
G-forces generated in a turn from the front to the rear tires. At low speeds the
turning circle can be tightened so parking and manoeuvring is easier.

Fig.2.1 Four wheel steering

In later years, vehicle manufacturers have utilized the benefits of modern
designed systems which are controlled by the latest technologies. A number of
different systems are now in production and all have their own functional design.
They fall into two categories:
• Active four wheel steering

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• Passive rear wheel steering
Whether the manufacturers design uses twin steering racks, electronic actuators or
specially designed suspension bushings, both categories can and do improve the
vehicles steering and stability at high and low speed.

Fig.2.2 Active 4 wheel steer function in cars

In an active four-wheel steering system, all four wheels turn at the same time
when the driver steers. In most active four wheel steering systems, the rear wheels
are steered by a computer and actuators. The rear wheels generally cannot turn as
far as the front wheels.
This improves the stability of the car, through the turn. This effect is called
compliance under-steer and it, or its opposite, is present on all suspensions. On an
independent rear suspension system it is normally achieved by changing the rates
of the rubber bushings in the suspension. Some rear suspensions typically have
compliance over-steer due to the
geometry set up.

Two types of modes are used in 4 wheel steering namely

1. Slow speeds – Rear steer mode
2. High speeds – Crab steer mode

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 2.2 Steering Mechanisms
1. Ackermann steering geometry

2. Davis steering geometry

2.3.1 Ackermann steering geometry

It is a geometric arrangement of linkages in the steering of a car or
other vehicle designed to solve the problem of wheels on the inside and outside of
a turn needing to trace out circles of different radius. It was invented by the
German Carriage Builder Georg Lankensperger in Munich in 1817, then patented
by his agent in England, Rudolph Ackermann (1764–1834) in 1818 for horse
drawn carriages. Erasmus Darwin may have a prior claim as the inventor dating
from 1758. A simple approximation to perfect Ackermann steering geometry may
be generated by moving the steering pivot points inward so as to lie on a line
drawn between the steering kingpins and the centre of the rear axle. The steering
pivot points are joined by a rigid bar called the tie rod which can also be part of the
steering mechanism, in the form of a rack and pinion for instance. With perfect
Ackermann, at any angle of steering, the centre point of all of the circles traced by
all wheels will lie at a common point. Note that this may be difficult to arrange in
practice with simple linkages, and designers are advised to draw or analyze their
steering systems over the full range of steering angles.

Fig.2.5 Ackermann steering

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Modern cars do not use pure Ackermann steering, partly because it ignores
important dynamic and compliant effects, but the principle is sound for low speed
manoeuvres. Some race cars use reverse Ackermann geometry to compensate for
the large difference in slip angle between the inner and outer front tyres while
cornering at high speed. The use of such geometry helps reduce tyre temperatures
during high-speed cornering but compromises performance in low speed
maneuvers.

Fig.2.6 Rack pinion gear

The Ackerman Steering Principle defines the geometry that is applied to four
wheel drive to enable the correct turning angle of the steering wheels to be
generated when negotiating a corner or a curve. An Ackermann steering gear has
only turning pairs and thus is preferred. Its drawback is that it fulfils the
fundamental equation of correct gearing at the middle and the two extreme
position and not in all positions. With perfect Ackermann, at any angle of
steering, the centre point of all of the circles traced by all wheels will lie at a
common point.The intention of Ackermann geometry is to avoid the need for
tyres to slip sideways when following the path around a curve. The geometrical

21
solution to this is for all wheels to have their axles arranged as radii of a circle
with a common centre point. As the rear wheels are fixed, this centre point must
be on a line extended from the rear axle. Intersecting the axes of the front wheels
on this line as well requires that the inside front wheel is turned, when steering,
through a greater angle than the outside wheel. The principle of Ackerman
Steering is the relationship between the front inside tire and front outside tire in a
corner or curve.

2.3.2 Davis Steering Geometry

A Davis steering gear has sliding pairs which means more friction and easy
wearing. The gear fulfils the fundamental equation of gearing in all the positions.
However, due to easy wearing it becomes inaccurate after some time.

This is the reason why this type of steering mechaism are now absolute these days
and are not used in offroad vehicles as they are more prone to wear and tear.

Fig.2.7 Davis steering

It is recommended not to go for devis steering arrangement though it has accurate

mechanism and is mathematically better than ackerman but it should noted that its
availability is less and also it gets wear easily due to sliding pair.

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 Chapter 3

Design of Steering System

Steering system is used for controlling the directional characteristics and the stability
of the vehicle. So in order to design and manufacture an efficient steering system one
has to consider kinematic behaviour of the system during its operation.

3.1 Frame dimensions:

Rectangular iron frame: 860mm ×550mm
Square iron section : 18mm × 18mm

3.2 Bearing dimensions:

Bearing no. : 6202
Quantity :4

Dimensions - d (inside diameter) 15mm

Dimensions - D (outside diameter) 35mm
Dimensions - B (width) 11mm

3.3 Wheels dimensions:

Dimensions - D (outside diameter) 300mm

3.4 Chain used:

Vehicle : Hero Splendor + bike
Quantity : 1

3.5 Bolts:
Type : stud type
Dimensions : 20mm

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Thread type : Metric

3.6 Sprockets used:

Quantity : 5
Vehicle : Hero Splendor + bike

3.7 Nuts:
Type : hexagonal
Quantity : 8

3.8 Design calculations:

Permissible shear stress for steering rod = 220MPa
Modulus of rigidity = 79.3GPa
Angle of twist =0.5236 radian
Length of rod =500mm
TORSION EQUATION

Putting the values

(79.3×109×0.5236×10)
Shear stress =
500
= 85.53N-mm2 < 220N-mm2 [5]

Hence, design is safe.

Assume force on steering wheel = 20N
Torque = 20×180 =3600N-mm

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 Chapter 4

Equipments and Machines

5.1. Welding Machine:

For joining processes arc welding is used in which two metal pieces are welded with a
filler rod.

5.1.1. Machine specifications

Input power voltage AC440V (3phase) ±15%
Rated Input power capacity (KVA) 35
No-load voltage (V) 50/60
Output current range (A) 72
Rated output voltage (V) 20-630
Duty cycle (%) 44
Efficiency (%) 60
Power factor 85
Overall Dimension (mm) 0.95
Overall Dimension (mm) 55
Protection class 670x335x633
Driver adjustment arrange IP23
Diameter of rod (mm) 0-150

5.2 Lathe machine:

We know that lathe machine is the mother of all machines. Without this machine
components cannot be made. The general operations done with the lathe are grooving,
turning, cutting, sanding and etc. if anyone wants to operate the lathe machine then he
must first know about the feeds, cutting speed, depth of the cut and usage of tool should
be considered. Each lathe operation has got its own factors that need to be considered
before doing the work. The factors should be used properly so that one can avoid from
mishandling and mishaps while performing any kind of lathe operation. With every cut
desired the speed, depth and feed of the lathe machine is changed for precision.

The working of the lathe machine changes with every operation and cut desired. There
are a lot of operations used for using the lathe machine

25
Following specifications are as follows:

5.3 Vernier calipers: The main use of the vernier caliper is to measure the internal
and the external diameters of an object. To measure using a vernier scale, the user first
reads the finely marked "fixed" scale (in the diagram). This measure is typically between
two of the scale's smallest graduations. The user then reads the finer vernier scales (see
diagram), which measures between the smallest graduations on the fixed scale—
providing much greater precision.

It is also used in measuring an object to its lowest decimal point.

5.4 Screwgauges: micrometer screw gauge, is a device incorporating
calibrated screw widely used for precise measurement of components[1] in mechanical
engineering and machining as well as most mechanical trades, along with
other metrological instruments such as dial, vernier, and digital callipers. Micrometers are
usually, but not always, in the form of callipers (opposing ends joined by a frame), which
is why micrometer calliper is another common name. The spindle is a very accurately
machined screw and the object to be measured is placed between the spindle and the
anvil. The spindle is moved by turning the ratchet knob or thimble until the object to be
measured is lightly touched by both the spindle and the anvil.

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 Chapter 5
Fabrication of steering system

The most frequently used type of steering, are using the front two wheels of the vehicle.
This type of steering suffers from the comparatively larger turning circle and the extra
effort required by the driver to negotiate the turn. Some types of industry battery trucks
and industry backhoe loaders use this type, where only the two rear wheels control the
steering. It can produce smaller turning circles, but is unsuitable for high speed purposes
and for ease of use. Many modern cars use rack and pinion steering mechanisms.
The parts used for fabrication of vehicle are sprockets, steering system, wheels, forks etc
mounted on rectangular chassis .
5.1 Objectives of present work
The main objectives of present work are as follows:
1. To ease the lane changing at high speeds making it less steering intensive.
2. To improve the straight-line stability at high speeds.
3. To minimize the negative effects of road irregularities on the vehicle’s stability.
4. To make the wheels rotate at their own axis.
5. To minimize vehicle’s turning radius which enables the U- turns easily.
6. To achieve better stability of the vehicle.
7. To enable the vehicle to turn 360 degrees, without moving from the spot, i.e. the
vehicle has zero turning radius.

5.2 Welding of rectangular chassis:

In this welding is done in which square iron rods are joined and finished by grinder.

Fig.5.2. Iron rod cutting

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5.3 Wheels Mounting:
After frame is ready small bicycle wheels are taken and axles are transition fitted
inside the hub.

Fig.5.3 Wheels mounting

5.4 Setup for Sprockets and Bearings:

After all the four wheels are threaded in a support, major part is to locate bearing
and sprockets so that it can work efficiently.

Fig.5.4 Bearing adjustment

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5.5 Bolts, Nuts, Chain Installation in bushes:
After wheels setup sprockets, bearings and nuts are fitted on bush and fixed with
the help of welding.

Fig.5.5 Chain Adjustment

5.6 Steering wheel Mounting:

Wheels are ready for rotation but chain has to be mounted to undergo
steering mechanism.

Fig.5.6. Steering adjustment with sprockets

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5.7 Final fabrication of steering system:
All the components are installed at their right place so the project complete for
inspection.

Fig.5.7 Steering system ready for inspection

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 Chapter 6

Conclusion

A vehicle featuring low cost and user friendly steering mechanism has been introduced.
This focused on a steering mechanism which offers feasible solutions to a number of
current maneuvering limitations. A prototype for the proposed approach was developed
by introducing separate mechanism for normal steering purpose and 360 steering
purpose. This prototype was found to be able to be maneuvered very easily in tight
spaces, also making 360° steering possible. The time analysis, for the time required to
perform a parallel parking maneuver and a 360 degree turn was carried out, and it was
established that the implementation of the modification, led to decrease in the time
required for the performance of the above operations. The prototype was tested to ensure
the conformity with same. The steer forces required on each wheel was obtained and
applied. The disadvantages associated with the current prototype were the need to pull
two different levers to engage the system, and the space constraints for incorporating the
system.

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