ABSTRACT

This Steering is the term applied to the collection of components, linkages, which will

allow for a vehicle to follow the desired course. An exception is the case of rail transport by

which rail tracks combined together with railroad switches provide the steering function. 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. Other arrangements are sometimes

found on different types of vehicles, for example, a tiller is rear–wheel steering. Tracked

vehicles such as tanks usually employ differential steering that is, the tracks are made to

move at different speeds or even in opposite directions to bring about a change of course. In

convertible four wheel steering with three mode steering can be changed as needed which

assists in parking at heavy traffic conditions, when negotiating areas where short turning

radius is needed and in off road driving

1
 CONTENTS

SI No TOPICS Page No

1 Introduction 3

2 Working principle 4

3 Principle and Components 6

4 Cost estimation 8

5 Future scope

2
 LITERATURE REVIEW

PROJECT IMPLEMENTATION STRATEGY

Having gone through study of various tangible &intangible factors for the feasibility of our

project we have assigned each member of the team the following respective roles for easy

and higher performance.

• Design Analyzer

• steering system designer

• Brakes and Tyre’s Designer

Phase-I: Every team member Identified and Studied the nearest existing systems, methods,

resources corresponding to their assigned roles and there by documenting every information.

Phase-II: The team designed and modeled the systems in the appropriate CAD Software.

New generation of active steering systems distinguishes a need of steering of rear

wheels for the reason of directional stability from a need of steering of rear wheels for the

reason of cornering at slow speed.Condition for True Rolling While tackling a turn, the

condition of perfect rolling motion will be satisfied if all the four wheel axes when

projected at one point called the instantaneous center, and when the following equation

satisfied

cot   cot   c / b

3
4
 CHAPTER-1

INTRODUCTION

Nowadays, the condition of increasing road traffic makes the handling of vehicles more

difficult. The present scenario demands an exploration of new vehicle handling mechanism,

which in turn forces us to find out an alternative way instead of current system or a modified

steering mechanism for better handling. While the vehicle enters a congested or narrow area

there would be no one who doesn’t wish for, if they would be able to reduce the turning

radius of their vehicle or if they could move the whole vehicle sideways without turning the

vehicle. Here, comes the application of three Mode Interchangeable four Wheel Steering,

which provides the same by steering the rear wheels too as our requirement. With the help of

this system, the rear wheels also can be turned with respect to the direction of front wheels

whenever required. Thus, the vehicle can be controlled more effectively especially during

cornering, parking. When both the front and rear wheels steer toward the same direction, they

are said to be in-phase. When the front and rear wheels are steered in opposite direction, this

is called anti-phase, counter-phase or opposite phase. Our project concentrates on the

advancement in steering system of an automobile with the objective to reduce the turning

radius considerably up to 45 - 55 %, thereby reducing the space required to turn, and provide

a sideways movement for easier parking and to reduce driver’s effort and handling.

5
 CHAPTER-2

WORKING PRINCIPLE

Our project consists of a steering setup, spur gears, bevel gears and lock nut. When the

lock nut is removed, the steering operation is carried out in normal condition. That is only

front wheels steer. But when the lock nut is inserted, the other two modes can be used. When

the gear arrangement is pushed to one position, the bevel gears get engaged and the steering

of rear wheel is ensured and is in same direction as that of the front wheels. When the gear

arrangement is moved to other side, the bevel gear disengages and the spur gear gets

engaged. Due to spur gear arrangement, the rear wheel steers in opposite direction to the front

wheel. This results in third mode steering. The three modes are,

 Normal Mode

 Reduced Turning Radius Mode

 Sliding Mode

6
2.1 Normal Mode
While tackling a turn, the condition of perfect rolling motion will be satisfied if all the

four wheel axes when projected at one point called the instantaneous centre. When the lock

nut is removed, the steering operation is carried out in normal condition. That is only front

wheels steer.

2.2 Reduced Turning Radius Mode

In 3rd mode of operation when another lock nut is inserted. The gear arrangement is

moved to other side, the bevel gear disengages and the spur gear gets engaged. Due to spur

gear arrangement, the rear wheel steers in opposite direction to the front wheel. This results

in third mode steering.

2.3 Sliding Mode

In 2nd mode operation when the lock nut is inserted, the other two modes can be used.

When the gear arrangement is pushed to one position, the bevel gears get engaged and the

steering of rear wheel is ensured and is in same direction as that of the front wheels.

7
 CHAPTER-3

PRINCIPLES & COMPONENTS

3.1 Ackermann Steering Mechanism

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. But this may be difficult to arrange in

practice with simple linkages. Hence, 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. Fig 3.1 shows the Ackerman steering mechanism

3.2 Steering Wheel

It is made up of steel ring welded together on a hub with the help of two, three or four

spokes. After welding ring with the spokes is ebonite moulded on it.

3.3 Steering Column

This is a hollow steel pipe in which steering shaft is housed. One end of the pipe is fixed

on the steering box, while the other end is usually held with the help of bracket under the

instrument panel.

3.4 Steering Shaft

It is made up of good quality steel. One end is fixed in the steering wheel with the help of

spines or key and kept tight by nut. The other end with worm is secured firmly in the steering

box with the help of bearing placed both on top and bottom. Sometimes, instead of one shaft,

two pieces of shaft are also used.

8
3.5 Steering Gear Box

Its function is to convert rotary motion of wheel in to-and-fro motion of drop arm so that

the drag link tied up with drop arm can be pushed or pulled resulting into moving stub axle to

right or left as desired by the driver.

3.6 Drop arm

It is forged out of good quality steel. Its one side is provided with splines which match the

spline sector shaft and held on sector shaft by nut. The other end has a tapered hole in which

ball end is held tight with the help of nut.

Fig3.1 Ackerman steering Mechanism

9
 CHAPTER 4

DESIGN

This project consists of front rack and pinion mechanism assisted by three bevel gears of

which one is connected to front pinion, one is connected to steering rod in which input is

given by the driver and third one will be connected to rear pinion. Rear wheel system consists

of two racks with two pinions. One of the racks will be in front of the rear wheel axis

(primary rack) and the other will be behind the axis (secondary rack). Also at any point in

the system, one of the rack & pinion assembly will be engaged with the other being

disengaged. Motion of pinion will be guided by an actuating pump connected to intermediate

shaft which will receive input from speed sensors. The engaging & disengaging of the rack &

pinion assembly will depend on the input received from the speed sensor. At lower speeds

i.e. below 35kmph the pinion will be in contact with secondary rear rack so as to keep the

wheel‟s motion out of phase while for speeds above 35kmph pinion will be in contact with

front rack of rear steering system, giving in phase motion to wheels. This position of the rear

pinion on the rack is controlled by a hydraulic circuit and an actuator mechanism. The angle

turned by rear wheels will not be as high as that of front wheels because the function of rear

steering system is to assist the motion of front wheels and not provide its own direction. This

change of angle is obtained by changing gear ratio of rack and pinion.

10
 CHAPTER 5

COST ESTIMATION

SI NO ITEM QUANTITY PRICE

11
1 Steering wheel 1 300

2 Steering rod 1 250

3 Rack 3 2000

4 Pinion 3 400

5 Spur gear 2 2000

6 Bevel gear (50 mm) 3 5000

7 Tyres 4 3000

8 Frames - 1000

9 Ball Bearing (6003) 4 6000

10 Knuckle arms 1

GRAND TOTAL 20950

12
CHAPTER 5

DESIGN

13
 CHAPTER 6

FUTURE SCOPE

Thus the four-wheel steering system has got cornering capability, steering response, straight-

line stability. Even though it is advantageous over the conventional two-wheel steering

system, 3MI 4WS is complex and expensive. Currently the cost of a vehicle with 3MI 4WS is

more than that for a vehicle with the conventional two wheel steering. On large scale

industrial production we can reduce the cost of this system.

The rapid increasing in number of vehicles on road day by day, demands an

exploration of such mechanism to reduce driver’s effort and get rid of from the huge traffic.

If an electronic and hydraulic assistance is given to 3MI 4WS system, it will reduce the

complexity and helps in better handling.

14
 CHAPTER 7

TIME EVALUATION

SI NO JOB TIME

1 Model designing 1 week

2 Purchasing Raw materials 2 week

3 Frame construction 3 week

4 Assembly 1 week

5 Commissioning 2 days

6 Finishing works 1 week

Total time required (Approximately) 2.5 months

15