CHAPTER 1

INTRODUCTION

In order to increase the performance, stability and the driving

pleasure, some improvements are achieved using technologies such as
active-suspension, anti-lock braking system, traction control system,
electric steering system and the Four Wheel Active Steering System. Of
the above mentioned topics, four wheels active steering system will be
discussed. Theoretical research has been done by various researchers and
quiet progressive ideas have been introduced but the current device has
problem which needs to be solved. To understand this system clearly, a
general idea and an application of constant mesh gear box with involutes
tooth profile of spur gear is required. Because of the present
circumstances, this paper focuses only on the design of the four wheel
steering. Firstly, out of the cars currently in the production, a basic model
was used to study the Rack and pinion steering; it is then applied to the
rear wheels. This paper focuses on the mechanical feasibility and the
innovative design involving a rack and pinion system for rear wheels
connected to the steering column by a combination of spur gear assembly.
The movement of the rear wheels is done by the movement of rear pinion,
which in turn moves the rear wheels.

1.1 Steering

Steering is the term applied to the collection of components,

linkages, etc. which will allow a vessel (ship, boat) or vehicle (car,
motorcycle, and bicycle) 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

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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, 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.

1.2 Basic Geometry

The basic aim of steering is to ensure that the wheels are pointing
in the desired directions. 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-centering towards the
direction of travel.

The steering linkages connecting the steering box and the wheels
usually conforms to a variation of Ackermann steering geometry, to
account for the fact that in a turn, the inner wheel is actually travelling a
path of smaller radius than the outer wheel, so that the degree of toe
suitable for driving in a straight path is not suitable for turns. The angle
the wheels make with the vertical plane also influences steering dynamics
(see camber angle) as do the tires.

Many modern cars use rack and pinion steering mechanisms,

where the steering wheel turns 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

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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.

The rack and pinion design has the advantages of a large degree of
feedback and direct steering "feel". A disadvantage is that it is not
adjustable, so that when it does wear and develop lash, the only cure is
replacement.

Older designs often use the re-circulating ball mechanism, which is

still found on trucks and utility vehicles. This is a variation on the older
worm and sector design; the steering column turns a large screw (the
"worm gear") which meshes with a sector of a gear, causing it to rotate
about its axis as the worm gear is turned; an arm attached to the axis of
the sector moves the Pitman arm, which is connected to the steering
linkage and thus steers the wheels. The re-circulating ball version of this
apparatus reduces the considerable friction by placing large ball bearings
between the teeth of the worm and those of the screw; at either end of the
apparatus the balls exit from between the two pieces into a channel
internal to the box which connects them with the other end of the
apparatus, thus they are "re-circulated".

The re-circulating ball mechanism has the advantage of a much

greater mechanical advantage, so that it was found on larger, heavier
vehicles while the rack and pinion was originally limited to smaller and
lighter ones; due to the almost universal adoption of power steering,
however, this is no longer an important advantage, leading to the
increasing use of rack and pinion on newer cars. The re-circulating ball
design also has a perceptible lash, or "dead spot" on centre, where a
minute turn of the steering wheel in either direction does not move the

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steering apparatus; this is easily adjustable via a screw on the end of the
steering box to account for wear, but it cannot be entirely eliminated
because it will create excessive internal forces at other positions and the
mechanism will wear very rapidly. This design is still in use in trucks and
other large vehicles, where rapidity of steering and direct feel are less
important than robustness, maintainability, and mechanical advantage.

The worm and sector was an older design, used for example in
Willys and Chrysler vehicles, and the Ford Falcon (1960s).

Other systems for steering exist, but are uncommon on road

vehicles. Children's toys and go-karts often use a very direct linkage in
the form of a bell crank (also commonly known as a Pitman arm)
attached directly between the steering column and the steering arms, and
the use of cable-operated steering linkages (e.g. the Capstan and
Bowstring mechanism) is also found on some home-built vehicles such as
soapbox cars and recumbent tricycles.

Fig 1.2 Rack and pinion steering mechanism

1. Steering wheel; 2 Steering column; 3 Rack and pinion; 4 Tie rod

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1.3 FOUR WHEEL STEERING

1.3.1 4 Wheel Steering

Four-wheel steering, 4WS, also called rear-wheel steering or all-

wheel steering, provides a means to actively steer the rear wheels during
turning maneuvers. It should not be confused with four-wheel drive in
which all four wheels of a vehicle are powered. It improves handling and
helps the vehicle make tighter turns. Production-built cars tend to under
steer or, in few instances, over steer. If a car could automatically
compensate for an under steer /over steer problem, the driver would enjoy
nearly neutral steering under varying conditions.

4WS is a serious effort on the part of automotive design engineers

to provide near-neutral steering. The front wheels do most of the steering.
Rear wheel turning is generally limited to half during an opposite
direction turn. When both the front and rear wheels steer toward the same
direction, they are said to be inphase and this produces a kind of sideways
movement of the car at low speeds. When the front and rear wheels are
steered in opposite direction, this is called anti-phase, counter-phase or
opposite-phase and it produces a sharper, tighter turn.

This project aims at developing a 4 Wheel Steering System which

would cater to the needs of people. This system is employed to improve
steering response, increase vehicle stability while maneuvering at high
speed, or to decrease turning radius at low speed.

The concept is simple. Rather than controlling a car solely by the

angle at which the front tires meet the road the method used by wheeled
vehicles since the horse-drawn carriage, four-wheel steering turns the
wheels simultaneously at both ends of the car. The idea is intuitively

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appealing to any city driver who has ever pulled up to a too-short parking
space and wished he could point all four tires toward the curb and crab
right in.

Not so easy. For starters, the rear wheels of a four-wheel-steer car

do not always turn in tandem with the front wheels. Depending on the
speed of the car, the rear wheels may turn in the same direction (same-
side steering) as the front wheels, or in the opposite direction (counter
steering). Most of the new four-wheel-steer autos are capable of both
counter steering and same-side steering. In sharp, slow-speed turns,
counter steering can shave a full yard off a standard sedan's turning
radius. At high speeds, however, counter steering can make a car
dangerously unstable, while same-side steering actually improves the
ride.

The difference comes from the dynamics of high speed motoring.

When a driver travelling at highway speeds turns the wheel of a
conventional, two-wheel steering car, the front tires immediately begin to
pivot and the car's forward momentum generates a powerful sideways or
cornering force at the front axle. The rear tires, however, have to wait
until the car has actually started its turn before they begin to generate a
corresponding force at the rear axle. That is why a car with two-wheel
steering fishtails during lane changes; the back end is trying to catch up to
the front. In extreme cases, or under slippery conditions, the rear of the
car may fishtail out of control.

In a four-wheel-steer car, this high-speed sway can be damped or

even eliminated through the use of same-side steering. When the rear
wheels are turned at the same time and in the same direction as the front
wheels, the back end turns with the front, and the cornering forces occur

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at both axles simultaneously. The car slides smoothly to the side without
sway or fishtail.

1.3.2 Technical Details

In four-wheel steering systems, the rear wheels are steered by a

rack and pinoin. The rear wheels generally cannot turn as far as the front
wheels. Some systems allow the rear wheels to be steered in the opposite
direction as the front wheels during low speeds. This allows the vehicle to
turn in a significantly smaller radius—sometimes critical for large trucks
or tractors and vehicles with trailers.

Many modern vehicles offer a form of passive rear steering to

counteract normal vehicle tendencies. On many vehicles, when cornering,
the rear wheels tend to steer slightly to the outside of a turn, which can
reduce stability. The passive steering system uses the lateral forces
generated in a turn (through suspension geometry) and the bushings to
correct this tendency and steer the wheels slightly to the inside of the
corner. 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.

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.

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

1987–2000 Prelude and Honda Ascot Innova models (1992–1996).
Mazda also offered four-wheel steering on the 626 and MX6 in 1988.

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General Motors offered Delphi's Quadra steer in their consumer
Silverado/Sierra and Suburban/Yukon. However, only 16,500 vehicles
have been sold with this system since its introduction in 2002 through
2004. Due to this low demand, GM discontinued the technology at the
end of the 2005 model year. 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 Laguna 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.

1.3.3 Modes in 4WS system

1.3.3.1 Four Wheel Steer

In Four Wheel Steer mode the rear wheels will always follow the
front ones and will give the tightest turning circle. You may switch to and
from this position at any time in the field and the rear wheels will re-align
automatically regardless of the front wheel position.

1.3.3.2 Rear Wheel Steering

A few types of vehicle use only rear wheel steering, notably fork
lift trucks, camera dollies, early pay loaders, Buckminster Fuller's
Dymaxio car, and the Thrusts SC. Rear wheel steering tends to be
unstable because in turns the steering geometry changes hence decreasing
the turn radius (oversteer), rather than increase it (Understeer).

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 A rear wheel steered automobile exhibits non-minimum phase
behavior. It turns in the direction opposite of how it is initially steered. A
rapid steering input will cause two accelerations, first in the direction that
the wheel is steered, and then in the opposite direction: a "reverse
response." This makes it harder to steer a rear wheel steered vehicle at
high speed than a front wheel steered vehicle.

1.3.3.3 Passive Rear Wheel Steering

Many modern vehicles offer a form of passive rear steering to

counteract normal vehicle tendencies. For example, Subaru used a
passive steering system to correct for the rear wheel's tendency to toe-out.
On many vehicles, when cornering, the rear wheels tend to steer slightly
to the outside of a turn, which can reduce stability. The passive steering
system uses the lateral forces generated in a turn (through suspension
geometry) and the bushings to correct this tendency and steer the wheels
slightly to the inside of the corner. 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. Typical methods of achieving
compliance Under steer are to use a Watt's Link on a live rear axle, or the
use of toe control bushings on a twist beam suspension. On an
independent rear suspension it is normally achieved by changing the rates
of the rubber bushings in the suspension. Some suspensions will always
have compliance over steer due to geometry, such as Hotchkiss live axles
or a semi-trailing arm IRS.

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1.4 FEATURES OF THE FOUR WHEEL STEERING SYSTEM

The Four Wheel steering system offers a 21% reduction in turning

radius. So if a vehicle is capable of making a U-turn in a 25-foot space. It
allows the driver to do it in about 20 feet. A front wheel active steering
function was added to Rear Active Steer adopted on the Fuga. By
controlling the steering angle of all four wheels, this active steering
system helps improve stability and response at high speed and helps
reduce driver’s steering workload at low speed. To achieve precise
vehicle

• Vehicles move smoothly and are easy to drive both in the city
and on winding roads.
• Added stability means vehicles can be driven safely on
expressways and when changing lanes.
• Quick and responsive control system will allow gentle steering
operation.

At high speeds, the four wheel steering system avoids skidding in cars
taking higher n sharper turns using ABS system. And at slow speeds, the
four wheel steering system helps in reducing v turning radius by 21%
which has its applications in parking etc.

1.5 AVOIDING AN OBSTACLE DURING EXPRESSWAY

DRIVING

For parking and low-speed maneuvers, the rear Wheel steer in the
opposite direction of the front wheels, allowing much sharper turns. At
higher speeds, the rear wheels steer in the same direction as the front
wheels. The result is more stability and less body lean during fast lane

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changes and turns because the front wheels don’t have to drag non-
steering rear wheels onto the path.

The mechanism due to which the rear wheels turn one way at low
speeds and another direction at high speeds can be controlled
electronically or hydraulically too. The Japanese automakers have come
up with an astonishing variety of technological solutions. Example:
Mazda’s 626 four-door sedan turns its rear wheels electronically. Sensors
monitor the car’s speed and its front-wheel angle and pass the
information to an onboard computer, which determines in what direction
the back wheels should turn. At speeds less than 22 mph, the rear wheels
counter steer; at more than 22 mph, their turn version is simpler but more
limited. On its four-wheel steer, some models, now available in Japan, the
rear wheels are incapable of counter steering, but they can turn with the
front wheels in the same direction as the front wheels. Mitsubishi’s
Galant at high speeds, the action is controlled hydraulically. The higher
the oil pressure, the more sharply the rear wheels turn. The 2002 Sierra
Denali’s turning radius is almost 10 feet smaller than the 2001 Sierra C3.

1.6 RECENT APPLICATION

Four-wheel steering found its most widespread use in monster

trucks, where maneuverability in small arenas is critical, and it is also
popular in large farm vehicles and trucks. General Motors offers Delphi’s
Quadra steer in their consumer Silverado/Sierra and Suburban/Yukon.
However, only 16,500 vehicles have been sold with this system since its
introduction in 2002 through 2004. Due to this low demand, GM will not
offer the technology on the 2007 update to these vehicles. Previously,
Honda had four-wheel steering as an option in their 1987-2000 Prelude,
and Mazda also offered four-wheel steering on the 626 and MX6 in 1988.

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A new “Active Drive” system is introduced on the 2008 version of the
Renault Laguna 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 maneuvering is
easier.

1.6.1 Four Wheel Steering Arrangement

Steering input is fed into the system through the steering wheel.
Steering gear multiplies the steering effort applied to the steering wheel
by the driver. It also converts the turning motion of the steering wheel
into a linear motion. The steering linkage transmits motion from the
steering gear to the wheels and regulates the relative positions of the
wheels.

1.7 OBJECTIVES

There are two objectives need to be achieved by the end of the

semester which are:

i. To develop an active control of four wheel steering system on

RC vehicle.
ii. To analytically study the advantages of additional rear wheel
steering system in reducing the turning radius during
maneuver.

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1.8 SCOPE

The main scopes for this project are:

i. To reduce the turning radius of the vehicle.

ii. To modify the existing Forward Wheel Steering (FWS) of
RC vehicle into 4 Wheel Steering (4WS) systems.

1.9 PROBLEM STATEMENT

Nowadays, many vehicles are still using the two wheel steering
system as their main handling system for their vehicle. But the efficiency
of the two wheel steering (2WS) vehicle is proven that it is still low
compared to the four wheel steering (4WS) system car. So, this project is
based on how to prove that the 4WS is better than 2WS .

For this, various designs must be made to search for the right
mechanism to make the rear wheel to become the steerable rear wheel
system, combine with the front wheel steering system and become the
four wheel steering (4WS) system.

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 CHAPTER 2

LITERATURE REVIEW

Literature review is the initial step to collect all the information and
data about the topic that for this research, and from the information
gathered, it will be analyze and the experiment testing will be done
according to the journal or research, to get the real result from the real
situation. When gathering the information about this topic, several
sources have been used, such as journal, references book, website and
other source regarding to the research topic from the already made
product as guidance to learn more about the topic for this project.
Therefore, this initial stage is very important to learn more the topics, to
get know the problems arise and how to solve it before doing the
simulation and experiment procedures.

2.1 Steering system

The handling characteristics of a road vehicle refer to its response

to the steering commands and to the surrounding inputs, such as wind
gust and road disturbances, that effect the direction of the vehicle. There
are two basic problems in vehicle handling: one is the control of the
direction of motion of the vehicle; the other is its ability to stabilize its
direction of motion against external disturbances (Wong, 2001).

Generally, wheeled vehicles are divided into two different types:

single track vehicles and track-trailers. This project deals with single
track vehicles, which are passenger cars or car-like vehicles/robots that
are viewed as a single steering tractor. From the viewpoint of steering,
single track vehicles are further classified into two types of vehicles. The
first is a front-steering vehicle (2WS) in which only the two front tires are

14
steered and second is a full-steering vehicle (4WS) in which the front and
rear tires are steered independently. The primary task of vehicle lateral
motion control is path/lane following, or more plainly, keeping a vehicle
on a road or in a lane. Vehicle lateral dynamics are relatively easy to
control because they almost solely depend on controlling a steering
subsystem.

2.2 Four-Wheel Steering

Full steering vehicles, or two-wheel steering (2WS) vehicles

significantly outperform front steering, or four-wheel steering (4WS)
vehicles in handling and stability. When a vehicle enters a curved path,
the rear wheels first steer in the opposite direction of the front wheels in
order to generate sufficient yaw motion to follow the desired yaw rate.
Then, the rear wheels synchronize with the front wheel to keep the
desired yaw rate value and to control the lateral motion for path tracking.

The lateral motion in the y-axis of an automotive vehicle is

considered when analyzing steering systems. Lateral motion of the
automotive vehicle implies how the vehicle responds to steering input. A
human driver (HD) controls the lateral dynamics of a vehicle by
indirectly affecting the forces generated by the wheels of the vehicle.
These forces are influenced by many systems, including the steering
system of an automotive vehicle.

Fig 2.2 Four Wheel Steering

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 Four-wheel steering (4WS) systems control both front and rear
steering angles as a function of driver input and vehicle dynamics. The
front-wheel steering (FWS) controller alters the direction of the front
wheels as a function of the drivers input with or without a mechanical
link. Active FWS provides an electronically controlled superposition at
an angle to the steering wheel angle. This additional degree of freedom
enables a continuous and driving-situation dependent adaptation of the
steering characteristics. Active FWS optimizes features such as steering
comfort, effort, and steering dynamics. However, the rear-wheel steering
(RWS) controller does not influence the front-steering angle (this task is
left to the driver) but rather affects the vehicle dynamics by adjusting the
steering angle of the rear wheels. For vehicles operating under normal
operation circumstances, controlling lateral dynamics using a SBW 4WS
conversion mechatronic control system is desirable; here the front and
rear steering angles are the two control inputs.

2.3 Steering Kinematics And Turning Radius

Fig 2.3 Ackerman Steering

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 Analyzing kinematics of different steering configurations allows
the characteristics of diverse steering modes to be practical and efficient
with regards to various performance standards. However, all kinematic
studies are idealized analyses in light of the fact that the wheel to ground
interaction isn’t taken into account. Straight driving benefits as a footing
for evaluating steady-state turning. Additionally, to reduce the lateral
forces on the wheels during a turn, all of the wheels should be in a rolling
condition. For wheels to continue in a pure rolling event during turning,
the wheels must follow a curved path with different radii starting from a
common center. The relationship between the steering angle of the inside
and outside front wheels may be attained from physics and geometry.

Additionally, the research of alternative technologies in the field of

automotive propulsion is an important topic of modern vehicle solutions.
Due to this trend, many problems such as energy efficiency and
environmental impact represent a primary objective in automotive design
combined with fundamental aspects concerning driver safety and
consequently vehicle stability as a whole.

2.4 Previous Solutions

A FWS system without a mechanical link between steering hand

wheel (HW) and the steering angle (i.e. an active FWS SBW conversion
mechatronic control system) is reviewed. With regard to consumer truck
and smart-utility vehicles (SUV) platforms, scientists and engineers are
designing and developing a SBW 4WS conversion mechatronic control
system that will be offered on select vehicles, as well as full size pickup
platforms. The considerable function certainly is that this improvement
allows larger vehicle platforms a shorter turning radius for tight
maneuvering and better road handling manners, especially under loaded

17
and towing circumstances. Delphi Corporation created an innovative
system which is scheduled to reach consumers in 2016 and is termed
Quadra steer. It is a SBW 4WS conversion mechatronic control system
using RWS on the two rear wheels. This system is designed to assist large
trucks and SUVs while maneuvering in small spaces as well as to
increase stability by highway values of vehicle velocity.

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 CHAPTER 3

METHODOLOGY

This project consists of front rack and pinion mechanism assisted

by two 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 one
rack with one pinion. The rack will be in front of the rear wheel.

3.1 Condition of True Rolling

While taking a turn, the condition of perfect rolling motion will be

satisfied when all the four wheel axes will be projected at a point and the
fundamental equation of correct gearing will be satisfied.

Fig 3.1 True Ackermann Steering Gear

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3.2 For Low Speeds

At slow speeds, the rear wheels turn in the opposite direction to

that of front wheels. This mode is used to navigate through crowded
places where it will decrease the turning radius. As the speed keeps on
increasing, the turning of the rear wheels will keep on decreasing, due to
the use of gearbox, as shown in figure

Fig 3.2 Low Speed Steering

3.3 Power Transmission

Primary Reduction 1.000 (40/40)

Final Reduction 0.633 (31/49)

1st gear 1.000 (40/40)

2nd gear 0.905 (38/42)

3rd gear 0.818 (36/44)

4th gear 0.633 (31/49)

Reverse gear 1.000 (28/28)

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3.4 Steering System

3.4.1 Rack and Pinion

Fig 3.4.1 Rack and Pinion Assembly

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.

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3.4.2 Bevel Gears

Fig 3.4.2 Bevel Gears

Three bevel gears are used in this project to transmit the motion
given to steering wheel by driver to front as well as rear wheels. Steering
wheel is connected to vertical bevel gear by the means of connecting rod.
This vertical bevel gear transmits motion to two horizontal bevel gears of
which one will be connected to front pinion and other one to rear pinion.
Depending on gear ratio front pinion will receive input from the gear and
this will give the front wheels its respective motion. Also same in case for
rear pinion it will be given input from gear assembly and the pinion will
set its position on respective rack depending on speed of the vehicle
controlled via the sensor, hydraulic pump and telescopic shaft.

Advantage: One is to one gear ratio helps in motion of rear

pinions to act in accordance with the steering wheel and front pinion

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3.5 COMPONENTS AND WORKING

Fig 3.5 Block Diagram

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 Table 3.5 LIST OF COMPONENTS

Sl. No COMPONENTS QUANTITY

1 Steering system 1

2 Rack and pinion 2

3 Bevel gear 2

4 Wheels 4

5 Spur gear 4

3.5.1 Bevel Gear

Bevel gears are gears where the axes of the two shafts intersect and
the tooth-bearing faces of the gears themselves are conically shaped.
Bevel gears are most often mounted on shafts that are 90 degrees apart,
but can be designed to work at other angles as well. The pitch surface of
bevel gears is a cone.

3.5.2 Rack and Pinion

A rack and pinion is a type of linear actuator that comprises a pair

of gears which convert rotational motion into linear motion. A circular
gear called "the pinion" engages teeth on a linear "gear" bar called "the
rack"; rotational motion applied to the pinion causes the rack to move
relative to the pinion, thereby translating the rotational motion of the
pinion into linear motion.

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3.5.3 Wheel

A wheel is a circular component that is intended to rotate on

an axle bearing. The wheel is one of the key components of the wheel and
axle which is one of the six simple machines. Wheels, in conjunction with
axles, allow heavy objects to be moved easily facilitating movement or
transportation while supporting a load, or performing labor in machines.
Wheels are also used for other purposes, such as a ship's wheel, steering
wheel, potter's wheel and flywheel.

3.5.4 Input Shaft

It is a rotating element that transmits the power from front pinion

to gear. All the gears mounted on this shaft are free to rotate about their
axis.

3.5.5 Output Shaft

It is a rotating element that transmits the power from the gear to the
rear pinion. All the gears mounted on this shaft are keyed to the shaft.

3.6 DESIGNS FOR FOUR WHEEL STEERING

3.6.1 Basic Layout

Fig 3.6.1 2D Design

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3.6.2 Primary Components

• Rack and Pinion

• Bevel gears
• Spur gears
• Shafts
• Tyres
• Steering rod

3.7 Working Mechanism

The two mode steering system is always having multi operational

process. That is vehicle attached gear box contain lock nut, which is used
engaged and disengaged system

Mode1: Normally spur is disengaged which condition is front

steering system only turn to front steering only

Mode2: lock nut going to locked position which condition spur

gear always engaged then four wheel steering mode change, it is used
easy to car parking and turning the vehicle in small radius.

Above the speed of 35 km/h, the system steers toward the same
phase-direction as the front wheels, thereby generating an increased
cornering force for stability. The maximum steering angle of the rear
wheels extends 10 degrees.

Our main objective was to achieve the counter phase mechanism.

In counter phase mechanism if we turn the steering wheel to right front 2
wheels will move to right side and rear two wheels will move to the left
side. And if we turn the steering wheel to left the front two wheels will

26
move to left and rear two wheels will move to right. To achieve this we
used spur gear set in our project. This mechanism can be described
completely by the following figures.

3.7.1 When the steering wheel is in initial position

Here we can see that if we do not turn the steering wheel both front
wheels and rear wheels will remain in the same line direction. There will
be no movement of wheels. So vehicle will move straight.

3.7.2 When the Steering Wheel Is Turning To Right

Here the steering wheel is turning to the right side. As the steering
is connected to the wheel so the steering system will move to the right
side along with the front two wheels as those wheels are connected to the
steering system. And as per our mechanism rear wheels will move to the
opposite direction which is left side. We used spur gear system to change
the right side movement of front wheels to left side movement in the rear
wheels. Though the angle of movement of the front wheels and rear
wheels are not equal. It is approximately 3:1 in ratio. That means if the
front wheels moves 30 degrees right side then the rear wheels will move
to 10 degrees left side.

3.7.3 When The Steering Wheel Is Turning To Left

Here the steering wheel is turning to the left side and steering
system along with the front two wheels will move to the left side.
Because of the reverse mechanism the rear 2 wheels will move to the
right side. Here the movement angle will be as same as it was for the right
side movement of front wheels.

27
3.7.4 Set Up Four Wheel Active Steering

3.7.4.1 Frame

First part of the project was to made the frame for the car. Mild
steel has been used for this purpose. Grinding process has been used for
the cutting of steel and welding process to joint those steels to get the
desire designed chassis.

3.7.4.2 Steering Setup

After the made up of chassis second part was to set up the steering
on the chassis. Steering which connects the front 2 wheels was then
attached with the steering wheel by using a shaft. The shaft was taken
through a bearing so that it could move without any friction or problem.
The other part of the shaft was connected with a column/pinion on the
steering.

3.7.4.3 Wheel Setup

After the setup of steering on the chassis wheels were set on the
both end of the two steering. For the setup of wheels tie rod were done.
Then the 4 wheels were connected with the chassis and those were also
connected with the steerings.

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 CHAPTER 4

DESIGN CALCULATIONS

4.1 Gear Calculation

Aim of the calculation is to calculate ‘module’ of gear and the

dimensions of gear.

Known data:-

Numbers of teeth,

Zp = 24

Strength of Gear = Sup

= 600 N/mm2

Power = 50 w

b = 10 x m

Surface Finish Factor,

Ka= 2

Speed of Pinion = 50 rpm

BHN = 400

Factor of safety = 1.5

σ bp = sup / 3 = 600 / 3

σ bp = 200 N/mm2

Assuming 200 full depth involute,

29
Lewis factor , Y = 0.484 – 2.87 / zp

= 0.484 – 2.87 / 24

= 0.3644

Fb = σbp x b x m x Y

= 200x10xmxmx0.3644

= 728.8833 x m2

Dp = m x Zp

= 24x m

Q = 2 x Z g / Zp + Zg

= 1.5

K = 0.16 [BHN / 100 ] 2

= 0.16 [400/100]2

=2.56

Surface wear Fw = Dp x b x Q x K

= 24 x m x 10 x m x 1.5 x2.56

=921.6x m2

V = 3.14 x dp x np / 60 x 1000

= 3.14 x 24 x m x 50 / 60 x 1000

= 0.062 x m m/s

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 Ft =P/V

= 50 / 0.062 x m

= 795.77 / m N

Kv =6/6+v

= 6 / 6 + 0.0628 x m

Fe f f = ka x km x Ft / Kv

= 2 x 1 / ( 6 / 6 + 0.0628 x m) x ( 795.77 / m )

= 9549. 24 + 99.94 x m / 6 x m

Now,

Fb = Nf x Feff

728.883 xm2 = 1.5 x ( 9549. 24 + 99.94 x m / 6 xm )

On solving,m = 1.4928

m=2

Gear Dimensions are:-

1) M = 2 mm

2) Zp = 24

3) b = 10xm = 10x2=20 mm

4) Dp = m x Zp = 24x2 =48 mm

5) ha = 1xm =1x2 =2 mm

31
 6) hf = 1.25 x m = 1.25x 2 =2.5 mm

Safety factor, Sb = 1.0

Linear load distribution factor, Lkhb = 1.0

a = 1m/s2

4.2 Bevel Gear Calculation

Data:

W = 10 kW,

n1 = 60 rpm,

n2 = 20 rpm

Shaft angle:∑ = γ1+ γ2=60° ,

d1 = 200 mm, φ = 20° and b = 40mm

Pitch angle for the gears:-

i=n1/n2=60/20=3

d2 = i d1 = 3 x 20 = 60 mm

r1 = 0.5 d1 = 0.5x20= 10 mm

r2 = 0.5 d2 = 0.5x60 = 30 mm

tan γ2 = Sin∑/((1/i)+cos∑) = sin60°/((1/3)+cos60°)=1.0392

γ =46.1°

γ1 = ∑ - γ2 = 60 – 46.1 = 13.9°

32
r2av = r2 – 0.5bsin γ2 = 300 - 0.5x40x sin46.1 = 285.59 mm

r1av = r1 – 0.5bsin γ1 = 100 - 0.5x40x sin13.9 = 95.2 mm

( b ) the forces on the gear:-

V1 = πd1avn1 /60000 = π x (2x95.2)x600 /60000 = 5.98 m/s

Ft = 1000W/V1av = (1000x10)/5.979 = 1673N

Fn = Ft/cosɸ = 1673/cos20° = 1780N

F2a = Fn sin φsinγ2 = 1780x sin20° sin46.1° = 439 N

F2r = Fn sin φcosγ2 = 1780x sin20° cos46.1° = 422 N

the torque produced about the shaft axis:-

Torque = Ft x (0.5d2av ) x 10-3

= 1673 x (0.5x 285.59) x 10-3

= 238.9 Nm

33
 CHAPTER 5

ADVANTAGES AND APPLICATIONS

5.1 ADVANTAGES

• Reduced the cost involved in the concern

• The correct steering angles were established from the design

calculations..

• Operation is done in a flow, so we can obtain more output with

less effort.

• It then becomes obligatory for the designer to use some other

material which though may not be a perfect substitute for the
material designed

• It would never be desirable to go casting of a less number of

components which can be fabricated much more economically by
welding steel.

5.2 APPLICATION

• Applicable in all Four wheeler

• Suitable for load carrying garages, trolley etc

34
 CHAPTER 6

CONCLUSIONS

An innovative feature of this steering linkage design is its ability to drive

all four (or two) wheels using a single steering actuator. Its successful
implementation will allow for the development of a four-wheel, steered
power base with maximum maneuverability, uncompromised static
stability, front- and rear-wheel tracking, and optimum obstacle climbing
capability. Thus the four-wheel steering system has got cornering
capability, steering response, straight-line stability, lane changing .Even
though it is advantageous over the conventional two-wheel steering
system, 4wheel system is complex and expensive. Currently the cost of a
vehicle with four wheel steering is more than that for a vehicle with the
conventional two wheel steering. Four wheel steering is growing in
popularity and it is likely to come in more and more new vehicles. As the
systems become more commonplace the cost of four wheel steering will
drop.

35
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