LAB 07 Ackermann Steering Mechanism

Experiment # 06
Objective:
To determine the behavior of Steering Analyzing angle with varying Steering Geometry.

Apparatus:
 Ackermann Steering Mechanism Apparatus
 Scale

Diagram:

Figure 1: Ackermann Steering Mechanism

Theory:
Ackerman Steering:

An elegant and simple mechanism to approximate ideal steering was patented in England in
1818 by Rudolph Ackerman, and though it is named after him, the actual inventor was a German
carriage builder called Georg Lankensperger who designed it two years earlier.

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 having steering column, which may
contain universal joints, to allow it to deviate somewhat from a straight line.

In Ackerman steering, each wheel is given its own pivot (which is typically close to the hub of the
wheel). Tie rods create a trapezium shape with two additional pivots.

As the shape is a trapezium, as the inside wheel turns, the outside wheel turns at a different rate.

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By adjusting the geometry (length of the tie rods and angle they form with the straight ahead), the
relative rotations of the wheels can be configured. If the track rod joining the two wheels is the
same length as this distance between the two pivots, then the rectangle they make deforms to a
parallelogram as the wheels turn, and the configuration is the same as simple steering, and the
both wheels turn at the same rate.

Fig:1.1 ( Ackerman Steering )

Slip Angle:

When vehicle is in motion in a turn the tyre deforms, and there a difference between the direction
of travel and the direction the tyre is pointing. This is called the Slip angle.

Ackerman Principle:

The Ackermann principle is based on the two front steered wheels being pivoted at the ends of an
axle-beam. The original Ackermann 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 (Fig.1.2.). If both front wheels are free to follow their own natural paths, they would
converge and eventually cross each other. Since the vehicle moves along a single mean path, both
wheel tracks conflict continuously with each other causing tyre slip and tread scrub. Subsequent
modified linkage uses inclined track-rod arms so that the inner wheel swivels about its king-pin
slightly more than the outer wheel. Hence the lines drawn through the stub-axles converge at a
single point somewhere along the rear-axle projection (Fig. 1.3).

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Fig:1.2(slide-pivot steering with parallel-set track- rod arms)

Fig: 1.3(Side-pivot steering with inclined track-rod arms)

Ackerman Steering Geometry:

Ackermann steering geometry 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 radii. Ackerman steering geometry is used to change the dynamic
toe setting, by increasing front wheel toe out as the car is turned into the corner.

When a vehicle is steered, it follows a path which is part of the circumference of its turning circle,
which will have a centre point somewhere along a line extending from the axis of the fixed axle.
The steered wheels must be angled so that they are both at 90 degrees to a line drawn from the
circle centre through the centre of the wheel. Since the wheel on the outside of the turn will trace a
larger circle than the wheel on the inside, the wheels need to be set at different angles.

The Ackermann steering geometry arranges this automatically 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, the tie rod, which can also be part of the, for

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 LAB 07 Ackermann Steering Mechanism

example, rack and pinion steering mechanism. This arrangement ensures that at any angle of
steering, the centre point of all of the circles traced by all wheels will lie at a common point.

Where δi is the steer angle of the inner wheel, and δo is the steer angle of the outer wheel.
The inner and outer wheels are defined based on the turning center O.

Fig:1.4 (Geometry of Ackerman Steering)

The distance between the steer axes of the steerable whees is called the track and is shown
by w. The distance between the front and rear axle is called the wheelbase and is shown by l.
Track w and wheelbase l are considered as kinematic width and length of the vehicle.

Figure 1.5: (Ackermann Steering Condition explained

physically)

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Procedure:
1. Place the apparatus on a straight, flat bench.

2. Loose the bolts of pointers.

3. Set any angle for Tie Rod arms and lock the pointers at zero reference position i.e. 90° &
270o.

4. Any Variations in angle zeroing could be further refined with the help of adjustable Tie
Rods.

5. Set equal length of connecting arms l.

6. Check that pointers are on 90o position.

7. Now turn the arms in such a way that pointers deviates from original angles.

8. Now according direction of turning one pointer shows inner angle δ i and other
one show outer angle δ o.

9. Note the angles that both pointers show.

10. Compare them with theoretical values.

Observations and Calculations:

l = distance between front wheels and rear wheels (Wheelbase); Assuming actual l = 2250
mm

Sr. δi δo w/l
w l
# (degrees) (degrees) (mm) (mm)

1
5 4.5 1.276 456 357.3
2
10 9.5 0.304 456 1500
3
15 14.5 0.134 456 3402
4
20 19.5 0.12 456 3800
5
25 24 0.156 456 2923

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Sample Calculations:

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Conclusion:

In this lab report we studied about mechanism of steering and its importance in the vehicles. We
also studied about the Ackerman steering mechanism that is generally used in auto vehicles We
observed that as we turn link in inner direction (say inner angle) its value will always be larger
than the outer angle of the outer wheel relative to the turning positions of the wheels. The ratio of
width and length (distance between front wheel and rear wheels) between the wheel has the
constant value for any given steering condition for correct steering this ratio must be satisfied for
different conditions.

Assignment Questions:

 What is the major difference in the mechanism of Ackermann Steering when

compared to the Davis Steering Mechanism?

Ackerman Steering Davis Steering

 What is the Ackermann condition?

The condition for perfect steering is that all the four wheels must turn about the same
instantaneous centre. While negotiating a curve, the inner wheel makes a larger turning
angle θi than the angle θ0 subtended by the axis of the outer wheel. For the perfect
steering the equation must be satisfied.

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