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Design of steering system through optimization of TCD and steering effort

Article · November 2010

DOI: 10.1109/FAME.2010.5714859

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 Design of Steering System through
Optimization of TCD and Steering Effort
Sanjoy Biswas
Tata Motors Ltd,
Jamshedpur- 831010, India

Abstract-Lower turning circle diameter (TCD) is the main requirement for all army vehicles, specifically for off-road hilly terrain.
And steering effort is comparative to civilian vehicles required for army vehicles. Steering system is one of the key control and ride-
handling parameter of vehicles. To meet these requirements, proper design of steering linkage and proper selection of wheel turning
angles are crucial. Design of Steering linkage for a monocoque V-hull and a Chassis base vehicle is quite different. In this work author
has designed the steering system for Mine protected vehicle (MPV) within a stretched timeline and with lots of constraints related to
design and processes. This work was done through optimization of TCD and Steering efforts and afterward evaluated the design through
performance and other required testing by measuring TCD, Angles (LH and RH side) and Steering effort. Also, torture track testing was
done to ensure effects of articulation on vehicle mainly the behavior of steering linkage. The objective of this work is to prove that a good
design of steering system is possible with optimization of its performance parameters even in huge constraints.

I. INTRODUCTION
Steering system of any vehicle effects control factor, ride handling and safety. Further, Customer requirements are entirely
different for each segment of vehicle. Even in heavy commercial vehicle segment, required steering parameters are different.
Further, design criteria is effected by vehicle base configuration (e.g.- type of chassis). Generally, there are two parts of steering
system namely steerable front axle and Linkage. For army vehicles front axle is live. Steering linkage of chassis base army vehicles
is similar as other chassis base HCV. But for V-hull shape armoured vehicles it is quite different. Tight TCD is the primary demand
for almost all army vehicles. Further, suitable Steering effort and ride handling behavior on both on and off road is desirable from
customer.

Steering system is the connector between driver and vehicle. Proper Turning and effort, good ride handling behavior; these are
the main functions of a well designed Steering system. Further, this is one of the safety-system of the vehicle. Hence, good design
of this system is very important, otherwise vehicle performance will detoriate. In this work, a Power assisted steering system is
designed for a MPV having GVW of 11.5 Tons. This work was done for overhauling of the vehicle and to meet supply and
serviceability issues faced by customer. From the base vehicle, all major aggregates like Engine, cooling system, Intake system,
Exhaust system, Clutch, Gear Box, Axles, propeller shafts, electrical aggregates etc were replaced by TML aggregates. The
suspension system were kept same as existing as required type of parts are not available and not possible to design in short project
time line. Similarly, for steering system few number of newly developed parts were used with existing parts of vehicle for
refurbishment because required features parts were unavailable and not possible to develop in short time. One vehicle was given for
6-7 months for refurbishing and the future of project was dependent on performance of the refurbished vehicle. In this background,
we designed the Steering system for subject vehicle using design optimization of steering effort and turning circle diameter (TCD).
Optimization of Steering effort is done through proper selection of Bell crank lever. To optimize the TCD, main stressed was given
on turning angles and Ackerman correction %. Further, as there was tight time line for completion of this project and to meet this,
we preferred to follow the design optimization technique and reuse of many existing products after quality checking and
overhauling. Hence, this work is done through deign of new bell crank, steering arm area and using existing set of components. The
system is designed for the vehicle, through design optimization and compatibility verification of eight set of configurations for
TCD and nine set of configurations for steering effort. Further, vehicle performance and torture testing helps to validate the design
and ensure the compatibility of all parts and parameter selected for the steering system and effectiveness of design optimization
technique.

II. DESIGN CALCULATION

Easy change in the direction of vehicle movement is the desired by driver. It is not possible unless and until a good steering
system is not available in the vehicle. Conventional power assisted steering linkage consists of following main components namely
Steering wheel, steering column, Steering Gear Box, Pitman arm, drag link, Steering arm and tie rod. But for the subject vehicle in
between pitman arm and steering arm two drag links are used and these are connected by a bell crank lever. Now, below section
covers the all constraints of the design and process and design calculations successively.

A. Design and process constraints

For Refurbishment of this vehicle, we have the following design and process constraints.
Design Constraints:-
 1. Experience: we worked for V-hull base army vehicle first time as our expertise for Chassis base army vehicles. Thus, initially
few days were required for learning and benchmarking through studying service manuals of subject vehicle.

2. Vehicle Configuration:- In this vehicle position of part fitment/ placement is predefined for almost every vehicle systems.
Mounting position and shape of Steering gear box is entirely different. Position of bell crank fitment and Steering column mounting
are extremely different.

3. Non conventional features parts- Steering gear box is different due to its mounting arrangement. Steering column and drag
links are dissimilar from current generation available products. Drag links ball joint taper size is special. Accordingly taper holes
are available on pitman arm and steering arm.

4. 3D Data: - Rather than technical specification and service manual nothing was available with us when we started the project.

5. Technical details: Technical details of almost all aggregates of MPV are not available (e.g.- springs characteristic ).

Process constraints:-
For any project we should have some cost, scope and Time line target. Cost of any major parts (e.g. - Steering gear box) depends
upon its production volume, criticality of that part and partially with time line. There was no definite business future for this
project and time line was too stretched. Further, need to validate the newly develop part through QA and performance validation
and for this required more time. Hence, development of critical pats of steering system like steering gear box, steering column and
drag links were not possible considering all above factors.

B. Optimization of TCD

Available data for this calculation are as follows

a) Camber angle (Ca) - 1°
b) Kingpin Inclination angle (KI)- 9.5°
c) Kingpin spacing (KS) – 1772 mm
d) Wheel track (T) – 2042mm
e) Lock Angle - 37°
f) Dynamic Radius of tyre (RR) – 590 mm
g) Wheel base of the vehicle – 4200 mm
Based on the above input data TCD is calculated for the vehicle.
Turning circle diameter can be calculated by below equation
TCD = 2 (WB / Sin  ot + OS –50 x  F ) (1)[1]

Now, Pivot centers can be calculated using below equation

PC = KS + 2 (RR cos Ca + TOS sin Ca) x tanKI (2)[2]

As the Camber angle is too small, the formula for pivot centers can be PC = KS + 2 RR x tanKI (3)[2]
Further, OS = (T- PC)/2
(4)

Fig. 1:- Theoretical Ackerman Steering Geometry

 Theoretical value for outer steer angle is calculated by
Cot  ao = Cot i + PC / WB (5)[1]
or, ao = tan-1 [( WB x tani )/ (WB + PC x tani )] (6)

Accordingly outer wheel turn angle deviation is calculated

using  F = 0 -  ao (7)

Where,
TR - Turning radius (see Figure 1)
TCD - Turning circle diameter
TCCD- Turning circler clearance diameter
T - Track of tires at ground (see Figure 1)
PC - Distance between knuckle pivot centers at ground
OS – Scrub radius
WB - Wheelbase
i - Inside wheel turning angle (see Figure 1)
o - Outside wheel turning angle
ao - Outside wheel turning angle -Ackerman (see Figure 1)
F - Deviation of outside wheel turning angle
Ca - Camber angle of wheel, loaded
KI - Kingpin inclination from vertical
KS - Kingpin spacing
RR - Rolling radius of tire
TW - Tire width
C - Curb contact length
CR - Curb clearance radius
CI - Curb clearance increment
TOS - Tire offset measured along spindle centerline

It is very much essential to select proper Ackerman correction % during selection of wheel turning angles and TCD. Ackerman
correction % is expressed by

(8)

We designed the steering system for eight Configurations for the vehicle using above equations.

(1) i =36˚ and o = 28˚

(2) i =36˚ and o = 27˚
(3) i =36˚ and o = 26˚
(4) i =36˚ and o = 25˚
(5) i =35˚ and o = 28˚
(6) i =35˚ and o = 27˚
(7) i =35˚ and o = 26˚
(8) i =35˚ and o = 25˚

Using Input data and equation no 3 and 4, we get PC = 1969.46≈1970 mm and accordingly OS = 36 mm. these values are same
for all configurations. All calculated data are presented in tabulated format below.
 TABLE 1
TCD at various conditions

Theoretical Deviation of
Configuration Outer turn angle Outer wheel turn TCD (m)
(Deg) angle (Deg)
1 28.45 -0.45 17.75

2 28.45 -1.45 17.85

3 28.45 -2.45 17.95

4 28.45 -3.45 18.05

5 27.79 0.21 18.068

6 27.79 1.21 17.968

7 27.79 2.21 17.868

8 27.79 3.21 17.768

TABLE 2
Ackerman correction for each configuration

Outside
Inside Outside
wheel
wheel wheel
turning Ackerman
Configuration turning turning
angle – Correction %
angle angle
Ackerman
(Deg) (Deg)
(Deg)
1 36 28 28.45 94.4

2 36 27 28.45 83.3

3 36 26 28.45 75.5

4 36 25 28.45 68.6

5 35 28 27.79 103

6 35 27 27.79 90.1

7 35 26 27.79 80.11

8 35 25 27.79 72.1

As per current design practice, the Ackerman correction (%) value should be within 73% to 93%.Considering this factor,
configuration 2, 3, 6 and 7 are suitable for the subject vehicle. We selected the configuration 3 for the refurbished vehicle.

C. Design of Steering Linkage

To ensure the good ride handling of the vehicle, it is necessary to design the steering system correctly. Steering linkage is
primary segment of ride handling of steering system. In this work, the steering linkage is designed using maximum no of existing
set of components and optimizing the steering effort. This optimization is done against leverage ratio of newly designed bell crank.
Use of existing parts of vehicle for design helped to cut down the time of validation and development. Further, as mentioned there
were some process and design constraints. Hence, we use many existing part of subject vehicle and before fitment, it was ensure
that the servicing of parts were done as per service manuals. We designed the linkage for the vehicle, through design optimization
and compatibility verification of nine set of configurations.

Required input data are as follows-

a) Tyre Width [14 x 20 -22PR SGP] (TW) = 416 mm
b) Front Axle Weight (W)= 5400 kg
c) Steering wheel Diameter (Ds) = 550 mm
d) Power steering gear ratio (‫ = ) ﻻ‬19.33:1
e) Length of Pitman arm (Lp) = 180 mm
f) Length of Short drag link (L3) = 320 mm
 g) Length of long drag link (L4) = 620 mm
h) Length of steering arm (Ls) = 220 mm
i) Steering Pump – max pressure 130 bar

Fig. 2:- Schematic Diagram of Steering linkage

Let us consider the following-

(i) Length of of bottom arm and side arm of bell-crank lever are L1 and L2 respectively (ref fig-2 and 4). Ratio of these length is Lr
( = L1/L2).
(ii) Mk = Moment about king pin axis (kg-mm)
(iii) Fs = Force at the steering arm ball joint (kg)
(iv) F1=Force at Bel Crank Bottom (kg) = Fs
(v) F2 = Force at bel crank-side arm (kg)= Fb
(vi) Tb = Torque at bel crank (kg-mm)
(vii) Fb = Force at bel crank (kg)
(viii) Ts = Torque about sector shaft (kg-mm)
(viii) Tstg = Torque at the steering wheel (kg-mm)
(ix) Effort (Se)= Tstg/Ds (kg)

Now, Mk = αWk (9)

Where, k= Radius of gyration of Tyre
= √ ( TW2/8) (10)
α = Friction between the road and tire =0.7
Force at steering arm ball joint Fs= Mk/ Ls (11)
Or, Fs= (αWk)/Ls (12)
 Fig. 3:- Steering linkage (Front view)

Fig. 4:- Steering Linkage (side view)

Force acting on Bell crank bottom arm is F1=Fs and accordingly Tb= Fs x L1 = [(αWk) x L1]/Ls (13)

Force acting on bell crank side arm is expressed by

F2=Fb = Fs x (L1/L2) (14)
Or, Fb = (αWk)/Ls x (L1/L2) (15)

Now, Torque at sector shaft Ts = Fb x Lp (16)

Or, Ts = [(αWk)/Ls x (L1/L2)] x Lp (17)

Torque at steering wheel Tstg = Ts/ ‫ﻻ‬ (18)

Or, Tstg = {[(αWk)/Ls x (L1/L2)] x Lp}/ ‫ﻻ‬ (19)

Steering Effort, Se= Tstg/Ds (20)

Or, Se = [(αWk) x L1 x Lp]/ [Ls x L2 x ‫]ﻻ‬ (21)
Again, Se = [(αWk) x ( Lp/Ls) x (L1/L2)]/ ‫ﻻ‬ (22)
 Fig. 5:- Logical flow chart diagram for Steering system

TABLE 3
Steering effort for each case
Configuration
Steering Effort
Case L1 L2
Lr (kg)
(mm) (mm)
1 250 200 1.25 53.48

2 245 200 1.225 52.41

3 240 200 1.2 51.34

4 235 200 1.175 50.27

5 230 200 1.15 49.2

6 240 210 1.143 48.89

7 240 205 1.17 50.09

8 240 195 1.23 52.65

9 240 190 1.26 54.04

The steering effort value found from equation no 21 or 22, is without hydraulic assistant. With hydraulic assistant the steering
effort value reduces by 75-85%. Total theoretical Steering effort values without power assistant are shown in above table for each
case/configuration. We select the case 3 (i.e. – L1=240 and L2 = 200) for this vehicle considering logical flow chart diagram of
steering effort shown in Fig.5. Taper roller bearing selection was one of important part of bell crank design. It is fitted back to back
at centre of bell crank. The essential input parameters for taper roller bearing were rotation and force (Fb) acting on bell crank.
From equation no 15, we calculated the value of Fb for it. Generally the rotation of bell crank lever is 50 degree (approx) but
considering maximum possible rotation of pitman arm, it was designed.

III. RESULTS
To ensure effectiveness of design and validate it, it is required to go through performance and torture track testing. For this
vehicle performance and other testing were done twice for the total duration of 40-45 days. This was carried out before and after
refurbishment of the vehicle. Torture track testing was done to ensure the compatibility verification and effects of articulation on
selected steering linkage (i.e-Case3). TCD & TCCD measurement was done as per IS 12222. As per IS 9435 or stVZO dimensions
of the Vehicle were measured. Steering effort of the vehicle was evaluated as per IS 11948. These entire tests were done by ERC
ODT team. Below section covers the all theoretical and experimental result in details.
A. Theoretical Results
Based on all theoretical data, we prepared the below graphs to study the characteristics of various functional parameter of
steering system.
 TCD (m) Graph

18.1

18.05

18

17.95

TCD (m)
17.9 TCD (m)

17.85

17.8

17.75

17.7
0 2 4 6 8 10
Configuration

Fig. 6: TCD graph against each configuration

Ackerman Correction %

110

100
Ackerman Correction %

90
Ackerman Correction %
80

70

60
0 1 2 3 4 5 6 7 8 9
Confiiguration

Fig. 7:- Ackerman correction % for each configuration

Steering Effort (kg) Graph

55

54

53
Steering effort (kg)

52
Steering Effort (kg)
51

50

49

48
0 2 4 6 8 10
Case

Fig. 8:- Steering effort for all case

Fig. 6, 7and 8 are help full to understand the behavior steering system all configurations and cases.

B. Experimental Results
From the performance and other testing, it was ensured that steering effort with power assistant is coming 15-25% of theoretical
value (with out power assistant) as per IS 11948. All other results are shown in tabulated form below.

TABLE 4
Wheel turning angle table
Inner Wheel turning Outer Wheel
Turn
angle (Deg) turning angle(Deg)

Left 36.5 26.5

Right 36.5 26.5

Deviation (%) 1.38 % 1.92 %

 TABLE 5
TCD and TCCD Comparison table
Existing After

Parameter Condition Refurbishment Remarks

LHS RHS LHS RHS

TCD 18.4 20.04 18.29 18.1

Meets
TCCD 20.16 20.72 19.77 19.6 CMVR
Norms

Dev. Of
unknown unknown 1.89 % 0.83%
TCD (%)

TABLE 6
Wheel base measurement sheet
Specified Measured
Parameter Remarks
value value

Wheel Base
4200 4210
(mm) Meets IS:9435
and StVZO
Deviation
NA 0.23%
(%)

Steering is one of the major systems of any vehicle and it is a combination of many components (parts or assembly). Hence,
steering system’s performance is measured trough testing in system level after fitment with vehicle. From the characteristic graphs
and testing data it was ensured that whether the design configuration selected for the vehicle is correct or wrong. From the results
it is clear that designed steering system for MPV is compatible and having desired level of performance. The marginal variations
observed between theoretical and measured data are within the tolerance limit and insignificant to the performance of steering
system. Another thing can be noted that TCD values in LHS and RHS are improved in refurbished vehicle (LHS-0.6%, RHS-
10.7%).

IV. D ISCUSSION

On the basis of the theoretical calculations and graphs shown in fig.5, 6, 7 and 8, it is clear that case-3 is the most suitable one for
the subject vehicle considering TCD, Steering effort and Turing angle. Fig. 6, 7 and 8 are very essential to understand the system
behavior. Further, from vehicle performance and torture tack testing reports we ensured the compatibility of design. Lower TCD is
not the only criteria of selection of turning angles of steering system. Ackerman correction factor has one of major role in selection
of the turning angles. Considering Ackerman correction %, configuration 2, 3, 6 and 7 were suitable for the subject vehicle but we
selected configuration 3 because for this Ackerman correction % was lowest among these (i.e. –in between 73% to 93%). As there
were a tricky time line and lots of constraints related to design and process, we used existing parts of vehicle in combination with
new designed Bell crank lever. Steering Linkage is designed against the nine set of bell crank features. Steering gear box ratio,
Steering wheel diameter, pitman arm length and Bell crank ratio are the major influencing factor of Steering effort [3]. In this
design, bell crank is the only influencing parameter of steering effort as due to various constraints we used existing steering gear
box, pitman arm and steering wheel. But, Trial-out for all combinations (i.e.-cases) is not feasible for any point of view because it
will increase the lead time of project completion. Since, we theoretically calculated for all configurations and compatibility verified
in some extent using Pro-E for articulation. Test results ensured that third case (L1 =240 and L2 =200) is compatible for the
refurbished vehicle.

V. CONCLUSIONS

This work is the out come of an army refurbished vehicle. Reusing maximum no of existing set of linkage components, the
Steering system is designed through optimization technique for MPV and from it following point can be concluded

1. It meets all the goal of design of reliable Steering system for the vehicle. This was proved through verification of
compatibility by performance and torture track testing and validation.
 2. It proves the effectiveness of Design optimization technique. The TCD for steering system is designed through optimizing
the angles and Ackerman correction%. Test results justified this optimization. From maximum number of existing
components of and proper selection of Bell crank Lever the steering effort is optimized. Due to timeline and other
constraints we forced to reuse the existing components of subject vehicle. In spite of this, we achieved permissible steering
effort for the vehicle through optimization and found no issues in articulation verified through torture track and angle
measurement. Further, it helped to meet project time line. Testing results helped to verify the feasibility to use of
optimization technique.

3. From this work Importance of Angles and its correction factor on TCD and Bell crank lever on Steering effort for Steering
system are established. It is clear from graphs that Steering effort is proportional to leverage ratio (L1/L2) of bell crank
when all other parameters (e.g. – steering gear box ratio, Pitman arm and steering wheel) are remain same for the system.
Similarly, good TCD can achievable by proper selection of angles and Ackerman correction %.

4. Further, it can be conclude without using current trend dynamic analysis software and under lot of design and other
constraints a good steering system design can be possible.

Lastly, we can conclude that this work meets all the goals of well designed steering system and customer satisfied with
performance of refurbished mine protected vehicle (MPV).

ACKNOWLEDGMENT
The helpful discussion and support of Mr. Thomas George (ERC-Head) of Tata Motors Ltd is gratefully acknowledged. Author
would like to thanks to ERC-ODT team for their support to conduct Testing. Also, author would like to thanks entire team
members involved on this project.

REFERENCES

[1] http://www.man-nutzfahrzeuge.de; “Calculations” © 2000 MAN Nutzfahrzeuge Aktiengesellschaft

[2] Turnig Ability and off tracking moto vehicles- SAEJ695 DEC89, 36.94 -36.97.
[3] John W. Durstine,“TheTruck Steering system from hand wheel to Road wheel”, Society of Automotive Engineers, Inc, Two Pennsylvania Plaza, New York, N.
Y. 10001, 1973

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