International Journal of Mechanical Engineering and Technology (IJMET)

Volume 7, Issue 5, September–October 2016, pp.272–277, Article ID: IJMET_07_05_027

Available online at
http://www.iaeme.com/ijmet/issues.asp?JType=IJMET&VType=7&IType=5
Journal Impact Factor (2016): 9.2286 (Calculated by GISI) www.jifactor.com
ISSN Print: 0976-6340 and ISSN Online: 0976-6359
© IAEME Publication

DESIGN METHODOLOGY FOR STEERING SYSTEM

OF AN ATV
Dhiraj Malu, Nikhil Katare, Suraj Runwal, Saurabh Ladhe
Mechanical, Pune University, India.

ABSTRACT
The objective of steering system is to provide directional stability to the vehicle. The main
consideration in design of the steering system is to produce pure rolling motion of the wheels while
manoeuvring the tightest turns on the Dirt road tracks. The steering system must also provide
adequate feel to the driver while turning. For maximum life of the tires the steering system is
designed such that it maintains proper angles between the tires while turning and while braking in
corner along with straight ahead position. The driver should be able to turn vehicle with minimum
effort but it should not be directionally unstable. The steering system is thus designed in a very
unique way by compelling many factors and formulating mathematic model.
Key words: steering system, ATV, ICR geometry, Vehicle Dynamics
Cite this Article: Dhiraj Malu, Nikhil Katare, Suraj Runwal, Saurabh Ladhe, Design Methodology
for Steering System of an ATV. International Journal of Mechanical Engineering and Technology,
7(5), 2016, pp. 272–277.
http://www.iaeme.com/ijmet/issues.asp?JType=IJMET&VType=7&IType=5

1. INTRODUCTION
An all terrain vehicle has to sustain rough road conditions. This design paper focuses on explaining
engineering and design process behind steering system in the All Terrain vehicle to be developed. The
design of the concept A.T.V. is in accordance with the specifications laid down by the rule book.

2. DESIGN PROCEDURE
For the steering system design for the present vehicle the main aim was to minimize the turning radius for
efficient performance of the vehicle in manoeuvrability.
Initially we found if length of steering arm is reduced it results into minimum steering wheel turn for
full tyre turn on one side, also turning radius can reduce drastically but it may result in increased steering
wheel effort.
After lots of arguments with the team members the steering arm length was decided as 90 mm (reduced
by 10 mm of previous geometry).
Same length with varying arm angle (ß) from 21° to 35° with the help of EES software a graph of
Outer steer angle Vs. Inner steer angle was plotted with relation from book.
The angles turned by inner and outer wheels are calculated, also iterations are carried out regarding the
mounting position of the rack behind the front axle by using solid edge for modelling and Lotus

http://www.iaeme.com/IJMET/index.asp 272 editor@iaeme.com

 Design Methodology for Steering System of an ATV

Suspension analysis (With the help of Suspension geometry). Also Turning radius was achieved near to
2.31 m.
In order to minimize the bump steer effect the height of the rack with respect to chassis and the length
of the tie rod are derived from the suspension geometry with upper and lower wishbone points and their
ICR geometry.
Exact steering effort was calculated by two methods. Dynamics of steering assembly along with front
suspension was calculated by ADAMS software. Also by theoretical of error in front and rear slip angle
Vs. Velocity was plotted with the help of EES.

3. DETERMINATION OF STEERING ARM INCLINATION

Program developed on EES software:-
{l=1473.2} wheel base of vehicle
w=1143 wheel track of vehicle
{1/tan(do)-1/tan(di)=w/l} Ackermann condition
b=25 steering arm angle
(w-2*90*sin(b))^2=(w-90*sin(b+di)-90*sin(b-do))^2+(90*cos(b-do)-90*cos(b+di))^2
relation for trapezoidal mechanism

Figure 1 Graph of outer v/s inner wheel angle for different values of steering arm angle

Parametric Table Arm angle=25

Table 1 Parametric Table- Outer v/s Inner wheel angle

di (Inner wheel angle) do ( Outer wheel angle)
Run 1 12 10.84
Run 2 13 11.64
Run 3 14 12.43
Run 4 15 13.21
Run 5 16 13.97
Run 6 17 14.71
Run 7 18 15.45
Run 8 19 16.16

http://www.iaeme.com/IJMET/index.asp 273 editor@iaeme.com

 Dhiraj Malu, Nikhil Katare, Suraj Runwal, Saurabh Ladhe

Run 9 20 16.87
Run 10 21 17.55
Run 11 22 18.23
Run 12 23 18.88
Run 13 24 19.53
Run 14 25 20.15
Run 15 26 20.77
Run 16 27 21.37
Run 17 28 21.95
Run 18 29 22.52
Run 19 30 23.07
Run 20 31 23.6
Run 21 32 24.12
Run 22 33 24.63
Run 23 34 25.12
Run 24 35 25.59
Run 25 36 26.04
Run 26 37 26.48
Run 27 38 26.9
Run 28 39 27.31
Run 29 40 27.7
Run 30 41 28.07
Run 31 42 28.42
Run 32 43 28.76
Run 33 44 29.08
Run 34 45 29.38
Run 35 46 29.66
Run 36 47 29.93
Run 37 48 30.17
Run 38 49 30.4
Run 39 50 30.61
ß=25° found closer hence, accordingly arm angle was selected.

4. DETERMINATION OF TIE-ROD LENGTH FROM ICR-GEOMETRY

Bump-Steer
• In this phenomenon when the vehicle goes into bump the wheel steers if the ICR of wishbones and tie rod is
not meeting at a same point
• Bump-steer cannot be completely avoided but reduced with help of ICR geometry as show in Figure

http://www.iaeme.com/IJMET/index.asp 274 editor@iaeme.com

 Design Methodology for Steering System of an ATV

Figure 2 ICR geometry of wishbones and tie-rod

From this Figure,which is constructed in solid edge software the length of tie-rod was selected to be
14.290 in.

5. DETERMINATION OF ARM LENGTH BASED ON STEERING EFFORT

Smaller the length of steering arm smaller is the steering wheel travel, but larger is the effort required. So,
arm length is decided considering both the factors.
Because, it can give two benefits, reduced steering angle rotation with larger angular rotation of tires.
Once length is decided effort is calculated at static condition.
Steering effort calculation:
Diameter of Steering Wheel=152.4mm
Weight on one wheel=51.8kg or 508.15N
Radius of pinion =13.5mm
Maximum coefficient of friction =1
Torque on pinion =508.158*13.5
=6860.133N
Force on steering wheel=torque/radius of steering wheel
=6860.133/131.98
=52N
Thus effort on Steering wheel is only 52N by one hand, which is within ergonomic consideration.

Figure 3 Steering geometry with all dimensions

http://www.iaeme.com/IJMET/index.asp 275 editor@iaeme.com

 Dhiraj Malu, Nikhil Katare, Suraj Runwal, Saurabh Ladhe

6. DETERMINATION OF TURNING RADIUS FOR ATV

Calculation from Thomas Gillespie, Fundamentals of Vehicle Dynamics [1]
From geometry we have,
Actual Angle turned by inner wheel
(Ѳi) = 40.26°
Actual Angle turned by outer wheel
(Ѳo) = 27.67°
Distance of C.G. from rear axle
(b) = 545.084 mm
Distance between pivot point on front axle (L) = 1143 mm
Wheel base
(B)= 1473.2 mm
We know that,

R= R1 +b

2310 = R1 + 545.084
R1 = 2244.768 mm
We have,
R1 = B tan Ѳi + L 2

2244.768 = 1473.2 tan Ѳi + 1143 2

Ideal Angle turned by inner wheel (Ѳi) = 41.36°
According to Ackermann condition,
cot (Ѳo) – cot (Ѳi) =
cot (Ѳo) =
.
+ cot 41.36
Ideal Angle turned by outer wheel (Ѳo) = 27.61340
Ideal Ackermann condition obtained,
cot (Ѳo) – cot (Ѳi) = 0.77586 (i)
Actual Ackermann condition obtained,
cot (27.67) – cot (40.26) = 0.7263 (ii)
Difference in Ackermann,
Eqn. (ii) – Eqn. (i)
0.77586-0.7263 = 0.04956

7. CONCLUSION
While designing the all terrain vehicle the primary objective was to make the vehicle light, compact,
ergonomic and safe for the driver. While designing the system all the conditions of an all terrain
environment such as muddy surface, rough terrain with bumpy surface and hill climb were considered. A
detail study was done of the possible failures that may occur in such vehicle and appropriate steps are
taken to reduce or avoid such problems in the vehicle. Also the various driver comfort factors were
considered.
The resulting vehicle is safe, attractive, reliable, economical and fun to drive.

http://www.iaeme.com/IJMET/index.asp 276 editor@iaeme.com

 Design Methodology for Steering System of an ATV

ACKNOWLEDGMENT
The design process is not a single handed effort but a team effort. We would also like to express our
gratitude towards the Mechanical department and on the whole towards the college for the support.
The team would also like to recognize the valuable assistance of the project guide, Mr. Vilash Shingare
and faculty advisor for this project, Mr. U.I. Shaikh and the rest of the guiding staff at the Mechanical
Engineering Department at PCCOE.

REFERENCE
[1] Thomas D. Gillespie , “Fundamentals of Vehicle Dynamics”, SAE Inc.

[2] Milliken and Milliken , “Race Car Vehicle Dynamics” , SAE Inc.

[3] John C. Dixon , “Suspension Geometry and Computation” , Wiley and Sons Ltd.

[4] Reza N. Jazar , “Vehicle Dynamics Theory and Application” , Springer Publication.

[5] Hans B. Pacejka, "Tyre and Vehicle Dynamics", Second Edition

[6] Aman Doraya, Mohit Singh Panesir, Bhavya Bhardwaj and Aditya Bochare, 4-Wheel Steering System
Mechanism Using DPDT Switch. International Journal of Mechanical Engineering and Technology
(IJMET),6(11), 2015, pp.176–182.

[7] Aditya Patankar, Rohit Kulkarni, Sanket Kothawade and Sameer Ingale, Design and Development of a
Transmission System for an all Terrain Vehicle. International Journal of Mechanical Engineering and
Technology (IJMET),7(3), 2016, pp.351–359.

http://www.iaeme.com/IJMET/index.asp 277 editor@iaeme.com