QH TALBROS PRIVATE LIMITED

SUMMER INTERNSHIP

REPORT

SHIVALIK COLLEGE OF ENGINEERING

SIHNIWALA, P.O. SHERPUR, SHIMLA BYPASS ROAD

DEHRADUN-248197

SUBMITTED BY:

DEEPAK BACHESH

160410104013

B.Tech 4th Year

DEPARTMENT OF MECHANICAL ENGINEERING

Acknowledgement

I am very thankful to QH TALBROS GROUP for giving me the opportunity to

undertake my summer training at your prestigious QH TALBROS PRIVATE
LIMITED. It was a very good learning experience for me to have worked at this
site.

I would like to convey my heartiest thanks to Mr. Ankur Rana , HR Manager, I

would also like to give my heartiest thanks to Mr. Parveen Saini , HR , who
heartily welcomed me for the internship, Mr. Gurmeet Singh Siddhu who guided
and encourage me all through the summer training and imparted in-depth
knowledge of the programme, Mr. Vipin Kumar Saini, Plant Head. Also I would
like to thanks all the department head Of QH TALBROS, for giving their precious
time and valuable guidance during my internship programme.

Last but not the least; I would like to thank all the staff of QH TALBROS family,
for being so much helpful during this summer training.

Thank you !

With warm regards;

Deepak Bachesh
Preface

Every student of B.Tech in Mechanical Engineering has an essential requirement

to do 30-45 days of internship in any of the reputed organization. The purpose of
this program is to acquaint the students with practical applications of theoretical
concepts taught to them during conduct of their course.

Really, it was a nice opportunity to have a close comparison of theoretical concept

in practical field. This report may depict deficiencies on my part but still it is an
output of a student’s efforts, for which I beg pardon.

The output of my analysis is summarized in a shape of internship the contents of

the report Shows the detail of sequence of these.

Thank you
Summary

This report describes the work conducted during a month internship at the QH
Talbros Pvt. Ltd. This internship is part of the master’s curriculum of mechanical
engineering.

Internship in this company is a great experience and I am glad to learn something

from such a good organistion. This is a good organization which makes suspension
parts for cars, Trucks, and buses.

QH Talbros have a big and reputed brands as their customers/clients i.e. TATA
(Buses as well as cars), Ashok Leyland, FIAT, Maruti Suzuki, etc

QH Talbros Pvt. Ltd. is having more branch in India like in Gurgoan plant
(corporate office in Haryana), Manesar (Haryana), Dehradun-1(langha Industrial
area, Uttarakhand), Dehradun-2 (SIdcul Industrial Area, Selaqui, Uttarakhand),
Pune plant (Maharashtra), Chennai plant (Tamil Nadu)
Vision and Mission

Vision : “Talbros group’s endeavor is to be a significant global player in the auto

industry by being a brand of choice for all our customers and continuously
enhancing employee satisfaction and stakeholder value.”

Mission : We aim to provide technologically advanced end to end solutions for

Steering and Suspension parts requirement to our passenger and commercial / off
highway vehicle segment customers.

We aim to provide widest range of highly reliable low cost solutions to our
customers through strategic tie up with international manufacturers.

Our uniqueness is good brand image; wide dealer network; stable & skilled work
force with flexibility in manufacturing operations in multi locations.
INTRODUCTION

QH Talbros Limited is a leading Auto Ancillary unit manufacturing Steering &

Suspension Components for four wheelers, promoted by Talwar Group. The
company came into operation in the year 1986. The cliental of the company
comprises of Maruti Udyog Ltd., Tata Motors, Mahindra & Mahindra, Ashok
Leyland to name a few. The Company is accredited with ISO/TS 16949-2002 &
ISO 14001-2004 for Quality Management and Environmental Management System
Quality Certificates from Det Norske Veritas. The Registered office of the
company is situated at Plot No. 400, Udyog Vihar, Phase III, Gurgaon.

Apart from OE Customers, the company is also catering to replacement market

through their network of Distributors/Dealers of Spare parts. The company is also
exporting components to countries like USA, UK, Sri lanka, Indonesia, Italy etc.
The Company has entered into long term selling arrangements for supply of its
products with Quinton Hazell Automotive, UK, Affinia Product Corporation, USA
& Carraro spa, Italy.

An uncompromising quest for quality and superior technology has made our
products the first choice for leading automotive manufacturers. QH Talbros meets
the steering and suspension requirements for all segments including passenger cars,
utility vehicles, tractors, off-highway vehicles, light & heavy commercial vehicles
for OEMs in India and overseas.

With more than 25 years of hands on manufacturing experience, our six

technologically advanced manufacturing facilities have an annual installed
capacity of 15 million plus assemblies with a portfolio of more than 1200 products.
Best- in class facilities, design & engineering expertise together with the latest
evaluation softwares like Unigraphics, Catia and cutting edge engineering test
centers to evaluate products as per customers specifications have enabled us to
meet impeccable quality, precision standard with which have carved ourselves as
leaders in the domestic market.
 Products

An uncompromising quest for quality and superior technology has made our
products the first choice for leading automotive manufacturers. QH Talbros meets
the steering and suspension requirements for all segments including passenger cars,
utility vehicles, tractors, off-highway vehicles, light & heavy commercial vehicles
for OEMs in India and overseas.

 Steering Tie Rod End

 Steering Inner / Outer Ball Joint Assembly
 Ball Suspension Joint Assembly
 Drag Link Assembly
 Tie Rod Assembly
 Range – Suspension Control Arms
 Stabilizer Link
 Connecting Tie Rod Assembly

Facilities

With more than 25 years of hands on manufacturing experience, our six

technologically advanced manufacturing facilities have an annual installed
capacity of 15 million plus assemblies with a portfolio of more than 1200 products.
Best- in class facilities, design & engineering expertise together with the latest
evaluation softwares like Unigraphics, Catia and cutting edge engineering test
centers to evaluate products as per customers specifications have enabled us to
meet impeccable quality, precision standard with which have carved ourselves as
leaders in the domestic market.
Departments

There are four different Departments in QH TALBROS Pvt Ltd., Dehradun i.e.

 Manufacturing
 Inspection
 Assembly
 Packaging

Customers

QH Talbros Pvt. Ltd. have such a reputed brands as there customer like TATA,
Mahindra, Maruti Suzuki, FIAT, Ashok Leyland, Eicher, and many more.
Career

A wide spectrum of opportunity is yours to explore when you decide to pursue a

career at QH Talbros Limited. As part of a group as large and diverse as Talbros in
India, it is indeed an entry to a world that can offer you a host of work and growth
opportunities across functions, locations or even companies.
Products manufactured by QH Talbros

1. Steering Tie Rod End :

 A tie rod is a slender structural unit used as a tie and (in most applications)
capable of carrying tensile loads only.

Subtypes and examples

 In airplane structures, tie rods are sometimes used in the fuselage or wings.
 Tie rods are often used in steel structures, such as bridges, industrial
buildings, tanks, towers, and cranes.
 Sometimes tie rods are retrofitted to bowing or subsiding masonry walls (brick,
block, stone, etc.) to keep them from succumbing to lateral forces.
 The rebar used in reinforced concrete is not referred to as a "tie rod", but it
essentially performs some of the same tension-force-counteracting purposes
that tie rods perform.
 In automobiles, the tie rods are part of the steering mechanism. They differ
from the archetypal tie rod by both pushing and pulling (operating in both
tension and compression). In the UK, these items are generally referred to
as track rods.
 In steam locomotives, a tie rod is a rod that connects several driving wheels to
transmit the power from the connecting rod.
 Tie rods known as sag rods are sometimes used in connection with purlins to
take the component of the loads which is parallel to the roof.
 The spokes of bicycle wheels are tie rods.
 In ships, tie rods are bolts which keep the whole engine structure under
compression. They provide for fatigue strength. They also provide for proper
running gear alignment which prevents fretting. They help to reduce the
bending stress being transmitted to the transverse girder.

Physics and Engineering Principles

In general, because the ratio of the typical tie rod's length to its cross section is
usually very large, it would buckle under the action of compressive forces. The
working strength of a tie rod is the product of the allowable working stress and the
rod's minimum cross-sectional area.

If threads are cut into a cylindrical rod, that minimum area occurs at the root of the
thread. Often rods are upset (made thicker at the ends) so that the tie rod does not
become weaker when threads are cut into it.

Tie rods may be connected at the ends in various ways, but it is desirable that the
strength of the connection should be at least equal to the strength of the rod. The
ends may be threaded and passed through drilled holes or shackles and retained
by nuts screwed on the ends. If the ends are threaded right- and left-hand the length
between points of loading may be altered. This furnishes a second method for pre-
tensioning the rod at will by turning it in the nuts so that the length will be
changed. A turnbuckle will accomplish the same purpose. The ends may also
be swaged to receive a fitting which is connected to the supports. Another way of
making end connections is to forge an eye or hook on the rod.

An infamous structural failure involving tie rods is the Hyatt Regency walkway
collapse in Kansas City, Missouri, on July 17, 1981. The hotel had a large atrium
with three walkways crossing it suspended from tie rods. Construction errors led to
several of the walkways collapsing, killing 114 people and injuring over 200.
2. Steering Inner/outer Ball Joint Assembly :

A typical ball joint with cutaway view An inner tie rod end cut open to

expose the ball joint.

In an automobile, ball joints are spherical bearings that connect the control arms to
the steering knuckles. They are used on virtually every automobile made and work
similarly to the ball-and-socket design of the human hip joint.

A ball joint consists of a bearing stud and socket enclosed in a casing; all these
parts are made of steel. The bearing stud is tapered and threaded, and fits into a
tapered hole in the steering knuckle. A protective encasing prevents dirt from
getting into the joint assembly. Usually, this is a rubber-like boot that allows
movement and expansion of lubricant. Motion-control ball joints tend to be
retained with an internal spring, which helps to prevent vibration problems in the
linkage.

The "offset" ball joint provides means of movement in systems where thermal
expansion and contraction, shock, seismic motion, and torsional motions, and
forces are present.

Theory

Ball joints

Ball joints allow a limited range of smooth movement in all directions. A ball joint
is used for allowing free rotation in two planes at the same time while
preventing translation in any direction, including rotating in those planes.
Combining two such joints with control arms enables motion in all three planes,
allowing the front end of an automobile to be steered and a spring and shock
(damper) suspension to make the ride comfortable.

A simple kingpin suspension requires that the upper and lower control arms
(wishbones) have pivot axes that are parallel, and in strict geometric relationship to
the kingpin, or the top and bottom trunnions, which connect the kingpin to the
control arms, would be severely stressed and the bearings would suffer severe
wear. In practice, many vehicles had elastomeric bearings in the horizontal pivots
of the trunnions, which allowed some small amount of flexibility, however this
was insufficient to allow much adjustment of caster to be made, and also
introduced compliance where the suspension designer may not have desired it in
his quest for optimum handling. Camber angle could generally be adjusted by
moving both inner pivots of either the upper or lower control arm inwards or
outwards by an exactly equal amount. But compliance of the control arm inner
pivots, typically due to the use of elastomeric bearings, would again cause the
trunnions to be stressed. The suspension designer's freedom was severely limited, it
was necessary to have some compliance where it might not be wanted, and very
little where more would have been useful in absorbing the fore and aft impact
loading from bumps.

The introduction of ball joints top and bottom allowed 3-axis articulation and so
removed all the constraints on the control arm axes being exactly parallel, so caster
could be freely adjusted, typically by asymmetric adjustment of the position of the
control arm inner pivots, while camber was adjusted by the symmetric adjustment
of these same pivots.

The arrangements for adjusting the toe angle are not changed by introducing ball
joints in the suspension, although the steering linkage itself must use 4 or more
pivots, also usually ball joints, and in almost every vehicle ever made, some of
these have been adjustable by having a threaded end and locknut, to enable the toe
to be set precisely.

This ability to fine-tune ball-jointed suspension allows manufacturers to make the

automobile more stable and easier to steer, compared to the older kingpin style
suspension. It may also be quieter and more comfortable, because lateral and fore
and aft compliance in the suspension can be introduced in controlled amounts at
the control arm inner pivots without compromising the integrity of the steering axis
pivots, which are now ball joints instead of a king pin and trunnions. The smoother
ride may also increase tire tread life, since the ball-joint suspension allows better
control of suspension geometry and so can provide better tire-to-road contact.
Purpose

On modern vehicles, ball joints are the pivot between the wheels and
the suspension of an automobile. They are today almost universally used in the
front suspension, having replaced the kingpin/linkpin or kingpin/trunnion
arrangement, but can also be found in the rear suspension of a few higher-
performance autos.[4] Ball joints play a critical role in the safe operation of an
automobile's steering and suspension.

Many currently manufactured automobiles worldwide use MacPherson

strut suspension, which utilises one ball joint per side, between the lower end of
the strut and the control arm, with the necessary small amount of articulation at the
top of the strut being usually provided by an elastomeric bearing, within which is a
ball bearing to allow free rotation about the steering axis. So, there are commonly
only two ball joints in the suspension, however there will be at least four (track rod
ends and rack ends) in the steering linkage.

In non-MacPherson strut automobile suspension, the two ball joints are called the
"upper ball joint" and "lower ball joint". Lower ball joints are sometimes larger and
may wear out faster, because the fore and aft loads, primarily due to braking, are
higher at the bottom ball joint. (Torque reaction and drag add at the bottom joint,
and partly cancel at the top joint.) Also, lateral cornering loads are higher at the
bottom joint. Depending on the suspension design, the vertical load from the
suspension spring may be handled entirely by the top ball joint, or entirely by the
bottom ball joint. The damper load, (which is low in normal conditions, zero when
stationary, but in peak bump or rebound rate may be almost as large as the spring
load) is usually, but not always, taken on the same ball joint as the spring load. The
anti-roll bar loading is often, but not always, taken on the bottom ball joint. It may
be taken by the top ball joint, or directly from the steering knuckle by ball-jointed
drop links.

If one of the ball joints does not carry spring load, it may be fitted with an internal
anti-rattle spring to keep the ball preferentially in contact with one seat. This was
the case in the BMC Mini of 1959 and its many derivatives, where the lower
control arm carried no vertical loading, so the joint needed and anti-rattle spring,
while the top joint, comprising identical parts, was always in compression due to
spring (rubber cone) and damper loads, and so was not fitted with a spring.

Other vehicles of the 1960s era, including some Vauxhalls, had lower ball joints
with considerable end float, because the joint was always in tension as the spring
and damper loads were applied via the lower control arm and were always non-
zero.

Another example is the Ford Focus, which uses MacPherson struts, and the anti-
roll bar is connected directly to the strut, so the lower ball joint is only carrying
fore and aft traction/braking and lateral cornering loads.

Front wheel drive

Unlike a kingpin, which requires an assembly in the center of the wheel in order to
pivot, joints connect to the upper and lower end of the spindle (steering knuckle),
to the control arms. This leaves the center section open to allow the use of front-
wheel drive. Older kingpin designs can only be used in a rear-wheel-
drive configuration.
Lubrication

Sealed ball joints do not require lubrication as they are "lubed for life". Formerly
most ball joints had grease fitting (sometimes called a grease zerk) and were
designed for periodic addition of a lubricant, however almost all modern cars use
sealed ball joints to minimise maintenance requirements. The lubricant was usually
a very high-viscosity lubricant. It is commonly believed that standard ball joints
will outlive sealed ones because eventually the seal will break, causing the joint to
dry out and rust. Additionally, the act of adding new lubricant pushes out old and
dry lubricant, extending the life of the joint. This was supposed to be done at
intervals of 1000 to 2000 miles on many vehicles, which is incompatible with the
service interval on modern cars, often 12000 miles or more, and in any case was
rarely attended to by owners, resulting in severe wear and possible ball joint
failure, which can result in serious accidents. For this reason, almost all ball joints
on modern European or Far Eastern cars are the sealed for life type. New
technology especially applied to the internal bearing design has allowed ball joints
to meet these longer service intervals. The special designs incorporate sintered
metal bearings which replace OEM sealed polymer/plastic version and improved
dust boot seals that work much better at retaining the grease.
3. Spherical rolling joint

A spherical rolling joint is a high-precision ball joint consisting of a spherical

outer and inner race separated by ball bearings. The ball bearings are housed in a
spherical retainer and roll along both the inner and outer surfaces. This design
allows the joint to have very low friction while maintaining a large range of motion
and backlash as low as 1 μm. SRJs are often used in parallel robotics applications
like a Stewart platform, where high rigidity and low backlash are essential.

Most SRJs are designed with an offset housing, allowing for higher compressive
loads in a smaller space. Alternatively, the joint can be assembled backwards for
higher tensile load capability but less range of motion.

An alternative to the SRJ is the universal joint, which consists of two revolute
joints. By using spherical rolling joints instead of universal, designers can reduce
the number of joints to achieve the same result. Using a spherical joint as opposed
to a universal joint also eliminates the problematic possibility of a kinematic
singularity.[8] Plain spherical bearings can be used in place of SRJs at the cost of
increased friction, but offer an opportunity to preload the joint further.
Failure

While there is no exact lifespan that can be put on sealed ball joints, they can fail
as early as 80,000 miles (130,000 km) in modern vehicles, and much sooner in
older vehicles. Signs of a failing ball joint may start with a sudden burst sound as a
result of ball joint dismantling. Then it keeps on with clicking, popping or
snapping sound when the wheel is turned and eventually turn into a squeaking
sound at the end of a stop, when the gas pedal is used and/or also when hitting
bumps. Another symptom could be 'thud' noises coming from front suspension
when going over bumps. Dry ball joints have dramatically increased friction and
can cause the steering to stick or be more difficult.

If a ball joint fails, the results can be dangerous as the wheel's angle becomes
unconstrained, causing loss of control. Because the tire will be at an unintended
angle, the vehicle will come to an abrupt halt, damaging the tires. Also, during
failure, debris can damage other parts of the vehicle.
4. Drag Link :

A drag link converts rotary motion from a crank arm, to a second bellcrank,
usually in an automotive steering system.

Automotive use

The term is commonly used in automotive technology for the link in steering
linkage that converts rotation of a pitman arm to a steering arm and eventually
to tie rod links which pivot the wheels to be steered. The drag link converts the
sweeping arc of the steering arm to linear motion in the plane of the other steering
links.

Typically, one end of the drag link is connected via the Pitman arm and steering
gearbox to the steering wheel (providing the connection between the driver and the
steering system); the other end is attached to the steering linkage, by the steering
arm the pit arm is the major part of the system.

An alternate steering mechanism is a rack and pinion, a three bar linkage that
eliminates the drag link by directly moving a center link.

"The drag link connects the pitman arm to the steering arm, or in some applications
it connects to the tie rod assembly. Unlike a center link, the drag link does not
connect to an idler arm, and has no inner tie rod ends attached to it. On some
applications the drag link swings from the front to the rear of the vehicle. On these
applications the drag link connects to the steering arm located at the wheel. In
some Jeep applications, the drag link will swing from right to left on the vehicle
and will connect to the steering arm at the wheel. Drag links can be a solid one-
piece design or an adjustable design. Many drag links have replaceable or rebuild
able ends.”
5. Range – Suspension Control Arm :

A. What are suspension control arms?

In automotive suspension, a control arm, also known as an A-arm, is a hinged

suspension link between the chassis and the suspension upright or hub that carries
the wheel. The inboard (chassis) end of a control arm is attached by a single pivot,
usually a rubber bushing.

B. How many miles do control arms last?

Over time, the control arm assembly can become worn or bent. These assemblies
normally wear out between 90,000 and 100,000 miles. They can wear out faster if
you go over a large pothole or are involved in a car accident. Various parts of the
assembly may wear out as well, such as the bushings or ball joints.

C. How many miles do control arms last?

Over time, the control arm assembly can become worn or bent. These assemblies
normally wear out between 90,000 and 100,000 miles. They can wear out faster if
you go over a large pothole or are involved in a car accident. Various parts of the
assembly may wear out as well, such as the bushings or ball joints.

D. What are 2 types of control arms?

The most common types of control arm suspensions are:

I. Control arm type suspension.

II.Strut type suspension.

E. Is driving with a bad control arm dangerous?

While a bad control arm bushing is not dangerous, it can still hamper your driving
experience. ... One such component is the control arm, which is mostly found in
the front wheels, though some trucks and cars have it in the rear ones too. It
connects the front suspension of the vehicle to its frame.

F. What are the two types of control arms?

There are actually two types of control arm, depending on how many A-arms are
installed in the suspension system. If there are two such devices per wheel, it
makes up a double wishbone suspension. It is an independent suspension design
using two parallel wishbone-shaped arms to locate the wheel.
Control Arm as a part of Suspension System

Whenever a motorist rides his car, he wants a smooth ride, and who doesn't? That
is why one's suspension system should be efficiently working to give a smooth and
comfortable ride. Aside from the shock absorbers and springs there are other
important components to a car's suspension system. Volvo knows that, that is why
they also produce the Volvo control arm to maintain high quality suspension.

The Volvo control arm or A-arm is a bar with a pivot at each end. It is used to
attach suspension members to the chassis. When coil springs are used in both front
and rear suspension, three or four control arms are placed between the rear axle
housing and the frame to carry driving and brake torque. The lower control arms
pivot on the frame members and sometimes support the rear coil springs to provide
for up-and-down movement of the axle and wheel assembly.

The two bottom points of the Volvo control arm that form the letter A are attached
to the frame of the vehicle while the top point is attached to the spindle. Three or
four control arms are placed between the rear axle housing and the frame if there
are coil springs in both the front and rear suspensions.

There are actually two types of control arm, depending on how many A-arms are
installed in the suspension system. If there are two such devices per wheel, it
makes up a double wishbone suspension. It is an independent suspension design
using two parallel wishbone-shaped arms to locate the wheel. It is commonly used
in sports cars, luxury cars and light trucks. While one control arm per wheel makes
up a part of MacPherson strut suspension. It is a type of car suspension system
widely used in modern vehicles. It can be used for both front and rear suspensions,
but is usually found at the front. It provides a steering pivot as well as a suspension
mounting for the wheel.
Like other body parts, should also be lubricated at every oil inspection. Handling
and steering could become erratic if the control arms are malfunctioning and the
unsteady movements of the vehicle could take away riding comfort. Safety of the
passengers are also affected by defective control arms. If one notice some
irregularities with the suspension system, it is recommended to have it checked
immediately.
6. Stabilizer Link :

Stabilizer bar links or sway bar links are steering and suspension parts that attach
to your stabilizer bar on one side and your suspension system on the other –
usually the lower control arm. ... Most importantly the stability you feel in turning
will be compromised with the steering feeling loose and with more body roll.

A. What is the function of stabilizer link?

Stabilizer or sway bars have stabilizer links. The stabilizer bar holds pairs of
wheels connected, while stabilizer links hook this larger piece with arms that go up
to the wheels themselves. Ball joint connections enable turning and suspension
travel.

B. What is stablizer link on a car?

Stabilizer links act as components of auto suspensions, connecting several other

parts that take much of the punishment as you pass over pot holes and other road
imperfections.

C. What does a stabilizer bar link do?

A sway or stabilizer bar prevents the car body from leaning too much and keeps
the vehicle stable when driving in turns. ... The part that connects the outer ends of
the sway bar to the suspension component is called a sway bar link. In most cars a
sway bar link has two small ball joints at each end.

D. Can you drive with broken stabilizer bar?

Depending on the vehicle you're driving, you may have a front or a rear sway bar,
or you may have both. If you suspect that a sway bar is broken, you can still drive
the car, but you must use caution. The way this will affect your drive will depend
on if the front or rear sway bar is broken.

E. Why do stabilizer links break?

Because the sway bar itself is a torsional swing, the sway bar link smooths the
motion transfer between the sway bar and the control arm. ... Like many
automotive parts, over time the sway bar links will wear out. Water intrusion that
leads to rust, age and lack of lubrication all contribute to deterioration over time.

F. How do you replace a stabilizer bar link?

Steps

1.Loosen the wheel lug nuts. Loosen them slightly, but do not remove.

2.Jack up/lift the car. ...

3.Remove the lug nuts and the wheel.

4.Identify the bad link. ...

5.Remove the nut holding the sway bar link to the sway bar. ...

6.Install the new link. ...

7.Tighten the nuts. ...

8.Compress the bushings about half.

G. How much does a stabilizer link cost?

The average cost for a sway bar end link replacement - front is between $126 and
$161. Labor costs are estimated between $52 and $67 while parts are priced
between $74 and $94. Estimate does not include taxes and fees.
H. Can I drive without stabilizer link?

Hello. Driving without sway bar end links can be dangerous because as you've
noticed, the vehicle will not steer correctly. Sway bar end links are meant to
stabilize a vehicle when turning and at high speeds. You can have your sway bar
end links installed by YourMechanic for 97.00.

I. Can you drive with bad stabilizer links?

Depending on the vehicle you're driving, you may have a front or a rear sway bar,
or you may have both. If you suspect that a sway bar is broken, you can still drive
the car, but you must use caution. The way this will affect your drive will depend
on if the front or rear sway bar is broken.

J. Do stabilizer bars wear out?

The way they "wear out" is when they break. Otherwise their performance stays
roughly the same over time. Bushings can wear out, and if the vehicle has really
fat, worn-out bushings, it would feel almost like having no bar.
Function

Modern cars use segmented suspensions. Stabilizer or sway bars have stabilizer
links. The stabilizer bar holds pairs of wheels connected, while stabilizer links
hook this larger piece with arms that go up to the wheels themselves. Ball joint
connections enable turning and suspension travel.

Significance

Stabilizer bars links improve handling and shock absorption, keeping the car from
swaying too much as you turn--which could lead to loss of control. Adding
stabilizer links between the main bars and the wheels refines this process of
control, so cars handle "tight."

Types

With the prevalence of pot holes and bumpy roads, your entire suspension needs to
withstand shocks, so stabilizer links employ cast iron, steel and alloy in their
construction. Most have at least one ball joint for connecting with adjacent
suspension components. A minority of stabilizer links lack ball joints altogether.
Japanese and European car makers often employ this flat type.

Identification

You can identify stabilizer links by looking for ball jointed metal connections next
to the wheels. Mechanics may refer to them simply as ball joints. Related but
different parts of the suspension, such as idler and Pitman arms, can be found at the
center of the undercarriage below your steering wheel. Most stabilizer links
measure around 10 to 15 inches.
Effects

Worn stabilizer links affect steering, ride and fuel efficiency. Symptoms include a
creaking or screeching noise as you pass road imperfections, plus wobble, skip and
"dead zones" in steering. Don't overlook these signs, as broken stabilizer links can
lead to loss of control.

Consideration

While not expensive items, stabilizer links require specialty tools and brute force to
fit properly. Two stabilizer links on a domestic car should set you back around
$120 to $150 at a budget repair shop. Unlike many other items on your car, new
stabilizer links have an immediate and noticeable effect on the quality of your
drive.
What is Steering ?

Steering is the collection of components, linkages, etc. which allows any vehicle
(car, motorcycle, bicycle) to follow the desired course. An exception is the case of
rail transport by which rail tracks combined together with railroad switches (and
also known as 'points' in British English) provide the steering function. The
primary purpose of the steering system is to allow the driver to guide the vehicle.

Introduction

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, via the
steering column, which may contain universal joints (which may also be part of the
collapsible steering column design), 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.

Watercraft steering

Ships and boats are usually steered with a rudder. Depending on the size of the
vessel, rudders can be manually actuated, or operated using a servomechanism, or
a trim tab/servo tab system. Boats using outboard motors steer by rotating the
entire drive unit. Boats with inboard motors sometimes steer by rotating the
propeller pod only (i.e. Volvo Penta IPS drive). Modern ships with diesel-electric
drive use azimuth thrusters. Boats driven by oars (i.e. rowing boats, including
gondolas) or paddles (i.e. canoes, kayaks, rafts) are steered by generating a higher
propulsion force on the side of the boat opposite of the direction of turn. Jet skis
are steered by weight-shift induced roll and water jet thrust vectoring. Water skis
and surfboards are steered by weight-shift induced roll only.

The rudder of a vessel can steer the ship only when water is passing over it. Hence,
when a ship is not moving relative to the water it is in or cannot move its rudder, it
does not respond to the helm and is said to have "lost steerage." The motion of a
ship through the water is known as "making way." When a vessel is moving fast
enough through the water that it turns in response to the helm, it is said to have
"steerage way."[33] That is why boats on rivers must always be under propulsion,
even when traveling downstream.

Aircraft and hovercraft steering

Airplanes are normally steered by the use of ailerons to bank the aircraft into a
turn; the rudder is used to minimise adverse yaw, rather than as a means to directly
cause the turn. Missiles, airships and large hovercraft are usually steered by rudder
and/or thrust vectoring. Small sport hovercraft have similar rudders, but steer
mostly by the pilot shifting their weight from side to side and unbalancing the
more powerful lift forces beneath the skirt. Jet packs and flying platforms are
steered by thrust vectoring only. Helicopters are steered by cyclic control,
changing the thrust vector of the main rotor(s), and by anti-torque control, usually
provided by a tail rotor (see helicopter flight controls).
What is Steering Linkage ?

A steering linkage is the part of an automotive steering system that connects to the
front wheels.

Diagrammatic steering system

The steering linkage which connects the steering gearbox to the front wheels
consists of a number of rods. These rods are connected with a socket arrangement
similar to a ball joint, called a tie rod end, allowing the linkage to move back and
forth freely so that the steering effort will not interfere with the vehicles up-and-
down motion as the wheel moves over roads . The steering gears are attached to a
rear rod which moves when the steering wheel is turned. The rear rod is supported
at one end.

Technology

Most modern cars have a full mechanical steering linkage system, but a recent
innovation is the steer by wire system.
What is Coupling Rod

A coupling rod or side rod connects the driving wheels of a locomotive. Steam
locomotives in particular usually have them, but some diesel and electric
locomotives, especially older ones and shunters, also have them. The coupling rods
transfer the power of drive to all wheels.

Development

Locomotion No 1 was the first locomotive to employ coupling rods rather than
chains. In the 1930s reliable roller bearing coupling rods were developed.

Allowance for Vertical Motion

In general, all railroad vehicles have spring suspension; without springs,

irregularities in the track could lift wheels off the rail and cause impact damage to
both rails and vehicles. Driving wheels are typically mounted so that they have
around 1 inch (2.5 cm) of vertical motion. When there are only coupled axles, this
range of motion places only slight stress on the crank pins. With more axles,
however, provision must be made to allow each axle to move vertically
independently of the others without bending the rods. This may be done by hinging
the side rod at each intermediate crank pin, either using the pin itself as a hinge
pin, or adding a hinge joint adjacent to the pin, as shown in the illustration.

An alternative is to use a side rod that spans multiple axles with a scotch yoke used
at each intermediate axle. This approach was quite common when side rods were
used to link a jackshaft to 2 or more driving wheels on electric locomotives and
some early internal combustion locomotives. The Swiss Ce 6/8II Crocodile
locomotive is a prominent example, but there were others.
Balancing

The coupling rod's off-center attachment to the crank pin of the driving wheel
inevitably creates an eccentric movement and vibration when in motion. To
compensate for this, the driving wheels of an inside-frame locomotive always had
built-in counterweights to offset the angular momentum of the coupling rods, as
shown in the figures above. On outside-frame locomotives, the counterweight
could be on the driving wheel itself, or it could be on the crank outside the frame,
as shown in the adjacent figure.

Where the motion of the side-rods is purely circular, as on locomotives driven by

jackshafts or geared transmission to one driver, counterweights can balance
essentially all of the motion of the side rods. Where part of the motion is non-
circular, for example, the horizontal motion of a piston rod, counterweights on the
wheels or drive axles cannot be made to balance the entire assembly perfectly. On
a driving wheel supporting both side-rods and the connecting rod to a piston, the
counterweight needed to balance the horizontal motion of the piston and
connecting rod would be heavier than the counterweight needed to balance the
vertical weight of the rods. As a result, a counterweight chosen to minimize the
total vibration will not minimize the vertical component of the vibration.

The vertical component of the vibration that could not be eliminated because of the
weight needed to balance the pistons is called hammering. This is destructive to
both the locomotive and the roadbed. In some locomotives, this hammering can be
so intense that at speed, the drivers alternately jump from the rail head, then slam
down hard on the rails as the wheels complete their rotation. Unfortunately,
hammering is inherent to conventional two-cylinder piston-driven steam
locomotives and that is one of the several reasons they have been retired from
service.

Materials

Initially, coupling rods were made of steel.[citation needed] As technology

progressed and better materials became available, the connecting rods were
manufactured of lighter and stronger alloys[citation needed], which in turn
permitted smaller counterweights and also reduced hammering.
What is Rod End Bearing

A rod end bearing, also known as a heim joint (N. America) or rose joint (U.K. and
elsewhere), is a mechanical articulating joint. Such joints are used on the ends of
control rods, steering links, tie rods, or anywhere a precision articulating joint is
required, and where a clevis end (which requires perfect 90 degree alignment
between the attached shaft and the second component) is unsuitable. A ball swivel
with an opening through which a bolt or other attaching hardware may pass is
pressed into a circular casing with a threaded shaft attached. The threaded portion
may be either male or female. The heim joint's advantage is that the ball insert
permits the rod or bolt passing through it to be misaligned to a limited degree (an
angle other than 90 degrees). A link terminated in two heim joints permits
misalignment of their attached shafts (viz., other than 180 degrees).

History

The spherical rod end bearing was developed by Nazi Germany during World War
II. When one of the first German planes to be shot down by the British in early
1940 was examined, they found this joint in use in the aircraft's control systems.
Following this discovery, the Allied governments gave the H.G. Heim Company
an exclusive patent to manufacture these joints in North America, while in the UK
the patent passed to Rose Bearings Ltd. The ubiquity of these manufacturers in
their respective markets led to the terms heim joint and rose joint becoming
synonymous with their product. After the patents ran out the common names stuck,
although as of 2017 "rosejoint" remains a registered trademark of Minebea
Mitsumi Inc., successor to Rose Bearings Ltd. Originally used in aircraft, the rod
end bearing may be found in cars, trucks, race cars, motorcycles,lawn tractors,
boats, industrial machines, go-karts, radio-control helicopters, formula cars,and
many more applications.

Female Heim Joint

Using female heim joints will allow users to make precise changes on key
components of fixtures. One example of needing fine adjustment is within the
helicopter’s adjustment of the blades. When using the adjustment, it is key to make
sure it is in the correct spot or excessive wear will occur. This change allows quick
adjustments that are easy with a female heim joint. When dealing with the pitch of
a helicopter blades, heim joints are able to be adjusted to 0.010in. If spacing is
critical, female heim joints are able to be threaded on, instead of welding inserts to
the shaft. When dealing with aluminium shafts, the easiest way to use heim joints
is to use the female heim joint. One example is using robots in robotics
competitions. Light weight is a key factors when building competitive robots, so
using aluminum rods and female heim joints can be key. Another example using
female heim joints is the shifter of motorcycles.The shifting mechanism allows
forces to be applied linear, but still be able to work at angles when in different
gears. Both male and female heim joints require the use of a lock nut after getting
adjustment to correct specification needed.