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    8 views23 pages

    AE

    Uploaded by

    sai mohan

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    © All Rights Reserved
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    AUTOMOBILE ENGINEERING-MID-I IMP 1.Explain the working of four-wheel drive and rear wheel drive with diagram. 2.Explain the purpose of differential and with universal joint with help of diagram. 3.Explain briefly about different types of suspension system. 4.Explain the components of four-wheeler automobile. 5.Explain the principle of clutches, with any two classification. ; 6.Explain briefly about Ackerman steering mechanism. 9:05 pm 1.8.5, Four-Wheel Drive To increase the effective use of the vehicle required to travel on rough unconstructed roads and trucks, a special arrangement known as four-wheel drive is provided. Due to all four wheels getting driven, the whole weight of the vehicle is available for traction. The system is provided in jeeps which are known as 4x4 wheel drive or all-wheel drive vehicles. These vehicles are also called off-road vehicles as it is constructed mainly for the purpose of unformed or off-road driving conditions. Example: Mahindra Scorpio, Maruti Suzuki Gypsy, Tata Safari, Toyota Fortuner, Mitsubishi Pajero, Mahindra Bolero etc. Advantages: 1. The increased traction is obtainable from four driven wheels which is especially useful on soft or slippery ground. 2. If the front wheel drops into a ditch, they tend to climb out with a rear wheel drive. 1 Downloaded From : www.EasyEngineering.net Downloaded From : www.EasyEnginecring.net Vehicle Structure and Engines cz 3. Wear of tyres and other driveline components are more evenly shared. Differential Front Ade =~ Engine — Slip Joint Clutch Box Sear -l ‘Transfer Box Universal Joint — Differential Figure 1.11 Four-wheel drive Disadvantages: 1. It increases weight and bulk. 2. It increases cost. 3. It increases fuel consumption. 4. Itincreases maintenance due to complexity of transmission system. 5. Itis possibly difficult to accommodate an anti-locking brake system. aa ‘Automal engineering _| 1.8.3. Front Engine Rear Wheel Drive In this layout, a front mounted engine-clutch-gear box unit drives a beam type rear axle suspended on leaf springs through a propeller shaft with two universal joints. With the help of coil springs, the front wheels are independently sprung. . Gear box wh Tengtudinal engine 8 2 £ Difterental : ooo q oy )« = Propeller i Figure 1.9 Front engine rear wheel drive This layout is one of the oldest layouts which remain unchanged for many years. Some of the advantages provided by this system are as follows, Advantages: 1 Its reasonably balanced weight distribution between front and rear wheels providing ‘good handling characteristics. For easy front wheel steering movement, the engine occupies the reduced width between arches. Behind the rear seats, a large luggage space is available by providing the increased carrying capacity as well as space for easy body movement. Accessibility to various components such as engine, gear box and rear axle are better ‘compared to other layouts. ‘The control linkages such as accelerator, choke, clutch and gear box are short and simple. For the full benefits of the natural air stream created by vehicles, the movement is taken by the forward facing radiator in reduced power losses from a large fan. Disadvantages: A single or split propeller shaft with universal joints and supporting bearings between front mounted gearbox and rear axle may generate vibration, drumming, howl and other noises under certain operating conditions. Downloaded From : www EasyEngincering.nct Downloaded From : www. ssyEngineering.net Vehicle Structure and Engines 2. The floor tunnel is necessary to provide a clearance for the operation of a propeller- shaft system and it may interfere with passenger leg-room. In case of a rigid casing for the axle and final drive, more weight is net supported by the suspension system so that the quality of the suspension ride may be reduced. ditional universal joints and drive shafts are required for independent rear suspen- sion, A rear-wheel-drive vehicle when stuck in mud, tends to plough further into the ground ‘when attempts are made to drive away. 1.6.4, Rear Engine Rear Wheel Drive This arrangement eliminates the necessity for a propeller shaft when the engine is ‘mounted adjacent to driven wheels. The engine-clutch-gearbox-final drive forms a single unit in this layout. In order to reduce the ‘overhang’ distance between wheel centres and the front side of the engine, the final drive is generally placed between clutch and gear box. Gearbox Rearwheal Cty Front of the car Universal Joint Figure 1.10 Rear engine reor wheel drive Advantages: 1. Short driveline because the engine, gearbox and final drive can be built into a single unit, 2. A majority of weight at the rear of the vehicle gives improved traction during hill climbing and acceleration. Downloaded From : www:-EasyEngineering.net Downloaded From : www: EasyEngineering.net ‘Automobiie Engineering ‘3. thas a simple drive shaft layout compared to a front wheel drive. 4. Effective rear wheel braking is possible with this layout. Duc to the absence of the propeller shaft, the obstructed floor space is reduced. 6. The exhaust gases, fumes, engine heat and noises are carried sway from passengers. ‘The drive arrangement results a compact layout and short car. ‘The front of the vehicle can be designed for good visibility and smooth airflow. Disadvantages: 1, ‘The rearward concentration of weight causes the vehicle to be more affected by side winds at high speeds. It makes the vehicle unstable resulting over-steering and turing very sharply into a curve 2. _Itis difficult to accommodate the liquid cooling of the engine. }. It is difficult to accommodate the fuel tank in a safe zone of the vehicle. 4. Space for luggage is reduced. 5. Steering is difficult in slippery conditions. 6. has a restricted luggage compartment due to narrow front which houses the fuel tank also. Natural air cooling is not possible because it requires a powerful fan, Long linkages are required forthe engine, clutch and gear box controls. [ Steering, Brakes and Suspension Systems rm | 4.4.16. Types of Suspension System Generally, the following two basic types of suspension system are given below. (i) Front end suspension (a) Independent front suspension (b) Rigid axle front suspension 3 (ii) Rear end suspension (a) Longitudinal leaf spring rear suspension (b) Transverse leaf spring rear suspension (c) Coil spring rear end suspension. 4.4.17. Independent Front Suspension The independent front suspension was developed in the 1930's to improve vehicle ride control and riding comfort. In this type of suspension, each front wheel is mounted on its own axle and independently supported by a coil or torsion bar or leaf spring. This allows the wheels to respond individually to road conditions. Now-a-days, all vehicles use this suspension system. Coil springs are commonly used in this suspension system. This suspension system completely prevents the wheel wobble. A greater wheel movement is utilized without affecting the steering system. The steering conditions and qualities are improved by a wider spacing of the front springs. Types of independent front suspensions: 1. Longitudinal suspension Transverse suspension Sliding suspension Mac Pherson Strut and link type suspension Parallelogram type suspension or Wishbone type Trailing link type suspension 2Paywaen. Vertical guide suspension. Steering, Brakes and Suspension Systems Gm | Advantages of independent front suspension system: Unsprung weight is reduced with improved ride and better road holding while turning and braking. Instead of tilting the frame and body, it is kept horizontal and wheels are vertical when encountered a road bump. The wheels are sprung independently but springing movement of one wheel is not transmitted to the other side. 4. A greater degree of vertical springing movement is provided. 5. In both wheels wobble and steering tramp are reduced. 6. Greater resilience is provided with better springing action than most rigid axle vehicles. 7. The independent front suspension gives more space for engine accommodation. 8. Front springs are arranged for sufficient distance apart to satisfy understeer conditions and they are also preferable to over steer. 9. Softer suspension provides the low spring rate which enables large wheel movement. 10. The caster angle is affected on beam axles by spring deflection while braking or accelerating thereby producing the axle to twist between stub axle and spring seats. 11. The tendency of rotating wheels is reduced by the independent front suspension when it turns about the kingpin due to gyroscopic action. Thus, the wheel wobbling or shimmy is reduced. Disadvantages: 1, The wheel cambering with body roll reduces the concerning power. 2. There is a slight chrnge in wheel track, causing tyre scrub during bouncing of one wheel. 3. A more rigid chassis or sub-frame structure is required. 4. A more complicated suspension and steering linkage and pivot joints are necessary so that the suspension becomes more expensive and it tends to wear more. 5. Effects of unbalanced-wheel-assembly are transmitted to the steering-wheel more easily, 6. _Steering-geometry alignment is more critical and it requires more frequent attention. am Automobile Engineering 1.18, nigid Axle Front Suspension Rigid axle front suspension is also called as dependent front suspension. This type of suspension uses a solid axle, This type of suspension has been universally used before drawing the independent front wheel suspension. This design consists of one steel or aluminium beam extending the width gf the vehicle. This beam is held in place by leaf springs. This design also uses kingpins and bushings to attach the wheels outboard of the axle, Because of its load carrying ability, the solid axle is only used on heavy trucks, and off-road vehicles. It is not suitable for use on modern passenger cars for three important reasons. > Transfer of Road Shack: There is transfer of road shock from one wheel to the other due (0 the way the wheels are connected to the axle. This causes a rough ride and could result in loss of traction. Unsprung Weight: Because the solid axle has a lot of unsprung weight, it needs more spring and shock control to keep the tyres in contact with the road. jons for alignment. > Wheel Alignment: The solid axle design makes no pro Figure 4.66 illustrates a typical rigid axle front wheel suspension. It has either two longitudinal leaf springs or a transverse spring along with shock absorbers. Spindle Steering knuckle Figure 4.66 Rigid axle front wheel suspension employing longitudinal teaf spring In this type of suspension, the front wheel hub rotates on anti-friction bearings and steering spindles already connected with steering knuckles. The steering spindle and steering knuckle assemblies are pinned at axle ends to permit the wheels turning. This pin is called kingpin or steering knuckle pin Downloaded From : www.BasyEngineering.net Downloaded Fi www EasyEngi ‘Steering, Brakes and Suspension Systems Where the forked portion is integral with the steering knuckle and fitted over the end of the axle as shown in Figure 4.66, the construction is called a "Reverse Elliot." In an "Elliot" type, the ends of the axle are forked to hold the steering knuckle extension between ends. contrast, rear axles are Front axles are called as "dead" axles which do not rotate. But, called as “live” axles which transmit power to rear wheels. 4.4.49. Independent Rear Suspension Any suspension that can be used on the front end of tht'car can be used on the rear end. The versions of the independent'front systems described in the previous section can be found on the rear axles, But, in the rear end of the car, the steering linkage is absent. Therefore, rear independent suspensions can be simplified versions of front ones, although the basic principles remain the same. As explained in the independent front axle suspension, here also the wheels are mounted in separate axles and sprung independently. Figure 4.67 illustrates a method of rear wheel independent suspension. Universal couplings are used to keep the wheels vertical. Sliding coupling is necessary to keep the wheel track constant to avoid scrubbings of tyres. Figure 4,67 Rear wheel independent suspension Types of independent rear suspension: 1, Longitudinal leaf spring rear end suspension 2. Transverse leaf spring rear end suspension 3. Coil spring rear end suspension. Both longitudinal leaf spring and coil spring suspensions are mainly used in vehicles but transverse leaf spring suspensions are rarely used. In addition to above types, there are some more types of such as 1. Parallel fink system 2. Swinging arm type 3: Swinging half axles. In parallel link system. wheels are attached with a backbone-type frame using two wishbone shaped.links. In swinging arm type, a spring or a torsion bar is used at the pivot. These axles are used in most of vehicles. It has two axle tubes joined to the final drive housing which allows the wheel to rise or fall. A universal joint is fixed to allow the change in drive axle at the centre of each axle joint, 1. Langitudinal leaf spring rear end suspensions: Laminated leaf spring, as shawn in Figure 4.68 (a), is used as a suspension member in this type of system. The front end of the longest leaf is bending into a circle to form the spring eye. The spring eye is attached to the spring hanger by a bolt. The spring hanger is fixed to the vehicle frame rubber bushings inserted in the spring hanger support the bolt as shown in Figure 4.68 (b) . (a) Main Rebound ful Clip Axe O) Figure 4.68 Longitudinal leaf spring rear end suspension Downloaded From : www.EasyEngineering.net Downloaded From : www.EasyEngineering.net [Steering, Brakes and Suspension Systems The rear end of the spring is also bending to form a spring eye. This spring eye is attached to the car frame through a shackle. The shackle allows the change in the length of the leaf spring as it bends. The centre portion of the spring is attached to the rear axle housing by 4 pair of 'U' bolts. At the intermediate positions of the spring length, the rebound clips are located. When the leaf spring is pushed either upward or downward by bumps, the distance between two spring eyes changes. The tile shackle permits this change in length. The shackle also includes rubber bushings. They absorb vibrations and prevent it from reaching the car frame and body. 2 Transverse leaf spring rear end suspension: This system is quite simple in which a single transverse spring is used. Such springs are ‘mounted in inverted positions parallel and above the rear axle. Each end i shackled tothe rear axle as shown in Figure 469 (2). Frame ‘Spring Assembly © Figure 4.69 Transverse leaf spring rear end suspension ‘The transverse rear springs are always used in combination with torque tube drive ‘Therefore, they do not cary the driving thrust and torque. arrangement of this type of spring in which each ear wheel is independently suspended by ‘one end of the transverse spring while the tubular cross member is attached to the high centre Downloaded From : wow EasyEngincring.t ‘Downloaded From : www EasyEngineering net portion. In this type each rear wheel is driven by axle shaft by two universal joints at its ends and differential unt. The differential unit i attached tothe fame. 4. Coil spring rear end suspensions: “The coil springs, as shown in Figure 4.70, are seated inthe pan shaped brackets attached to the rear axle and they are compressed against similar spring seats incorporated into the frame (or body. There are 10 contol arms (ot) Finks attached between rear axle housing and car frame, They permit upward (or) downward movement ofthe axle housing regarding the car Frame, ‘This ype of suspension is always used along with a torque tube drive. Therefore, the coil springs are not subjected to driving thrust, The excessive roll of side way while rounding a ‘curve is prevented by a shock absorber mounted in rubber bushings. Energy store in given ‘weight oF spring oil and torsion bar springs are superior to lea springs. Figure 4.70 Coit spring rear end suspension Disadvantages ofthe independent rear suspension: 1. The initial cost is high. 2. Greater maintenance is requited 3. Misalignment of steering geometry is obtained. 4, Wear ofthe components wear out easily and quickly. 4.4.20. Interconnected Suspension System The interconnected suspension system also called Front and Rear Inter-Connected (FRIC) suspension is a system which links the front and rear suspension of the car using hydraulics and aims to give better stability and drivability for the driver called stable and consistent aerodynamic platform. Downloaded From ; www.EasyEngineering.net Downloaded From ; www.EasyEngineering.net Steering, Brakes and Suspension Systems Ordinarily, shock absorbers control the wheel movement by passing hydraulic fluid through valves between upper and lower reservoirs. The speed at which the fluid flows through these valves li its the speed at which the suspension bounces v> and down, Using a separate one-way valve, it makes the limit different for "bound" and "reoound.” FRIC system is understood to link the front and rear suspension hydraulically and it can be adjusted in a similar way as brake balance. The *FRIC* device also connects the left and right suspensions acting similar to an antiroll bar in order to keep a constant ride height and aerodynamic balance. In FRIC, the fluid is displaced not from one chamber to another but via pipes through a valve block and into the opposite hydraulic unit. However, the upper and lower chambers are interconnected left to right make the system to react differently to inputs from the suspension, They are a resistance to roll or heave, 4. COMPONENTS OF FOUR WHEELER AUTOMOBILE ‘The automobile can be considered to consist of five basic components: (a) The Engine or Power Plant: Its source of power. (b) The Frame and Chassis: It supports the engine, wheels, body, braking system, steering, etc. (c} The transmission which transmits power from the engine to the car wheels. It consists of clutch, transmission, shaft, axles and differential. (4) The body. A (e) Accessories including light, alr conditioner/hearer, stereo, wiper, etc. 1.1 Engine or power plant ‘The engine is the power plant of the vehicle. in general, internal combustion engine with petrol ‘or diesel fuel is used to run a vehicle. An engine may be elther a two-stroke engine or a four- stroke engine. ‘An engine consists of a cylinder, piston, valves, valve operating mechanism, carburetor (or MPF! in modern cars) fan, fuel feed pump and oil pump, etc. Besides this, an engine requires ignition system for burning fuel in the engine cylinder. 41.2 Chassis and frame The chassis is formed by the frame with the frame side members and cross members. The frame Is usually made of box, tubular and channel members that are welded or riveted together. in addition to this, it comprises of the springs with the axles and wheels, the steering system and the brakes, the fuel tank, the exhaust system, the radiator, the battery and other accessories. Along with this the frame supports the body 1.3 Transmission System (Clutch and Gear Box) ‘The power developed by the engine is transferred to the wheels by transmission system, Transmission system must do three jobs: (a) It must provide varying gear ratios. Number of gear ratios is equal to number of gears in a vehicle. (b) It must provide a reverse gear for moving vehicle in reverse direction. (c) It must provide a neutral or disconnecting arrangement so that the ‘engine can be uncoupled from the wheels of the vehicle. In a conventional transmission system, there is a clutch, a manually operated transmission (gear box), a propeller shaft and a differential or final drive. 1.4 Clutch ‘The purpose of the clutch is to allow the driver to couple or decouple the engine and transmission. When clutch is in engaged position, the engine power flows to the transmission through it (clutch). When gears are to be changed while vehicle is running, the clutch permits temporary decoupling of engine and wheels so that gears can be shifted. In a scooter, the clutch is operated by hand where as in a car the clutch is operated by foot. It is necessary to interrupt the flow of power before gears are changed. Without a clutch, it will by very difficult 1.5 Final Drive Final drive is the last stage in transferring power from engine to wheels. It reduces the speed of the propeller shaft (drive shaft) to that of wheels. t also tums the drive of the propeller shaft by an angle of 90°to drive the wheels. ‘The propeller shaft has a small bevel pinion which meshes with crown wheel. The crown wheel gives rotary motion to rear axles. The size of crown wheel in bigger than that of bevel pinion, therefore, the speed of rear axles (or crown wheel) in lower than the speed of pinion. Final rive is of two types, Le. chain type and gear type. 1.6 Braking System Brakes are used to slow down or stop the vehicle. Hydraulic brakes are generally used in automobiles, where brakes are applied by pressure on a fluid. Mechanical brakes are also used in some vehicles. These brakes are operated by means of leavers, linkages, pedals, cams, ete. Hand brake or parking brake is usually a mechanical brake. These are used for parking the vehicles on sloppy surfaces and also in case of emergency. 11.7 Gear Box Gear box contain gearing arrangement to get different speeds. Gears are used to get mare than one speed ratios. When both mating gears have same number of teeth, both will rotate at same ‘number speed. But when one gear has less teeth than other, the gear with less number of teeth will rotate faster than larger gear. In a typical car, there may be six gears including one reverse gear. First gear gives low speed but high torque. Higher gears give progressively increasing speeds. Gears are engaged and disengaged by a shift lever. 1.8 Steering System In front wheels can be turned to left and right by steering system so that the vehicle can be steered. The steering wheel is placed in front of driver. Itis mechanically linked to the wheels to provide the steering control. The primary function of the steering system is to provide angular motion to front wheels so that vehicle can negotiate a turn. It also provides directional stability to vehicle when the vehicle moves ahead in straight line. 3.2, CLUTCH Clutch is a mechanism used to connect or disconnect the engine from the rest of transmission elements. It is located between engine and gearbox. During normal running and stationary position, it is always in engaged condition. The clutch is disengaged when the driver processes the clutch pedal. The clutch is disengaged for starting, changing gears, stopping and idling. When the clutch is engaged, the engine will be connected to the transmission and power flows from engine to rear wheels through a transmission system. When ‘the clutch is disengaged by pressing the clutch pedal, the engine will be disengaged from the transmission. Thus, the power does not flow to rear wheels while the engine is still running. 5 Downloaded From : www.EasyEngincering.net Downloaded From : www.EasyEngineering.net [Transmission Systems 3.2.1. Principles of Operation of Friction Clutch The clutch works on the principle of friction. In Figure 3.2, the driving sha A with flange C is rotating at ‘N” rpm and shaft B with the flange D is keyed to the driven shaft which in stationary position when the clutch is not engaged. Now, extemal force is applied to the i flange D so that it comes in contact with flange C. As soon as the contact is made, they are united due to friction between them and the flange D starts rotating with flange C. The rotational speed of flange D depends on the friction between surfaces C and D which in tum proportional to the external force applied. (a) Disengaged position (b) Engaged position Figure 3.2 Principle of friction clutch If the force is gradually increased, the speed force transmitted will a’so be increased gradually. The torque transmitted by the friction clutch depends on pressure applied on flange, coefficient of friction of the surface materials and radius of the flange. By increasing any one of them, the force transmitted can be increased. Classification of clutch Types of Clutches Friction Clutch Plate Or Centrifugal Single plate Multiplate clutch Clutch Positive Clutch * In this type of clutch, the engaging clutch surfaces interlock to produce rigid joint they are suitable for situations requiring simple & rapid disconnection, although they must be connected while shaft are stationary & unloaded. * The jaw may be square jaw type or spiral jaw type. * They are designed empirically by considering compressive strength of the material used. Positive Clutch Fixed =—Moving—= ee poy Seas (a) Square jaw clutch, (0) Spiral jaw clutch. Spiral Jaw Clutch Square Jaw Clutch Positive Clutch Advantages Disadvantages Simple * Must be connected when No heat generated shaft is unloaded No slip Compact Low cost Friction Clutch Friction Clutches work on the basis of the frictional forces developed between the two or more surfaces in contact. Friction clutches are usually over the jaw clutches due to their better performance. There is a slip in friction clutch. = The major types of friction clutches are L. Single Plate Clutch ll. Multi Plate Clutch HL. Cone Clutch Iv. Centrifugal Clutch 3.2.1.Single Clutch Plate: It is the most common type of clutch plate used in motor vehicles. Basically it consists of only one clutch plate, mounted on the splines of the clutch plate, The flywheel is mounted on engine crankshaft and rotates with it, The pressure plate is bolted to the flywheel through clutch springs, and is free to slide on the clutch shaft when the clutch pedal is operated. When the clutch is engaged the clutch plate is gripped between the flywheel and pressure plate. The friction linings are on both the sides of the clutch plate. Due to the friction between the flywheel, clutch plate and the pressure plate the clutch plate revolves the flywheel. As the clutch plate revolves the clutch shaft also revolves. Clutch shaft is connected to the transmission gear box. Thus the engine power is transmitted to the crankshaft and then to the clutch shaft. When the clutch pedal is pressed, the pressure plate moves back against the force of the springs, and the clutch plate becomes free between the flywheel and the pressure plate, Thus the flywheel remains rotating as long as the engine is running and the clutch shaft speed reduces slowly and finally it stops rotating. As soon as the clutch pedal is pressed, the clutch is said to be engaged, otherwise it remains engaged due to the spring forces. ‘clutch pedal fulcrum pin Engine Shaft clutch shaft Clutch Plate’ Bearings Pressure Plate clucth spring Friction Lining Fig: Single Plate Clutch 53 late Clutch: of a number of clutch plates instead of only one clutch plate as in case of single plate clutch, As The number of clutch plates are increased, the friction surfaces also increases. The increased number of friction surfaces obliviously increases the capacity of the clutch to transmit torque. The plates are alternately fitted to engine and gear box shaft. They are firmly pressed by strong coil springs and assembled in a drum. Each of the alternate plate slides on the grooves on the flywheel and the other slides on splines on the pressure plate. Thus, each alternate plate has inner and outer splines. ‘The multi-plate clutch works in the same way as a single plate clutch by operating the clutch pedal. The multi-plate clutches are used in heavy commercial vehicles, racing cars and motor cycles for transmitting high torque. The multi-plate clutch may be dry or wet. When the clutch is operated in an oil bath, it is called a wet clutch. When the clutch is operated dry it is called dry clutch, The wet clutch is used in conjunction with or part of the automatic transmission. ENGINE SHAFT ZZZZZZZA. AR i CLUTCH PLATES 3.2.3.Cone Clutch: Cone clutch consists of friction surfaces in the form of cone. The engine shaft consists of female cone. The male cone is mounted on the splined clutch shaft. It has friction surfaces on the conical portion. The male cone can slide on the clutch shaft. Hen the clutch is engaged the friction surfaces of the male cone are in contact with that of the female cone due to force of the spring. When the clutch pedal is pressed, the male cone slides against the spring force and the clutch is disengaged. ‘The only advantage of the cone clutch is that the normal force acting on the friction surfaces is greater than the axial force, as compare to the single plate clutch in which the normal force acting on the friction surfaces is equal to the axial force. The disadvantage in cone clutch is that if the angle of the cone is made smaller than 200 the male cone tends to bind in the female cone and it becomes difficult to disengage the clutch. Cone clutches are generally now only used in low peripheral speed applications although they were once common in automobiles and other combustion engine transmissions. They are usually now confined to very specialist transmissions in racing, rallying, or in extreme off-road vehicles, although they are common in power boats. Small cone clutches are used in synchronizer mechanisms in manual transmissions, 4.4.8. Ackerman - Jeantaud Steering Linkage ‘The Ackerman - Jeantaud steering linkage is shown in Figure 4.5. This linkage is based ‘on a four bar chain with two longer links (AC and KL) of unequal lengths with two shorter Tinks (AK and CL) of equal lengths. 0 0 Figure 4.5 Ackermann steering mechanism When the vehicle is running along a straight path, the longer links will become parallel tnd each of shorter links will be inclined et an angle c tothe longitudinal axis ofthe vehicle. Downloaded From : www asyEngincering.net Downloaded From www: EasyEngincering.et ao ‘Automobite Engineering “The short Tink is trned to Inerease the angle a for steering the vehiele to the right. Now, the Jong connecting link LK makes the short link AK to tum in reducing the angle a. AK with angle tums is less than the angle 8 of CL. It means, the left front axle tuns through a small angle than the right front axe, ‘The value of @ obtained fora given value of 8 depends upon the ratio of (4K'/ AC) and angle a. For known values of (AK / AC) and a the values of O and 6 are obtained by either ‘graphically or avthmetically. The difference between cot and cot 6 for each pair of 8 and & ‘values will nerease slowly at fist and thn it will increase rapidly when 0 increases, Bu cotp—eoto= PM _ PN 4M” ON ‘Ackermann mechanism can only give correct steering for one value of 8, except 8 = 0. Similarly, a corresponding value of @ can be obtained when the vehicle is turning le. For ‘small values of, the angle @ willbe too high for correct steering and it would be too low for large values of 0. The errors occurred in values of § are negligible even O is large in this mechanism. But, the error in steering will produce wear on tyres. The distance of the point of intersection of arms AK and CL from the line AC is 0.7 of the wheel base obtained. This

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