THESIS ON:- HYDRAULIC FOUR WHEEL

STEERING SYSTEM

BY: TAMIRAT BAREGA

ID NO: CE/UR0699/02

& :TESHOME MEKU

ID NO:CE/UR0728/02

ADVISER: INS. SIRAK

DATE: MAY,2014

0
Title: - Hydraulic four wheel steering system

1
 ACKNOWLEDGEMENT
We are deeply grateful thanks to God. Then we thanks to our adviser Ins.
Sirak who helps us for making things easy & for his great advice and
suggestions in our project. We also give great thanks to our friends those
helping us by giving their important ideas and comments. Our special thanks
goes to library workers who are supporting us by giving important books that
helps to our thesis. Finally, thanks to our family for their support to finish and
to make the project real.

2
 ABSTRUCT

In this thesis, we have done about design of hydraulic four wheels steering system
for forklift. Four wheel steering system is one of the devices used for the improvement of
vehicle maneuverability & stability. It is also a method developed in the effective turning of the
Vehicle. In a typical front wheel steering system the rear wheels do not turn in the direction of
the curve and thus curb on the efficiency of the steering. In four wheels steering system the rear
wheels turn with the front wheels thus increasing the efficiency of the vehicle. The direction of
steering the rear wheels relative to the front wheels depends on the operating conditions. At low
speed wheel movement is pronounced, so that rear wheels are steered in the opposite direction to
that of front wheels. At high speed, when steering adjustments are subtle, the front wheels and
the rear wheels turn in the same direction. The design problem of this thesis is difficulty
of turning four wheels at the same time. Since, it needs proper distribution of
liquids for the front & rear wheels because of its hydraulic systems. This leads
to use different hydraulic operating mechanisms to distribute the liquid. The
main objective of this project is designing hydraulic four wheels steering system for
forklift. It is the most critical part that allows stability of the vehicle The main purposes of this
steering system is Superior cornering stability, improved steering responsiveness and precision,
high speed straight line stability, notable improvement in rapid lane changing maneuvers, smaller
turning radius and tight space maneuverability at low speed, relative wheel angles and their
control. Thus, designing steering system requires care and precision. Different calculations and
mechanisms are made in this design & different things are considered in this design like working
principles, knowing parts of the machine, selecting proper materials for each part, design
analysis of each part, and so on.

Eventually, using this project design and reviewing would lead to manufacture the steering
system from the selected materials and geometric point of views. This design project includes
design of different steering system components with different specifications.

3
 Introduction
Four wheel steering is a method developed in automobile industry for the effective
turning of the Vehicle and to increase the maneuverability. Hydraulic four
wheels steering system is the most critical part that allows stability of the
vehicle The main purposes of this steering system is superior cornering stability,
improved steering responsiveness and precision, high speed straight line stability,
notable improvement in rapid lane changing maneuvers, smaller turning radius and
tight space maneuverability at low speed, relative wheel angles and their control. It
is done for forklifts specifically.
Both the steering and suspension systems work closely together and even share
some of the same parts. The steering system controls your car's left and right
motions (improve Handling Characteristics) &the suspension controls the up and
down motions of your vehicle (improve Riding Characteristics).

Requirements for steering systems

 Maximum damping of impact from surface irregularities, but no loss
of contact with the road surface.
 Direct steering response to even minor steering movements, due to a very
rigid system.
 The steering systems layout: when the steering wheels are turned, the
hydraulic fluid inside the cylinder pushes the piston rod to the right and
left (correct steering principle).

 When the steering wheel is released, the wheels must return to the
Centre position and remain stable in that position. (proper wheel
alignments: camber, caster, and toe)

4
 TABLE OF CONTENT

PAGE NO

ACKNOWLEDGEMENT.............................i

ABSTRUCT........................................................................................ii

INTRODUCTION..............................................................................iii

CHAPTER ONE

1.1 Literature Review.................................................................................................................9

1.2. Working principle…....................................................................................11

CHAPTER TWO
2.1. Problem statement.............................................................................................................. 15

2.2. Objective.............................................................................................................................15

2.3. Methodology.......................................................................................................................... 15

2.4. Data.....................................................................................................................................16

CHAPTER THREE

HYDRAULIC FOUR WHEEL STEERING SYSTEM

3.1 Design of Components.......................................................................................................27

3.1.1 Design of lever.......................................................................................27

3.1.2 Design of the lever arm....................................................................32

3.1.3 Design of piston rod..........................................................................34

3.1.4 Design of piston head........................................................................37

3.1.5 Design of cylinder..................................................................................39

5
 3.1.6 Design of steering wheel...................................................................42

3.1.7 Design of steering column................................................................44

3.1.8 Control valves.........................................................................................48

3.1.9 Actuators...................................................................................................56

3.1.10 Pump selection....................................................................................56

3.1.11 Steering hoses.......................................................................................59

3.1.12 Reservoir.................................................................................................60

CHAPTER FOUR
Results and discussion
4.1. Manufacturing Methods….........................................................................63

4.2. Assembly procedure…......................................................................................63

4.3. Part drawing…....................................................................................................64

4.4. Assembly drawing…..........................................................................................66

CHAPTER FIVE
5.1. Conclusion............................................................................................................. 76

Recommendation….............................................................................................77
Appendix.............................................................................................................................. 78

Reference............................................................................................................................. 79

List of figures
Figure 1.1 The first steering patents…................................................................9

Figure 1.2 Comparison of 2ws&4ws….............................................................................10

Figure 2.1 Basic power steering system….............................................................12

Figure 2.2 Circuit diagram of 4ws(wheels steer in opposite direction)....................13

Figure 2.3 Circuit diagram of 4ws(wheels steer in same direction).............................14

Fig.3.1 Assembled steering system...............................................................................................17

6
Figure 3.2 Wheel arrangement during steering.........................................................18

Figure 3.3 Moment & forces in single wheel............................................................................23

Figure 3.4 Moment produced by vertical force.............................................................24

Figure 3.5 Steering moment produced by lateral force….........................................25

Figure 3.6 Lever arm….................................................................................................27

Figure 3.7 Application of arm on the system…..........................................................28

Figure 3.8 Lever forces…..............................................................................................29

Figure 3.9 Pin…..............................................................................................................31

Figure 3.10 Piston rod.................................................................................................34

Figure 3.11 Buckling of piston rod..................................................................................35

Figure 3.12 Piston head................................................................................................37

Figure 3.13 The cylinder................................................................................................. 39

Figure 3.14 Piston, cylinder & piston rod in one…...................................................41

Figure 3.15a Steering................................................................................................42

Figure 3.15b Steering wheel with its column............................................................43

Figure 3.16Column with load applied........................................................................44

Figure 3.17 Steering Column.......................................................................................45

Figure 3.18 Basic types of valves................................................................................50

Figure 3.19 Main relief valve at operation....................................................................................... 50

Figure 3.20 Relief valve direct acting..........................................................................51

Figure 3.21 Volume control valve...............................................................................52

Figure3.22 Working principle of directional control valve.......................................53

Figure 3.23a Valve in normal position….....................................................................53

Figure 3.23b Valve in actuating position…..................................................................53

Figure 3.24 Typical spool valve…................................................................................54

Figure 3.25 Spool valve..................................................................................................... 55

7
Figure 3.26 Rotary vane type pump...........................................................................56

Figure 3.27 Vane type pump operation…...................................................................57

Figure 3.28 Hydraulic steering hoses.........................................................................59

Figure 3.29 Reservoir........................................................................................................60

8
 CHAPTER ONE
1.1 Literature Review
In the past fifty years, car steering systems haven't changed much. But in the next decade, we'll
see advances in car steering that will result in more efficient cars and a more comfortable ride.
Power steering systems are probably the most used servo_ system by the common man, even
though most users never give it a second thought. The first power steering unit was invented
by Francis W. Davis in the mid 1920’s [19], but was not introduced in passenger cars until 1951.
A figure of the system can be seen in Figure 1.1. This system was of the type: ball and nut, and
is still in use in vehicles with higher steering forces, typically larger trucks. The predominant
system used today is of the type: rack and pinion, which was introduced in the late 1960’s in
medium performance sports cars. There are several different power assisted steering, PAS,
solutions for passenger cars on the market today. The most common is the rack and pinion
solution with a constant flow controlled pump, Hydraulic Power Assisted Steering –
HPAS system. More recently an Electric Power Assisted Steering, EPAS system, was
introduced in smaller cars. Our design is based on hydraulic four wheels steering system
for forklift. It is the most critical part that allows stability of the vehicle.

Figure 1.1 Figure from one of the first patents by Francis W. Davis

Four wheel steering system is one of the devices used for the improvement of vehicle
maneuverability & stability. It is also a method developed in the effective turning of the Vehicle.
In a typical front wheel steering system the rear wheels do not turn in the direction of the curve
and thus curb on the efficiency of the steering. In four wheels steering system the rear wheels
turn with the front wheels thus increasing the efficiency of the vehicle.

9
The difference between four wheel steering system (4ws) & two wheel steering system (2ws):
4ws 2ws
-Superior cornering stability, -unstable cornering,
-Improved steering responsiveness and precision, -no precise steering,
-High speed straight line stability, -no stability at high speed,
-Notable improvement in rapid lane -slow lane changing
changing maneuvers, maneuvers,
-smaller turning radius and - larger turning radius at
tight space maneuverability at low speed, low speed,
-Relative wheel angles and their control, -no relative wheel angles,
-4 wheels are steered. - 2 wheels are steered.

Figure 1.2 : Comparison of the avoidance maneuver with a vehicle with 2WS (conventional steering) and 4WS.

10
 1.2. Working principle
The main task of a power steering system is to decrease the steering effort of the driver in
certain situations such as low speed, maneuvering and parking. Power steering has become a
necessary component in modern cars of all sizes due to high axel weight, larger tire cross-
sections and front wheel drive. In most medium and larger cars, the reduction of steering effort
is accomplished by using a hydraulic system, which produces additional torque to the torque
applied by the driver.

The basic principle of a hydraulic power steering system is an ordinary hydro mechanical
servo parallel to a pure mechanical connection. A hydro mechanical servo is a system that
copies an operator applied movement, normally with the possibility to cope with higher forces or
torque. In a normal configuration of a follower servo, the force fed back to the driver is minimal.

The main task of the power steering system is to reduce, not remove, the steering effort of
the driver by adding a certain amount of torque to the driver’s torque, while at the same time
supplying the driver with a relevant amount of road feel through the steering wheel torque.
Assistance torque and road feel are an inherent compromise in conventional hydraulic steering
systems due to the system’s architecture.

Since, the valve is the controlling element in the HPAS system, the shaping and design
will affect the characteristic of the system deeply. Most of the power steering systems used in
cars today utilizes an open center valve solution instead of a closed center solution. The reason
for this is that the open center valve is an inherit pressure control valve together with a constant
flow. A specific valve displacement will result in a specific load pressure when neglecting the
motion of the controlled cylinder, pumping motion, where a closed center valve is more suitable
for velocity control. A specific valve displacement will result in a specific cylinder velocity,
when neglecting the variation in load. Based on this knowledge, it is natural that most power
steering units utilize an open-center valve over a closed-center valve. In Figure below a cut-
through sketch of a HPAS system including pump, valve assembly, rack and the hydraulic
cylinder is shown. The interesting part of this figure is the valve assembly with the torsion bar
in the core of the valve.

The function of the torsion bar is to activate the valve and at the same time transfer the
applied manual force down to the pinion. The top part of the torsion bar is attached to the spool
and the lower part is attached to the pinion. Since the valve body is also solidly attached to the
pinion, a displacement of the torsion bar will create an angular displacement between the spool
and the valve body. When torque is applied to the steering wheel, the torque will be transferred
down to the valve via the steering column.

11
When torque is applied to the torsion bar it will twist. The twisting of the torsion bar is linear to
the applied torque. This means that the valve displacement is proportional to the applied torque.
When the valve is activated or displaced, the valve will modulate the pressure within the
chambers of the hydraulic cylinder in order to assist the driver.

Fig2.1. Basic power steering system

Basic Operation:
Pressure from the oil pump is used to operate a piston‐and‐cylinder assembly. When the
control valve routes oil pressure into one end of the piston, it slides in its cylinder. Piston
movement helps move steering system components.

12
Fig.2.2 Circuit diagram of four wheel steering system (wheels steer in opposite direction)
Description 1: Fig.2.2 describes a circuit diagram when wheels steer in out of phase or
in opposite direction. This is achieved when the hydraulic fluid actuates the first cylinder
& goes to the second cylinder through the mode selector & actuates that second
cylinder in the opposite direction of the first cylinder. Since, due to the actuation of
these cylinders the wheel steering system is achieved in opposite direction. After
completion of the actuation systems the hydraulic fluid returns to the reservoir or
tanker.

13
Fig.2.3 Circuit diagram of four wheel steering system (wheels steer in the same direction)

Description 2: Fig.2.3 describes a circuit diagram when wheels steer in phase or in the same
direction. The hydraulic fluid actuates the first cylinder & goes to the second cylinder through
the mode selector & actuates that second cylinder in the same direction of the first cylinder.
And the wheel is steered in the same direction. Then the fluid returns to the reservoir after
completion of the actuation system.

14
 CHAPTER TWO

2.1 Problem Statement and Justification

Our project is a hydraulic four wheel steering system (4ws) on a specific area of forklift.
Although the present forklifts are rear wheel steered vehicle, we have modified it as a four
wheel steer. Because, an unstable situations will arise at high speeds. Therefore, to avoid this
instability we used all wheel steered system. This makes the forklift more stable. Since, this
steering system has different components. Therefore, each component is analyzed in this design.

2.2 Objective
The main objective of this machine is:

 To provide cornering stability.

 To improve steering responsiveness and precision.
 For high speed straight line stability.
 For notable improvement in rapid lane changing maneuvers.
 Giving smaller turning radius and tight space maneuverability at low speed for the
vehicle.
 To control relative wheel angles

2.3 Methodology
A series of methods were followed during the design of four wheels steering system.
The major ones are described as follows:
 Assessment of existing design
 Identifying problems
 Understanding operation principles
 Identifying part components which are needed
 Selecting materials for each component
 Apply designing procedures
 Analyzing each component strength wise
 Choosing method of joining for components
 Assembling orderly

15
 2.4 Data
We have used different data to design this four wheel steering system. Like
reference books from library, internets, asking instructors & company workers,
using teaching materials, etc.

Specification
 Type = Hydraulic four wheels steering system for forklift
 Mechanism = Hydraulic
 Service weight = 13027Kg
 Arm length=150mm
 Minimum Turning radius=3.3m
 Maximum turning radius = 4.1m
 Pressure =255.5Pa
 Inside steering angle = 290 ±30
 Outside steering angle = 260 ± 30
 Toe-in =2- 6mm
 Camber = 10 ± 0.750
 Caster = 3.50 ± 10

16
 CHAPTER THREE
HYDRAULIC FOUR WHEEL STEERING SYSTEM

Fig.3.1Assembled steering system

17
 Fig.3.2 Wheel arrangement during steering

Main parts of the machine

 Steering wheel
 Steering column
 Steering hoses
 Steering arm (knuckle)
 Oil Reservoir
 Oil pump
 Control Valve
 Hydraulic piston
 Piston rod

 Cylinder

18
 General Considerations in Machine Design

Following are the general considerations in designing a machine component:

1. Type of load and stresses caused by the load. The load, on a machine component, may act in
several ways due to which the internal stresses are set up.

2. Motion of the parts or kinematics of the machine. The successful operation of any machine
depends largely upon the simplest arrangement of the parts which will give the motion
required..

3. Selection of materials. It is essential that a designer should have a thorough knowledge of the
properties of the materials and their behavior under working conditions. Some of the important

Characteristics of materials are: strength, durability, flexibility, weight, resistance to heat and
corrosion, ability to cast, welded or hardened, machinability, electrical conductivity, etc

4. Form and size of the parts;

5. Frictional resistance and lubrication;

6. Convenient and economical features;

7. Use of standard parts.

8. Safety of operation.

9. Workshop facilities.

10. Number of machines to be manufactured.

11. Cost of construction

12. Assembling

General Procedure in Machine Design

In designing a machine component, there is no rigid rule. The problem may be attempted in
several ways. However, the general procedure to solve a design problem is as follows :

1. Recognition of need.

2. Synthesis (Mechanisms).

3. Analysis of forces

19
4. Material selection

5. Design of elements (Size and Stresses).

6. Modification.

7. Detailed drawing.

8. Production.

Factor of Safety

It is defined, in general, as the ratio of the maximum stress to the working stress.
Mathematically,
𝑀𝑎𝑥i𝑚𝑢𝑚 𝑠𝑡𝑟𝑒𝑠𝑠
Factor of safety =
Working or design stress

In case of ductile materials e.g. mild steel, where the yield point is clearly defined, the factor of
safety is based upon the yield point stress. In such cases,
Fi𝑒𝑙𝑑 𝑝𝑜i𝑛𝑡 𝑠𝑡𝑟𝑒𝑠𝑠
Factor of safety =
Working or design stress

In case of brittle materials e.g. cast iron, the yield point is not well defined as for ductile
materials. Therefore, the factor of safety for brittle materials is based on ultimate stress.
𝑈𝑙𝑡i𝑚𝑎𝑡𝑒 𝑠𝑡𝑟𝑒𝑠𝑠
Factor of safety =
Working or design stress

This relation may also be used for ductile materials.

Selection of Factor of Safety

The selection of a proper factor of safety to be used in designing any machine component
depends upon a number of considerations, such as the material, mode of manufacture, type of
stress, general service conditions and shape of the parts. Before selecting a proper factor of
safety, a design engineer should consider the following points:

1. The reliability of the properties of the material and change of these properties during service;

20
2. The reliability of test results and accuracy of application of these results to actual machine
parts;

3. The reliability of applied load;

4. The certainty as to exact mode of failure;

5. The extent of simplifying assumptions;

6. The extent of localized stresses;

7. The extent of initial stresses set up during manufacture;

8. The extent of loss of life if failure occurs; and

9. The extent of loss of property if failure occurs.

Each of the above factors must be carefully considered and evaluated. The high factor of safety
results in unnecessary risk of failure.

Selection of Materials

The selection of a proper material, for engineering purposes, is one of the most difficult
problems for the designer. The best material is one which serves the desired objective at the
minimum cost. The following factors should be considered while selecting the material:

1. Availability of the materials,

2. Suitability of the materials for the working conditions in service, and

3. The cost of the materials.

21
Force analysis

The force applied on each wheel is calculated by dividing the weight of the forklift including the
lifting load to the four wheels equally. But practically the whole lifting load is supported by the
two front wheels all most the load is concentrated in front wheels. So the load applied in the
front wheel is equal to W/2.

22
Fig.3.3. moment and forces on single wheel

Practically the tire is exposed to three moment & three forces as shown in the figure .for the
steering system each forces and moment has its own effect let’s begin with vertical force

Vertical force
The vertical load Fz, acting vertically upward on the wheel & it is considered a positive force Fz
has a component acting to produce a moment attempting to steer the wheel. The moment
arises from both the caster & lateral inclination angles. Assuming small angles & neglecting
camber of the wheel as it steers. The total moment will be:

Mz=(Fzl+Fzr)d*sinʎ sinσ

Where;

Mz=total moment on left & right wheel

Fzl=vertical load on the left wheel

Fzr=vertical load on the right wheel

Σ=steer angle

ʎ=lateral inclination angle

v=caster angle

23
 d=lateral offset at the ground

Fig.3.4 moment produced by vertical force acting on a caster angle

From the given data

Fzl & Fzr are vertical loads which are equal to the total load (W)=63897.4N

d= 0.15m

σ=29*

ʎ=3.5*

Substituting the value in the formula

Mz=63897.4*0.15*sin29*sin3.5

Mz=283.2N-m

Lateral force
The lateral force Fy, acting at the tire center produce a moment through longitudinal offset
resulting from caster angle. The net moment produce is;

My=(Fyl+Fyr)r*tanv

24
Where;

Fyl=lateral force at left wheel

Fyr=lateral force on the right wheel

r=tire radius

v=caster angle

The lateral force is generally dependent on the steer angle & cornering condition, and with a
positive caster produce a moment attempting to steer the vehicle out of turn.

Fig.3.5 Steering moment produced by lateral force

To calculate the load required to load and UN load the lever arm (Fyl+Fyr)

My is rolling resistance which is calculated by using the formula

My=Ff*r

Where;

r=tire radius

Ff=is frictional force=µW=0.3*63897.4=19169.22N

My=19169.22*0.2=3833.8N

Now we can calculate the load required to pool & push the lever arm

25
Fyl+Fyr=My/r tan v

Substituting the value

Fyl +Ftr=313478.6N

Rolling resistance & overhanging moments

These moments at most have a single angle component acting about the steering axis. They are
second order effects and are usually neglected in analysis of steering system torque.

26
 3.1 Design of Components

3.1.1 Design of lever

Introduction
A lever is a rigid rod or bar capable of turning about a fixed point called fulcrum. It is used as a
machine to push and pull a load by the application of a small effort. The ratio of load lifted to
the effort applied is called mechanical advantage. Sometimes, a lever is merely used to

Fig.3.6 Lever arm

Facilitate the application of force in a desired direction. A lever may be straight or curved and
the forces applied on the lever (or by the lever) may be parallel or inclined to one another.

The principle on which the lever works is same as that of moments.

27
In our case the type of lever is spline type and perpendicular to the applied piston force.

Application of levers
The ratio of the effort arm to the load arm i.e. l2 / l1 is called leverage.

A little consideration will show that if a large load is to be lifted by a small effort, then the effort
arm should be much greater than the load arm. In some cases, it may not be possible to provide
a lever with large effort arm due to space limitations. Therefore in order to obtain a great
leverage, compound levers may be used. The compound levers may be made of straight pieces,
which may be attached to one another with pin joints. The bell cranked levers may be used
instead of a number of jointed levers. In a compound lever, the leverage is the product of
leverages of various levers but in this case we need single lever due to the required load and
space.

Fig.3.7 Application of arm on the system

𝖶
W× 𝑙1 = 𝑃 × 𝑙2 or = 𝑙2
𝑃 𝑙1

i.e. Mechanical advantage,

𝖶
M.A = 𝑙2
=
𝑃 𝑙1

28
Analysis:
The design of a lever consists in determining the physical dimensions of a lever when forces
acting on the lever are given. The ratios of lever arms are:

L2/L1=3 ↔ L2=3L1

The forces acting on the lever are

1. Load (W), 313478.6N

2. Effort (P), 104492.86N

Reaction at the fulcrum is calculated by the following formula, since the effort and load are
parallel and opposite direction

RF = W – P

Rf=313478.6-104492.86=208985.7N

Now calculate the dimension of the cross section,

In our design we use elliptical cross section

Fig3.8. Lever forces

29
For elliptical section, section modulus,
𝜋
Z= × 𝑏 × 𝑎2
32

a= Major axis, and b= Minor axis.

Where,

the major axis is usually taken as 2 to 2.5 times the minor axis.

Z=0.245a^3

Now calculate the diameter of the pin

The length of pin is usually taken from 1 to 1.25 times the diameter of pin.

Assumption

L- length of the lever 150mm

Design of pin
The allowable stresses for the handle and pin are 100 MPa in tension and 55MPa in shear.

We know that the torque applied on the load point of the lever arm is

30
Fig.3.9 Pin

T=P*L2=104492.86*0.1125=11753.87N-m

Since, the pin is in double shear and resists the same torque as that on the load, therefore
Resisting torque,

T= 2× 𝜋 (𝑑1)2 𝑟 × 𝑑
4 2

d1 is diameter of the pin and d is diameter of the hole.

Since, diameter of the hole is twice to the diameter of the pin

4T=2*π *(d1)^3*τ

By rearranging the equation we get

d1=27mm

Now calculate diameter of the hole which is 2*d1

d=54mm

31
3.1.2 Design of the lever arm
Let, D = Diameter of the handle.

Since the arm is subjected to both bending moment and twisting moment, therefore the design
will be based on either equivalent twisting moment or equivalent bending moment. We know
that bending moment,

M=P*L1=104492.86*0.1125=11755.4N-m

The twisting moment depends upon the point of application of the effort. Assuming that the
effort acts at a distance 8mm from the end of the fixed joint, we have twisting moment,

T=104492.86*0.008=835.94N-m

We know that equivalent twisting moment,

𝑇𝑒 = √𝑀2 + 𝑇2 =11785N-m............................................1

We also know the equivalent twisting moment,

32
 = 𝜋 × 𝑟 × 𝐷3 ……………………………………………..2
16

By combining equation 1&2,we get,

D=36mm
1
𝑀𝑒 = 1 [𝑀 + √𝑀2 + 𝑇2]= (𝑀 + 𝑇𝑒)
2 2

Me=205655.875N-mm

We also know that the equivalent bending moment is,

𝜋
= × 𝜎𝑏 × 𝐷3
32

D=40mm

Taking the larger of the two values we have

D=40mm............ans

33
 3.1.3 Design of the piston rod

The piston rod is the intermediate member between the piston and the lever. Its primary function
is to push and pull the piston inside the cylinder to transmit force and hydraulic pressure.

Fig.3.10 Piston rod

Material selection: Annealed stainless steel

The ultimate stress (𝜎𝑢𝑡) of the material is 508 MPa and

Safety factor is 6 (assuming the rod is both ends hinged).

The piston rod must have the capacity to withstand the design load and the intensity of
internal pressure, since the effort needed to push & pull the load is 104492.86N

Let; dpr= diameter of the piston rod

Allowable tensile stress is;

σt =508/6=84.67MPa

Force acting on the piston rod due to the applied load is;

34
 2
𝜋(𝑑𝑝𝑟)2 (𝑑𝑝r) 2
𝐹𝑝 = * 𝜎𝑡 = 𝜋 * * 84.67 = 66.5 * (𝑑𝑝𝑟)
4 4

Therefore, diameter of the piston rod (dpr) is:

d = √104492.86 = 21.2𝑚𝑚 𝑠𝑎𝑦 25𝑚𝑚

pr
66.5

The force acting on the piston rod due to the intensity of internal pressure is;
2
𝜋(25)2
𝐹 = 𝜋(dpr)
*𝑝= * 𝑝 = 314.16𝑝
𝑝 4 4

Intensity of internal pressure p, is

𝐹𝑝 104492.86
P= = = 67.8𝑀𝑃𝑎
𝐴 314.16

Fig3.11. Buckling of piston rod

Since the piston rod is designed by taking the force on the piston rod (Fp) equal to the maximum
force on the piston (Fmax) due to gas pressure, therefore,
2
F =F =𝜋𝑑 * 𝑝 = 33281.24𝑁
p max
4

We know that the piston rod is designed for buckling about X-axis (i.e. in the plane of motion of
the piston rod) assuming both ends hinged. Since a factor of safety is given as 6, therefore the
buckling load,

WB = Fp × F. S. = 33281.24 × 6 = 199687.48 N

Since, the buckling load WB is much greater than the design load Fp,

WB > Fp ∴ the design is quite safe!

We know that radius of gyration of the section about X-axis,

35
 4
𝑘 = √𝐼𝑥𝑥 = √419𝑡 * 1
= 1.78𝑡 (t=d for circular rod)
𝑥𝑥 𝐴 12 12𝑡2

∴ 𝑘𝑥𝑥 = 1.78 * 31 = 55.18𝑚𝑚

Now according to Rankine’s formula, we know that buckling load (WB),

𝜎𝑡*𝐴 84.67*(12𝑡2)
199687.48N = 𝐿 2 = 1 𝐿 2
1+𝑎( ) 1+ ( )
𝑘𝑥𝑥 7500 55.18

... (It is given that 𝜎𝑡 = 84.67MPa or N/mm2 and a = 1 / 7500)

Where; L = Equivalent length of the piston rod, and

a = Constant

= 1 / 7500, for annealed steel

176414.44 127794 22836243

199687.48N = 1+ 𝐿2 = 176414.44 = 22836243+𝐿2
22836243

0.724(22836243+𝐿2) = 22836243

22836243+𝐿2 = 22836243
= 31541772.1
0.724

L = √31541772.1 − 22836243 =561.6mm

∴The length of the piston rod is 561.6mm.

36
 3.1.4 Design of piston head

Piston head is circular in shape connected to the piston rod ‘found inside the cylinder. The
head is determined by treating as a flat circular plate & have uniform thickness. Fixed at the
outer edge & subjected to a uniformly distributed load due to the fluid pressure over the
internal cross section.

Fig.3.12 piston head

Material selection: Based on the application & the material is exposed to the fluid pressure be
high strength iron based super alloy steel is selected.

-Austenitic AM350

-Tensile strength 1413Mpa

-Yield strength 1207Mpa

-Modulus of elasticity is 20.3Gpa

37
Analysis:
Since the piston head is assumed as a flat circular object .neglect bending of the head due to the
applied load & the internal fluid pressure.

Pf (π/4Dh2)-Pa (π/4(Dh2-Dr2))-R=0.................*

Where;

Pf is pressure developed by working fluid

Pa is atmospheric pressure which is equal to 10bar

R is the applied load from the piston rod which is 31047.4N

Dr is diameter of the piston rod

Dh is diameter of piston head

From selection of pump the fluid pressure is equal to the pressure supplied by the pump. which is
equal to 255.5Mpa

Substituting the value in the equation (*) we get

Dh=80mm

Now calculate the thickness of the piston head. From the figure the piston head is experienced
to uniformly distributed fluid pressure & the concentrated reaction force to calculate the
thickness apply the gashoffs principle.

Assuming factor of safety 3

𝜎all=𝜎u/f.s=1413/3=471Ma

Substituting all the result in to equation:

2
3𝑃ƒ 𝐷ℎ
𝑡= √ 16𝜎 𝑎𝑙𝑙

t=10mm

38
 3.1.5 Design of cylinder
Cylinders are used to carry a pressure; there are two types of cylinder according to their
thickness to diameter ratio classified as thick & thin cylinder.

internal diameter.

The internal pressure of the cylinder is equal to internal fluid pressure (Pf) pressing the
piston head. A proof is the fundamental principle of fluid called PASCAL PRINCIPLE; pressure at
a point in a fluid in a closed container is the same in all direction. Therefore it is taken from the
previous calculation Pf =255.5N/mm2 & the internal diameter of the cylinder is equal to the
diameter of the piston head. Dh Di=86mm.

Fig.3.13. the Cylinder

Assumption

 Assume the cylinder is thick

 Uniformly distributed pressure over the entire cylinder.
 The cylinder may burst out due to pressure of the fluid tensioning side way.
 Factor of safety is 3

39
Material selection: Due to the nature of the fluid applied to the cylinder we select
carburized steel AISI C 1118

Having;
-Ultimate tensile strength is 779N/mm2
-Tensile yield strength (𝜎sy) is 531Nmm2
Analysis :
ide the cylinder. Due to these stress there are
different forces
𝜎max = Pmax*di/2t 𝜎t=Pmax*dt/2t
Where;
𝜎t =tensile strength
Pmax=maximum pressure
Di=diameter of the cylinder
T=thickness of the cylinder

P is fluid presser

𝜎t is hoop stressor tensile

𝜎r is radial stressor compressive

𝜎t/f.s=Pmax*di/2t

t=Pmax*di*s.f/2𝜎t

Substituting the value the thickness will be

t = 3mm

40
 Fig.3.14. piston, cylinder & piston rod in one

Now calculate the ratio of the thickness to internal diameter is given by

t/di=3/40

So the ratio is greater than 1/20 so it is as expected thick cylinder

Now calculate the outer diameter of the cylinder (do)

do = di+2t

do = 80+3*2

Outside diameter of the cylinder is do = 86mm

Since, 𝑙𝑒𝑛𝑔𝑡ℎ 𝑜𝑓 𝑡ℎ𝑒 𝑐𝑦𝑙i𝑛𝑑𝑒𝑟 is slightly greater than the length of the rod.

So take l=600mm

41
 3.1.6 Design of steering wheel

Fig3.15a. Steering wheel with its column. It bolts directly to the steering unit on one end.
Steering wheel is means of guiding vehicle that is connected by way of
the steering column to the steering gear and is turned to change direction.
It is also a wheel used to control movement.
A driver controls the automobile’s motion by keeping the wheels pointed in the desired
direction, and by stopping or slowing the speed at which the wheels rotate. These controls are
made possible by the steering and braking systems. Automobiles are steered by turning either
the front wheels (2w) or all-wheel steering (4w). In our case, we have design all-wheel steering
(4w) steering system of forklift. When a driver turns the steering wheel, the hydraulic action
rotates a steering shaft inside the steering column. Depending on the steering mechanism, gears
or other devices convert the rotating motion of the steering wheel into a horizontal force that
turns the wheels. A hydraulic system, operated by the pressure or movement of a liquid, to
augment (increase) that force, requiring less effort by the driver.

42
 Fig3.15b. Steering wheel with its column
Material selection:
Mild Steel [IS: Code =IS. 1570-1961]
Properties of Mild Steel:
y=329N/mm2


y = 706N/mm
 2

all y/FS
= 329/4
= 82.25N/mm2
all y/FS
2
= 706/4 = 176.5N/mm
Analysis
An average man can turn a simple steering wheel with an average force of 300N with an
average speed of 18 rpm.
 Applied force on the steering, F =300N
 Rotational speed, N = 18rpm
 Diameter of steering wheel, d =150mm or r =75mm
Therefore,
Twisting moment on the wheel,
T = F*r
= 300*0.075 =22.5Nm =22.5× 103𝑁𝑚𝑚
2𝜋𝑁𝑇 2×𝜋×18×(300×0.75)
Power, P= =
60 60

P = 42.4watts
 Checking Shear of the wheel,
2 = π/4*1502=17671.46mm2
= 250/17671.46

Shear of the wheel is much smaller than the allowable shear, all.
Therefore, the design is quite safe!

43
 3.1.7 Design of steering column
A column is machine part subjected to an axial compressive force. The machine members that
must be investigated for column action are piston rods, valve push rods, connecting rods, screw
jack, side links of toggle jack etc.
Types of end conditions = Both the ends hinged and pin jointed as shown in Fig.

Fig3.16. Column with load applied

It has been observed that when a column is subjected to a compressive load and the load is
gradually increased, a stage will reach when the column will be subjected to ultimate load.
Beyond this, the column will fail by crushing and the load will be known as crushing load.
It has also been experienced, that sometimes, a compression member does not fail entirely by
crushing, but also by bending i.e. buckling. This happens in the case of long columns. It has also
been observed, that all the short columns fail due to their crushing. But, if a long column is
subjected to a compressive load, it is subjected to a compressive stress. If the load is gradually
increased, the column will reach a stage, when it will start buckling. The load, at which the
column tends to have lateral displacement or tends to buckle, is called buckling load, critical
load, or crippling load and the column is said to have developed an elastic instability. The
buckling takes place about the axis having minimum radius of gyration or least moment of
inertia. It may be noted that for a long column, the value of buckling load will be less than the
crushing load. Moreover, the value of buckling load is low for long columns, and relatively high
for short columns.

44
 Fig3.17. Steering Column
Material selection: steel 37
-Yield stress, 𝜎𝑦=230MPa
-Elastic modulus, E=210GPa
-G=76GPa
 Allowable design stress,
𝜎𝑎𝑙𝑙=𝜎𝑦/𝐹𝑠 = 230𝑀𝑃𝑎/4 = 57.5MPa
 Permissible shear stress,
𝑟𝑎𝑙𝑙=𝜎𝑎𝑙𝑙/2=57.5𝑀𝑃𝑎/2 = 28.75MPa
Given:
Load, P =direct load applied on the steering wheel =300N
Factor of safety, FS = 4
Effect of twisting moment, β =1.3

Analysis:
Design load
= β*F
= 1.3*300
= 390N
The column is subjected to on the basis of compression & it is circular type.
Therefore, to find diameter of the column:
β*F=π/4*dc2 all

45
 dc all)
=√(4*390/π*166.67)
=17.3mm say 18mm
Since, the failure of column occurs due to buckling alone. Therefore, according to Euler’s
theory, the crippling or
buckling load (Wcr) under various end conditions is represented by a general equation,
𝐶𝜋2𝐸𝐼 𝐶𝜋2𝐸𝐴𝑘2 𝐶𝜋2𝐸𝐴
Wcr = = = 2
……. (I = A.𝑘2)
𝐿2 𝑙2 (𝑙⁄ )
𝑘

Where; E = Modulus of elasticity or Young’s modulus for the material of the column,
A = Area of cross-section,
k = Least radius of gyration of the cross-section,
l = Length of the column, and
𝑙⁄ =slenderness ratio
𝑘
C = Constant, representing the end conditions of the column or end fixity coefficient.
The following table shows the values of end fixity coefficient (C ) for various end conditions.

Table 1 Values of end fixity coefficient (C ) for various end conditions.

Since, in this design case both ends of the column is hinged. Therefore, its end fixity coefficient
(C) value is 1.
Notes: 1. The vertical column will have two moments of inertias (viz. Ixx and Iyy). Since the
column will tend to buckle in the direction of least moment of inertia, therefore the least value of
the two moments of inertias is to be used in the relation.
2. In the above formula for crippling load, we have not taken into account the direct stresses
induced in the material due to the load which increases gradually from zero to the crippling
value. As a matter of fact, the
combined stresses (due to the direct load and slight bending), reaches its allowable value at a
load lower than that required for buckling and therefore this will be the limiting value of the safe
load. 2
𝐸
Crippling stress, 𝜎 = 𝖶𝑐r = 𝐶𝜋
𝑐𝑟 2
𝐴 (𝑙⁄𝑘)
A little consideration will show that the crippling stress will be high, when the slenderness ratio
is small. We know that the crippling stress for a column cannot be more than the crushing stress
of the column material. It is thus obvious that the Euler’s formula will give the value of
crippling stress of the column (equal to the crushing stress of the column material)
corresponding to the slenderness ratio. Now consider a steel-37 column. We know that the
crushing stress for steel=37 is 230 N/mm2 and Elastic modulus for steel-37 is E=210×
103N/mm2.
Now equating the crippling stress to the crushing stress,

46
 2
𝐶𝜋 𝐸
we have 2
(𝑙⁄ )
𝑘
3
= 1×9.87×210×10
2 ... (Taking C = 1)
(𝑙⁄ )
𝑘
or
(l / k)2 = 9011.74

l / k = 94.93 say 95
Hence if the slenderness ratio is less than 95, Euler’s formula for a steel-37 column is not valid.
Sometimes, the columns whose slenderness ratio is more than 95 are known as long columns,
and those whose slenderness ratio is less than 95 are known as short columns. It is thus obvious
that the Euler’s formula holds good only for long columns.

Equivalent Length of a Column

Sometimes, the crippling load according to Euler’s formula may be written as
𝐶𝜋2𝐸𝐼
Wcr = 𝐿2
Where L is the equivalent length or effective length of the column. The equivalent length of a
given column with given end conditions is the length of an equivalent column of the same
material and cross-section with hinged ends to that of the given column. The relation between
the equivalent length and actual length for the given end conditions is shown in the following
table.

Table 2 The relation between the equivalent length and actual length
Since, an end condition of this design is both ends hinged. Therefore, the equivalent length(L)
and actual length(l) is equal. i.e L =l
Check for stability or buckling
Now, we2 can calculate the crippling load (Wcr), according to the known values.
𝐸𝐴
Wcr = 𝐶𝜋𝑙 2 , where A = 𝜋 𝑑4 2 𝑐
( ⁄𝑘 ) 2
= 3.14×18 = 254.5𝑚𝑚2 = 0.2545𝑚2
4
C = 1, E = 210× 103𝑁/𝑚𝑚2 = 210 × 109N/m2

𝑙⁄ = 95
𝑘

47
 1×9.87×210×103×254.5
Wcr = 952 = 584.5𝐾𝑁
As we see, the crippling load is much greater than the given load of column to
avoid buckling. i.e Wcr > P. Therefore, the design is safe!

48
 3.1.8 Control Valves
Control valves:-Allow the fluid to the desired direction. Forklifts maybe steered by turning the
front wheels, but in our cases the forklifts have all-wheel steering. This steering systems link the
front wheels with rear wheels together by means of steering hoses to share the hydraulic fluids.
The steering hoses insure that the turning of one wheel is matched by a corresponding turn in the
other.

When a driver turns the steering wheel, the mechanical action rotates a steering shaft inside the
steering column. This turning of steering wheel allows opening and closing of the control
valves. Depending on the steering mechanism, the rotating motion of the steering wheel is
converted into a horizontal force that turns the wheels.

Hydraulic steering system uses hydraulic pressure, operated by the pressure or movement of
a liquid, to augment that force, requiring less effort by the driver.

Valve selection: Valves are selected based on:

- type,

- Size,

- pressure,

- Capacity and pressure drop within the valve.

Three types of control valves:

a/ Pressure control valves

b/ Flow or volume control valves

c/ Directional control valves

Hydraulic valves: Act as controllers in hydraulic system .They are essential in any hydraulic
system, without them it would be impossible to control the flow or pressure. A valve may be
defined as a device having one or more movable parts which have the ability to:

 open,
 restrict or
 Close off the fluid flow.

49
 Fig3.18. Basic types of valves

a/ Pressure control valve

Type: Relief valve (Direct acting & Pilot operated)

Purpose: These valves are used to limit the pressure in hydraulic system, unload the pump or
adjust the pressure of oil entering a circuit. It Prevents system damage by limiting pressure

Fig3.19. Main relief valve at operation

50
 Fig3.20. Relief valve direct acting

CONSTRUCTION: Valve, seat and spring

OPERATION: Valve initially held closed by spring force. Pressure oil acts upon the valve.
Excessive pressure (always sensed on upstream side of circuit) will overcome the spring force
and open the valve to allow the oil to be by-passed. A relief valve opens when the steering
wheel is turned to the full‐left or full‐right position.

51
 b/ Volume or flow control valve
⚫ These valves control the flow rate of oil in a hydraulic system.
⚫ They do this job by limiting flow rate of the fluid into a circuit or diverting it into one side of
actuator.

Fig3.21. Volume control valve

Type: CHECK VALVE

PURPOSE: Control oil to flow in one direction only

CONSTRUCTION

• Spring and valve with tapered seat.

• A round ball is sometimes used instead of the valve shown here.
• In other circuits, the check valve is free floating (no springs) or has an orifice in the valve.

OPERATION:

Valve will lift off seat and control flow when the slight spring force is exceeded. The following
figure shows operation of volume control valve.

52
 c/ DIRECTIONAL CONTROL VALVE

Fig.3.22 Working principle of directional control valve

The fluid from the power input pump, before entering in to the confined cylinder, it has to pass
through the directional control valve so that the direction of the fluid can be adjusted by simply
pushing on the push button. Since there is only one port on the actuating unit and two ports
from the tank and from the pump, thus the directional control valve has three ports. The
directional control is made to be spool cylinder type and the spool land.

Fig3.23a. Valve in normal position. Fig3.23b. Valve in actuated position.

53
Type: spool valve

Fig3.24. Typical spool valve

PURPOSE: These valves control the direction of oil flow or Block or direct the flow of oil to the
desired circuit.

_from pump _to reservoir _to cylinder bottom _to cylinder head side

POSSIBLE POSITION TYPES:

A. Two position ( i.e., Forward, Reverse)

B. Three Position (i.e., Raise, Hold, Lower)

C. Four Position ( i.e., Raise, Hold, Lower,

Float) CONSTRUCTION:

A. Lands that can be moved to select a circuit, (i.e., 1,2 or 3)

B. Throttling slots machined in land to allow partial flow. (i.e., close blade control)

C. Machine grooves around the valve land to assist in lubricating, sealing and centering the
spool in the bore.

54
 Fig3.25 Spool valve

Line Classifications
Between all of the components in a hydraulic system there are oil lines. As each has a
different function and a different name. Such, main types of lines are:

i) Working lines:
-pressure lines
-suction lines
-return lines

ii) Non-working lines:

-drain lines
-pilot lines

55
 3.1.9 ACTUATORS
Actuators are correction elements that convert hydraulic energy into mechanical energy and also
produce a change in the process to correct or the controlled condition. There are many types of
actuators such as pneumatic, hydraulic, mechanical and electrical actuators. The actuator that we
used is hydraulic actuator which actuates the power supply by close or opens the switch of the
power supply.

3.1.10 Pump selection

Type: rotary-vane pump

• Engine‐driven pump that produces the hydraulic pressure for steering system operation

• It contains a set of retractable vanes that spin inside an oval chamber.

•The amount of flow provided by the pump depends on the car's engine speed.
•The pump must be designed to provide adequate flow when the engine is idling.

• Driven by a belt

-The pump is connected to the control valve by means of two hoses. One hose delivers the
hydraulic fluid to the control valve. The second hose returns the fluid to the reservoir

Fig3.26. Rotary-vane type pump

56
Operation:

Fig3.27. Vane‐Type Pump Operation

Assumption -no leakage

Flow rate, Q =AV

From data; bore diameter of hoses= 10mm or r = 5mm

Assume: V=10 𝑚⁄𝑠

𝜋(0.01)2
∴Q = 10*
4

= 2.5x10-4m3/s

𝐹 4*31048.4
Pressure = =
𝐴 𝜋(0.04)2

= 395.5Mpa

Pump with flow rate 2.5x10-4m3/s and pressure 395.5Mpa

Now, we determine revolution of a pump (N) in RPM to supply a given pressure.

57
 60𝑃
i.e. N = ,
2𝜋𝑇

where, P- power developed during pumping

T- torque required

Since, P = F*V = 104492.86*10 = 1044928.6W =1044.9Kw and,

T = F*r = 1044928.6*5 = 522.46N-m

60𝑃 60×1044928.6
Therefore, 𝑁 = = = 1909.89𝑅𝑃𝑀
2𝜋𝑇 2×𝜋×522.46

58
 3.1.11 Steering Hoses

Fig3.28. Hydraulic steering hoses

Steering hoses are a flexible tube conveying fluids from one part of a machine to the others. And also
delivers the hydraulic fluid to the control valve & returns the fluid to the reservoir.
• High‐pressure, hydraulic, rubber hoses that connect the power steering pump and the power
cylinder

• One line serves as the pressure feed line

• One line serves as a return line to the reservoir

• Metal lines may be used where vibration or movement is not a problem

.Diameter of hoses = 10mm

59
 3.1.12 Reservoir
The reservoir is the outer most cylinders used as housing and contain the hydraulic oil with in
it. Or it is part of a machine design to hold fluid.
The reservoir should give the following functions:

 Supply storage space (holds fluid for components)

 Allows entrained air to escape (separate air from the system)
 Dissipate heat
 Allows large particles to settle

Fig.3.29 Reservoir

60
To perform this operation it may contain:

 Magnet
 Drain
 Filter
 Filter cap

To determine the diameter of the cylinder (reservoir) considering the reservoir holds more
volume of fluid than the amount that is normally required to attain optimum steering.

The reservoir is circular and due to the amount of fluid required, the overall dimension of the
reservoir can be calculated (estimated) by considering the actuators dimension (cylinder, piston,
piston rod, and hoses). Now to find the dimension, calculate the volume of each part.

-Cylinder volume, Vc

Vc = Ac*hc

= 𝜋 𝑑𝑐2 × ℎ𝑐
4

=3015900𝑚𝑚3

-Volume of piton rod, Vpr

Vpr = Apr*hpr
𝜋𝑑𝑝r 2
= ×ℎ
4 𝑝𝑟

= 274889.4𝑚𝑚3

-Volume of piston head, Vp

Vp = 𝐴𝑝 × 𝑡𝑝

𝜋(802−252)
= 4 × 10

= 45357𝑚𝑚3

61
-Volume of hose, Vh

Vh= 𝐴ℎ × 𝐿, (Let length of hose, L = 10m = 10,000mm & 𝑑ℎ = 10𝑚𝑚)

2
𝜋𝑑ℎ
Therefore, 𝑉ℎ = ×𝐿
4

= 785000𝑚𝑚3

-Now, we can estimate the volume of the tanker(reservoir)

i.e. 𝑉𝑟 = 2𝑉𝑐 + 𝑉ℎ − (2𝑉𝑝𝑟 + 𝑉𝑝) + 𝑉𝑠

where, 𝑉𝑐 = cylinder volume

𝑉ℎ = hose volume

𝑉𝑝𝑟 = piston rode volume

𝑉𝑝 =piston volume

𝑉𝑠 =reserved volume for safety

The reserved volume is assume to be 215000𝑚𝑚3

Finally, substituting the values of each volume & we get the volume of the tanker (reservoir). i.e.

Vr = 3,461,756𝑚𝑚3

Now we can calculate the diameter & the height of the reservoir. Since, from the space available
the height of the reservoir should not greater than 300mm.

Vr = 𝐴𝑟 × ℎ𝑟 ➀ ℎ𝑟 = 𝑉r
𝐴r

2
Ar = 𝜋𝑑r ➀ 𝑑𝑟2 = 4𝑉r ➀ 𝑑𝑟 = 215𝑚𝑚
4 300

∴ 𝑑i𝑚𝑒𝑡𝑒𝑟 𝑜ƒ 𝑡ℎ𝑒 𝑟𝑒𝑠𝑒𝑟𝑣𝑜i𝑟, 𝑑𝑟 = 215𝑚𝑚 & ℎ𝑒i𝑔ℎ𝑡 𝑜ƒ 𝑡ℎ𝑒 𝑟𝑒𝑠𝑒𝑟𝑣𝑜i𝑟, ℎ𝑟 = 300𝑚𝑚

62
 CHAPTER FOUR

Results and Discussion

4.1 Manufacturing Methods
Some shapers, lathes, bending machine, drilling & grinding machines may be used
to manufacture the steering system. It is manufactured from easily available
materials & spare components. For example, the valve is a bit difficult to
manufacture but there are used and out of function valves available. The
components that need to be manufactured are the steering column, steering
wheel, hydraulic cylinder, piston, piston rod, arms, etc. The pump, valves,
reservoir, hoses, etc. can be manufactured on the convectional machineries. The
arm can be manufactured by bending a plate. Some machine components may be
manufactured from casting or welding of several materials

4.2 Assembly Procedure

I. Install steering wheel

II. Place the column after the wheel
III. Connect the column with the steering cylinder
IV. Insert piston & piston rod in the cylinder
V. Pined an arm with piston rod
VI. Install hydraulic hoses
VII. Install hydraulic valves
III. Assemble engine driven pumps
IX. Place an oil reservoir
X. Install control and hydraulic part with aid available manual
XI. Determine safety properly

63
 4.3 Part drawing

Cylinder

64
Piston rod

65
piston

66
Pin

67
Tire

68
Steering wheel

69
Support

70
Chassis

71
Lever

72
4ws 2D

73
4.3 Assembly drawing 3D (Modelling)

74
75
 CHAPTER FIVE

Conclusion
Four wheel steering is a method developed in automobile industry for the effective turning of the
Vehicle and to increase the maneuverability. Hydraulic four wheels steering system is the
most critical part that allows stability of the vehicle The main purposes of this steering system is:
- superior cornering stability,
-improved steering responsiveness and precision,
-high speed straight line stability,
-notable improvement in rapid lane changing maneuvers,
-smaller turning radius and tight space maneuverability at low speed,
-relative wheel angles and their control.
Four-wheel steering is a serious effort on the part of automotive design engineers to provide
near-neutral steering. Also in situations like low speed cornering, vehicle parking and driving in
city conditions with heavy traffic in tight spaces, driving would be very difficult due to vehicle’s
larger wheelbase and track width. Hence there is a requirement of a mechanism which result in
less turning radius and it can be achieved by implementing four wheel steering mechanism
instead of regular two wheel steering. In this project forklift is considered as a working area.
The main aim of this project is to turn the rear wheels & front wheels at the same time. In order
to achieve this, a hydraulic steering mechanism is developed for the effective turning of wheels.
The mechanism was modelled using CATIA and the circuit was done using AutoCAD.
The difference between four wheel steering system (4ws) & two wheel steering system (2ws):
4ws 2ws
-Superior cornering stability, -unstable cornering,
-Improved steering responsiveness and precision, -no precise steering,
-High speed straight line stability, -no stability at high speed,
-Notable improvement in rapid lane -slow lane changing
changing maneuvers, maneuvers,
-smaller turning radius and - larger turning radius at
tight space maneuverability at low speed, low speed,

76
 Recommendation
Since, we have design hydraulic 4ws. Although 4ws steering system
is more stable than 2ws, it is not still developed in forklifts.
Therefore, anyone who is interested on this 4ws, we have to
recommend that do more & manufacture it on the working area of
forklifts.

77
Appendix
σc = compressive stress
σy = yield stress
µ = coefficient of friction

FS = factor of safety

τy = shear yield stress

σall = allowable normal stress
τall = allowable shear stress

di = inner diameter
do = outer diameter
σc,max = maximum normal stress
τmax = maximum shear stress
E = elastic modulus

σo = allowable static stress

k = radius of gyration
Ixx = second moment of area
Zxx = section modulus
σb = bending stress
σu = ultimate stress

M = bending moment

Teq = equivalent twisting moment

78
 Reference
 A Text Book of Machine Design, R.S. KHURMI & J.K. GUPTA

 Shigley, Mechanical engineering design,8th edition,Budynas-Nisbett

 Strength of materials,Beer,Johnston&Dewolf

 Engineering materials, 5th ed. Nelson, Toronto 2006

 Internets

 Different guide manuals of steering system

 Different lecture notes of steering system

79
80