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 provide the steering function. The
primary purpose of the steering system is to allow the driver to guide the vehicle.

What is Steering Gear Box?

The steering gear box is the heart of the vehicle's steering system. It guides the movement in
conjunction with the direction that the steering wheel is rotated, helping achieve wheels' ideal
steering response for more efficient driving.

A Steering Gear Box is an Automobile driving system that uses the gears to steer the
vehicle in the required direction or it is used to convert the rotation of the Steering Wheel into
Swirling Movement of the Wheels .The Steering Gear System consists of links, pairs,

• The case which holds the steering gear is called as steering gearbox.

• The Rotary movement of the steering wheel is converted into reciprocating motion of the
steering linkage.

The driver easily turns the stub axle either left or right side with the help of steering gear box.

Types of steering gear box

Based on the construction and working principle the steering gear box are classified into the following
types

1. Worm and sector type

2. Worm and Roller type

3. Worm and Nut type

4. Worm and wheel type

5. Recirculating Ball type steering gearbox

6. Cam and Peg Steering Gear Box

7. Cam and lever type

8. Rack and Pinion Steering Gear Box

1. Worm and Sector Steering Gearbox

In this type the worm on the end of the steering shaft meshes with a sector mounted on a
sector shaft.

When the worm is rotated by rotation of the steering wheel, the sector also turn rotating
the sector shaft.

Its motion is transmitted to the wheel through the linkage.

The sector shaft is attached to the drop arm or pitmen arm.

Fig.1.1 worm and steering gear box

2. Worm and Roller steering gear box

Worm and roller is similar to the worm and sector type of steering mechanism. A toothed roller is
mounted on a roller shaft and worm gear is mounted on a steering shaft. Gear tooth of worm gear meshes
with that of the roller and motion is transmitted. The roller is mounted on a ball bearing. This mechanism
has low friction compared to Worm and Sector mechanism and is widely used on American passenger
cars

3. Worm and Nut steering gear

A nut is meshed with the worm and screws up and down relative to the movement of the worm. This is
also known as “re-circulating ball type” mechanism. Nut is used with ball that reduces the friction and
power loss.

Power steering refers to the use of hydraulic power in assisting the steering motion. When coupled with
any of the steering system, the power steering makes use of pump which forces the fluid under pressure,
to help the steering gearbox, to overcome the friction and easily turn the gears and impart movement to
the road wheels. Power steering makes steering wheel to turn easily and also a small effort, on steering
wheel, will give sharp turning of road wheels.

4. Worm and Wheel Type

This type of steering gear has a square cut screw threads at the end of the steering column which
forms a worm, at the end of it a worm wheel is fitted and works rigidly with it. Generally
covered shaft is used for the worm wheel.

The worm wheel can be turned to a new position the drop arm can be readjusted to the correct
working position.
 Fig. Worm and wheel type

5. Recirculating ball type steering gear box

It consists of a worm at the end of a steering rod. A nut is mounted on the worm with two sets of
balls in the grooves of the worm, in between the nut and the worm.

In this type of gear box the endless chain of balls are provided between the worm and nut
members.

 The nut form a ring of rack having an axial movement. So that the sector on the rocker
shaft racks, the balls roll continuously between the worm and nut.
 Being provided with return chambers at the ends of the worm.
 This method reduces friction between worm and nut members.
 This type of steering gear is used for heavy vehicles.

6. Cam and Peg Steering Gear Box

Construction

• This type of steering box, in place of worm, a cylindrical shaft, supported by two roller bearing
in the housing.

• The cylindrical shaft carried a deep spiral groove, usually a variable pitch on its surface
between its bearing and this shaft is known as a cam.

• An integral rocker arm and shaft is placed half-way along the cam. At the free end of the rocker
arm a conical peg is fitted which engages the groove.

Working Principle

When the steering wheel and shaft rotate the camshaft, one side of the spiral groove screws the
peg axially forward or backwards depending upon the direction of turning of the cam. This
forces the rocker arm to pivot about its shaft axis and as a result a similar angular motion is
transferred to the drop arm, which is attached to the shaft’s outer end. Thus the road wheels are
turns either left or right

7. Cam and Lever Steering Gear Box.

In this, the worm gear can be called Cam, the inner end of the pitman arm shaft has a lever
that contains Tapered Stud.

The stud engages with the cam so that when the cam is turned, the lever moves to back and forth.
When the tapered stud is fixed in the lever, then the cam cannot rotate.

The vehicles with this type of steering gear, the stud is used to mount in bearings that make it
roll in cam groove instead of sliding.
 8. Rack and pinion steering gear box
The system consists of a pinion attached to the steering shaft, which meshes with the flat rack on
the drag line. Pinion imparts left or right motion to the rack, which causes the tie rods to move
the road wheels consequently. This mechanism is usually adopted universally in all the cars that
are available today with some major improvements. Earlier, steering system was robust, though
it was quite difficult and heavy to use. The need of more flexible and smooth system was desired
and as such some of the vital experiments in 1920 gave birth to the power steering system. The
entire credit goes to Francis W. Davis who was an engineer in automotive company. With his
efforts, power steering system began to be used commercially in all the cars.

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

Types of Steering Linkages:

There are three basic types of steering linkages used in passenger vehicles and light trucks. These
include the rack and pinion linkage, parallel linkage, and Haltenberg steering linkage. There are
variations of these linkages, but these are the three fundamental types. The parallel and
Haltenburg linkages are used with a steering gear box. The rack and pinion linkage is used with a
rack and pinion steering gear.
 Fig 2.1: Rack & Pinion Linkage

The rack and pinion linkage, which is by far the most common steering linkage, consists of inner
and outer tie-rod ends on each side and steering knuckles or arms. Advantages of this linkage
include precise steering geometry, simple design, and relatively low weight and cost.
Disadvantages include relatively low carrying capacity and inflexibility when it comes to fitting
around other vehicle components.

Fig 2.2: Parallel linkage

The parallel linkage consists of a pitman arm, idler arm, center link, tie-rods, tie-rod ends,
steering knuckles or arms, and possibly a steering stabilizer. Advantages of this linkage include
precise geometry, high strength, and it can be designed to fit around other vehicle components.
The main disadvantages are cost, relatively higher weight, and more components to wear out.
 Fig 2.3: Haltenberg linkage

The Haltenberg linkage consists of a pitman arm, drag link, tie-rods, outer tie-rod ends, steering
knuckles or arms, and possibly a steering stabilizer. Advantages of this linkage include very high
strength, lower cost than parallel linkage, and can be designed to fit around other vehicle
components. The main disadvantage is the steering geometry is not precise.

Other types of steering linkages: (according to arrangement)

1. Conventional steering Linkage

2. Direct cross type steering linkage

3. Three piece steering linkage

4. Center arm steering linkage

5. Relay type steering linkage.

Different types of steering layouts

 The following are commonly used layouts
• Swinging beam steering • Fixed beam steering • Ackermann steering principle
1. Swinging beam steering
In this layout the front axle is mounted onto the vehicle by means of a central turntable which
allows the whole axle to pivot
• As each of the steered wheels is at right angles to the center of the turn, the vehicle can follow
a curved pathway. This gives true rolling motion in which the wheels have minimal resistance.
els while taking a turn to trace out circles of different radii.

2.Fixed beam steering

• In fixed beam steering the front axle is unable to turn. Instead the wheels are mounted on
pivoting sub axles, mounted on each end of the axle beam.
• This method is the basis of all steering systems. Vehicles with independent suspension have
their stub axles mounted in the same relative positions.

3. Ackerman steering principle

• To ensure that the front steered wheels rotate around a common center the inner and outer road
wheels must be moved by different amounts.
This achieved by setting the steering arms at an angle so that their projected centerlines meet on
or near the center of the rear axle.
The intention of Ackermann geometry is to avoid the need for tires to slip sideways when
following the path around a curve. The geometrical solution to this is for all wheels to have their
axles arranged as radii of a circle with a common center point. As the rear wheels are fixed, this
center point must be on a line extended from the rear axle. Intersecting the axes of the front
wheels on this line as well requires that the inside front wheel is turned, when steering, through a
greater angle than the outside wheel.

Wheels and Tyres

Tyres
 It consists of mainly the outer cover i.e. the tyre proper and the tube inside.
 The tube assembly is mounted over the wheel rim.
 Air inside the tube that carries the entire load and provides the cushion.
 Deal with the worst possible forces, shocks and other parameters and also absorb most of
the shocks thus providing a smooth ride.
  Vehicles activities such as acceleration, vehicle control and braking occurs through the
tyres and their contact on the road surface
Function of Tyre
 To support the vehicle load.
 To provide cushion against shock.
 To transmit driving and braking forces to the road.
 To provide cornering power for smooth steering.
Desirable Properties
 None skidding:-Tread pattern on the tyre must be suitably designed to permit the least
amount of skidding.
 Uniform Wear:-To maintain the non-skidding property, the wear on the tyre tread must
be uniform. The ribbed pattern on the tyre help to accomplish this.
 Load Carrying:-Tyre material and the design must be able to ensure that the tyre is able to
sustain stresses developed in all conditions.
 Cushioning: - Tyre should be able to absorb small to high frequency vibration set up by
the road surface and thus providing cushioning effect.
 Power Consumption:- The automotive tyre absorb some power due to friction between
the tread rubber and the road surface and also due to hysteresis loss on account of the tyre
being continuously fixed release, should be least as less as possible.
 Tyres Noise: - Tyre noise may be in the form of definite pattern sing, a sequel, or aloud
sound, and that should be minimum.
 Balancing: - As a rotating part of automobile, must be balance statically and dynamically.
Absence of balance give rise to peculiar oscillation called wheel tramp and wheel
wobble.
Classification of Tyres
 On basis of Construction
 Conventional Tyre
 Tubeless Tyre
 On basis of Carcass or Skelton
 Cross Ply Tyre
 Radial Ply Tyre
  Belted-Bias Tyre
Conventional Tube Tyre
 Consists of two main parts i.e. the Carcass and the Tread.
 Carcass is the basic structure taking mainly the various loads and consists of a number of
plies wound in a particular fashion from the cords of rayon or any other suitable material.
 The sidewall is a protective rubber coating on the outside of the tyre carcass and is
designed to resist cutting, abrasion, and cracking.
 To prevent the tyre from being thrown off from the rim, the plies are attached to the two
rings of bundles of bronze coated high tension steel wire strands insulated with rubber.
 A radial load tyre normally has one such bundle in the lead whereas a cross ply tyre for
off road use may have two or three bundles.
Tubeless tyres
 Don’t need separate tube and the air which is under immense pressure is filled in the tyre
itself for this purpose a non-return valve is fitted to the rim.
 Based on the construction, almost similar to tubed tyre except lined on inside with a
special air retaining liner made of halogenated rubber like Bromo-butyl or Chloro-butyl
for better performance.
 Major difference between the tubed tyre and the tubeless tyre lies in the bead area of the
tyre.
Excellence of Tubeless Tyre over Tube Tyre
 Lesser Un-Sprung Weight: - Lighter compared to tubed tyre, reduces wheel bounce and
un-sprung weight overall it saves fuel.
 Better Cooling: - In case of tubed tyres, the heat associated with the compressed air has to
passed though the tube material i.e. rubber which is a good conductor of heat. The
absence of tube makes it possible for the heat to be transferred to the atmosphere directly
resulting in better cooling ultimately increasing the life time of the tyre.
 Comfortable Ride: - Tubeless tyre absorbs shock and vibration is absorbed at the tyre
level thus making the ride softer, less noisy and more comfortable.
 Slower Leakage of Air: - The inner liner in the tubeless tyre is not stretched like the tube
it retains the air better resulting in its slower leakage.
  Simple Assembly: - Tubeless tyre only the tyre has to be fitted to the rim making it
invulnerable to puncture during its operation.
 Lesser Rolling Resistance: - Rolling resistance in the tubeless tyre is less compared to the
tubed based tyre; tubeless tyre sidewall is more mobile as there is no internal tube to
generate heat and friction. This also helps the tyre to remain cooler by eliminating the
risk of generating heat.
 Improved Safety: - In the presence of hole in the tyre it can be repaired simply by
plugging whereas in case of conventional tubed tyres it is time consuming as the whole
tyre has to be removed for repair. A tubeless tyre retains the air pressure for a long period
even when it is punctured by a nail provided, placed at the same position. Thus the risk of
being punctured is greatly reduced promoting reduce accident or improved safety
Cross-Ply Tyre
 Ply cords are woven at angle of 30 to 40 degree to the tyre axis.
 Two layers that runs in opposite direction however the cords are not woven like warp
because that would lead to the rubbing of the two layer that would lead to heat generation
which would damage the tyre material.

Fig.3.1 cross ply tyre

Radial Ply Tyre
  Ply cords run in the radial direction i.e. in the direction of the tyre axis.
 Over this runs a number of breaker strips in the circumferential direction.
 The material for breaker strip must be flexible and inextensible so that no change of
circumference takes place with change in the amount of inflation.
 The inextensible breaker provides the direction stability and the belt increase the rigidity
of the tread thereby improving its resistance over cut and other effects.

Fig.3.2 Radial Ply Tyre

Belted Bias Tyre

 Combination of both the radial and cross ply type.
 Basic construction is the bias ply over which run a number of breaker belts.
 The belt improve the characteristic of the bias ply to a large extent
 The stresses in the carcass are restricted and the tread area is stabilized due to belts thus
results in reduction of tread scrubbing and ultimately increase the life of the tyre.
 The breaker belt hold the tread flatter against the road surface thus causing increase of
traction and safety
 The belt increases the resistance of the tyre to cut and puncture.
Wheels
  Wheels along with the tyre have to take the vehicle load, provide a cushioning effect and
cope with the steering control.
 Various requirement of an automobile requirement are:
 Balanced both statically and dynamically.
 Possible to remove or stand the vehicle wheel easily.
 As lightest as possible so that the un-sprung weight is least.
 Easy to clean, easy to wash and be of good quality.
 Should not deteriorate with age and weathering. If material is vulnerable to corrosion,
must be given suitable protective treatment.
 Must be of maximum strength to take the weight road shocks, driving torque and must be
able to compensate all sorts of load varying in magnitude and direction.
 Must be strong enough to resist local deformation or when it hits a road kerb or any other
obstacle.
Types of Automobiles Wheels
1. Pressed Steel Disc
2. Wheels With Steel wire Spokes
3. Light Alloy Casting Wheels.
Pressed Steel Disc
 Most popular and most used types of wheel.
 Strong, light, stiff and resistant to accidental damage.
 Can be manufacture in mass at a very economical low cost.
 This type of wheel has two pressings namely the rim and the disc member wielded
together.
 Fig.3.3 Pressed Steel Disc

Wire Spoke Wheels

 Oldest in design but remained in use largely because of light weight and strong
construction but costly.
 Rim attached to the hub through wire spokes.
 Much stronger in tension and transmit all the forces to the rim.
 Spoke has very little resistance to the bending, fastened so that complex loads coming on
the wheels are resolved into tensile load evenly distributed among the adequate number
of spokes.
 The stress and loads faced by car wheel are very complex, more critical in cases such as
accelerating, braking and cornering and when such action is required. More often the
spokes have different sets to take the acceleration, braking and weight forces.
 Also able to take the side thrust during cornering by having a triangular pattern.

Light Alloy Cast Wheel

 Made from casting of light alloys of aluminium and magnesium.
 Wider rims and radial ribs, also acts as angled spokes to provide strength and air
circulation.
 Construction avoids any sharp lines and angles to improve strength.
 Light in weight.
 Heavier sections can be used to improve the stiffness of the wheel and result in
better stress distribution.
 Rims with larger area can be used, results in the use of wider tyres with less
diameter, an absolute advantage in racing car since the lower centre of gravity
and wider tyres result in better road grip particularly during cornering.
 Better conductor of heat and hence heat dissipation from tyres and brakes is
improved.
 Only corrosion is the main problem, chemically sensitive to salt spray and need
regular checking and inspection for corrosion.