College of Engineering

Department of Mechanical Engineering

Spring 2019-20

Senior Design Project Report

Steering System
In partial fulfillment of the requirements for the
Degree of Bachelor of Science in Mechanical Engineering

Team Members

Student Name Student ID

1 Hamad Alnaimi 201501234
2 Abdulrhman Alshammari 201600067
3 Rashid Aldossary 201402547
4 Mohammed Alyami 201501917
5 Abdullah Alsaqour 201402977

Project Advisors:

Advisor Name: Dr. Muhammed Asad

Abstract:
Lots of people drive the car and rotate the steering wheel thinking that this is the only
mechanism to change the direction of the car, without knowing how the car actually have
changed the direction. Nevertheless, the steering wheel is not the only part that change the
direction of the car many parts are eventually involved in changing the direction of the car are
called the steering system transmits which intent to convert it the rotational motion of the
steering wheel into the linear motion that turns the wheels and guides your path. Steering is
essential in cars, airplanes, and motorcycles, because it is an important way for the vehicle to
be directed in the correct direction and without difficulty for the driver. It is made up of
components, linkages, to allow any vehicle to follow the required path. There is a power
steering through which it helps and strengthens the driver to steer the car, and there are two
types of power steering, which is hydraulic system and electric system. It’s energy controlled
by the steering mechanism so that there is little effort on the driver to direct the vehicle in any
direction he wants and without any difficulties or excessive force.

Acknowledgments:
Our project has reached the goal that all of our group members have worked days over days
to achieve this work on time, despite the disease that is spread all over the world we haven’t
stopped our work. Moreover, many thanks to our advisor Dr. Mohammed Asad to his
patience in explaining the subject to us he has the favor of our knowledge of the subject, his
continuous advice and effort in every part that we worked on was extremely helpful, His
assistance is kindly appreciated, and we are extremely thankful for everything he has done. In
addition, we would like to appreciate the efforts of Dr. Mohamed ElMehdi Saleh for his
constant availability to answer our questions and inquiries; his efforts are very much
appreciated. Moreover, we would like to express our appreciations and respects to the entire
Mechanical Engineering senior project groups at Prince Mohammed Bin Fahd University for
their hard work and their ambitions to get the expected result from them as they done.
Finally, big thanks to our group members, the leader Hamad alnaimi for his constant and
interest in reviewing all work done to make sure everything is intact, Abdurrahman
alshammari for his continuous ambition in achieving the best outcomes and results by
keeping track of time and quality of reports and solid work, rashid aldossary for his ability in
searching also finding the engineering standards for our work, mohammed alyami for all the

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efforts he has done to reach the suitable calculations for the car , and Abdullah alsoqour for
his great work in the cad design also to his effort managing the start of manufacturing the
work.

List of Tables:

Table of Contents
Abstract................................................................................................................................................................2
Acknowledgments ...................................................................................................................................................2
List of Acronyms (Symbols) used in the report: .....................................................................................................4
List of Figures:.........................................................................................................................................................5
List of Tables:..........................................................................................................................................................5
Chapter 1: Introduction...................................................................................................... ......................................7
1.1 Project Definition..................................................................................................................... ..............7
1.2 Project Objectives ..................................................................................................................................7
1.3 Applications ............................................................................................................ ...............................8
Chapter 2: Literature Review...................................................................................................................................9
2.1 Project background....................................................................................................... ..........................9
2.2 Previous Work............................................................................................................ ............................9
Chapter 3: System Design .....................................................................................................................................12
3.1 Design Constraints......................................................................................................................................
3.2 Engineering Design standards ..............................................................
3.3 Theory and Theortical Calculations......................................................
3.4 Product Subsystems and Components .................................................
3.5 Implementation ....................................................................................................................... .............20
Chapter 4: Conclusions and Future Recommendations.........................................................................................20
4.1 Conclusions.............................................................................................................. ............................20 4.2
Future Recommendations.....................................................................................................................21 5.
References................................................................................................................... ...................................23
Appendix A: Progress Reports .................................................................................................................. ............24
Appendix B: Engineering Standards .....................................................................................................................27
Appendix C: CAD Drawings and Bill of Materials...............................................................................................28
Appendix D: Datasheets........................................................................................................................................32

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List of Acronyms (Symbols) used in the report:

Symbol Definition

D Diameter

ρ Density

m Mass

A Area

F Force

σ Stress

T Torque

L Length

Chapter # 1: Introduction

1.1 Project Definition

Lots of people drive the car and rotate the steering wheel thinking that this is the only
mechanism to change the direction of the car, without knowing how the car actually have
changed the direction. Nevertheless, the steering wheel is not the only part that change the
direction of the car many parts are eventually involved in changing the direction of the car are
called the steering system transmits which intent to convert it the rotational motion of the
steering wheel into the linear motion that turns the wheels and guides your path.

1.2 Project Objectives

The steering is founded in any automotive vehicle, the following are the main objectives
of the project:
 Design and development of a reliable steering mechanism.
 Following the international standards and codes.

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  Use these international standards and codes to custom designed solar car.

1.3 Project Specifications

 The axial length is 1330 millimeter, in meters 1.33

 A multiple force, applied through the hydraulic power steering systems, will affect the
steering wheels.
 The rotation of the steering wheel is also can be considered under the newton’s
second law of rotation (the moment of inertia about the rotation axis times the angular
acceleration. We can generalize this equation to a rigid body rotating about a fixed
axis).
 Applying self-force on the steering wheel that will be a transmitted force to the rod
that will directly affect the axial steering, which will affect the angle of the direction
and the angle of the rotation.

1.4 Project Applications

The steering system is used in various maneuvering machines, and has an important role
in many applications:
 Steering system is founded in all the automotive cars.
 Steering system is founded in goods maneuvering machines.
 Steering system is founded in watercrafts.
 Steering system is founded in Aircrafts and hovercrafts.

Chapter # 2: Literature Review

2.1 Project Background

Steering is essential in cars, airplanes, and motorcycles, because it is an important way for the
vehicle to be directed in the correct direction and without difficulty for the driver. It is made
up of components, linkages, to allow any vehicle to follow the required path. There is a

5
power steering through which it helps and strengthens the driver to steer the car, and there are
two types of power steering, which is hydraulic system and electric system. It’s energy
controlled by the steering mechanism so that there is little effort on the driver to direct the
vehicle in any direction he wants and without any difficulties or excessive force.

2.2 Previous Work

Capstone Project 1: Dynamic analysis of a rotating stepped shaft with and without
defects

Overview:
This is a project by Jweeg, Alnomani, and Mohammad (2020), where a model of the rotor of
a given centrifugal pump shaft is used to carry out an analysis of the impact of cracking on
the natural frequency of the rotor. The students hold that this study is important because any
change in natural frequency for any rotor may be an indication of a considerable progress of
cracks deep enough to bring about fracture.

Experiment:
For the experiment part, the students used a carbon steel shaft to simulate a stepped shaft. The
carbon steel shaft was manufactured with a Young’s modulus of 210 x 10^9 N/m^2 and a
density of 2.19 kg. Figure 2 shows the dimensions of the carbon steel shaft. Figure 2 also
shows the selected locations of cracks.

6
Figure 2: Crack position on the shaft model
The test rig used by the students was manufactured to simulate the operation of real rotors in
such devices as steam turbines and centrifugal pumps. The students then used the test rig to
calculate and examine critical speeds, as well as natural frequencies and forced excitation
response to unbalance forces or external shaking load. In the test rig, the impact hammer is
used for generating vibration of excitation external force in the model. Figure 3 shows the test
rig.

Figure 3: Experimental test rig for the tested stepped shafts

The students used an accelerometer ADS 1202cl model and a maximum frequency of
200MHz together with an appropriate oscilloscope and amplifier. The accelerometer was then
installed at six distinct points on the test rig, one on the bearing, another on the disk, and the
rest in separate points on the shaft. Figure 4 shows a complete accelerometer installation.

Figure 4: The test positions on the stepped shafts

Capstone Project 2: Experimental Analysis of Cracked Turbine Rotor Shaft using

Vibration Measurements

Overview:
This is a project by Mansoor, Al-Shammari, and Al-Hamood (2020), where the students
attempt to analyze a cracked turbine rotor shaft using various vibration measurements.

Experiment:

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The students used the test rig to simulate the dynamics and vibration of the gas turbine rotor,
which produces a capacity of 123.5 MW. The test rig was manufactured by the United States
company GE and was designed in to imitate the conditions present in the real rotor gas power
station. The disk and the shaft were designed and set with a reduction ratio of 1 to 10 to the
initial dimensions of the rotor. Figure 4 shows the test rig.

Figure 3: Layout of the test rig

The students also added an air system to the lubrication system so that the air is compressed
to the oil. The oil then reaches the bearings at a constant pressure, thereby eliminating the
oscillation pressure when the pump is in use. As a result, there is an improvement in
accuracy. Figure 4 shows the combination of the air system and the lubrication system,
whereas figure 5 shows the schematics of the lubrication system.

Figure 4: The air and lubrication systems of rotor

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Figure 5: Layout of the lubricant system
Project 3: Dynamics similarity design and verification of rotor system
Overview
This is a project by Chen, Luo, Han, Kuang, Zheng, and Liao (2019), and is aimed at
studying the dynamics similarity of the original model to a normal model.
Experiment
The original model comprises a disk and a rotating shaft, as well as two bearings with
elasticity. The rotor system’s finite element model is determined based on the rotor system’s
geometric model. The disk is simulated by MASS21, the rotating shaft is simulated by
BEAM188, and the bearing is simulated by COMB1214. Figure 6 shows the original model,
whereas figure 7 shows the finite element model.

Figure 6: Assembly of rotor system Figure 7: Finite element model

Chapter # 3: System Design

3.1 Design Constraints and Design Methodology

Geometrical Constraints:

Geometrically, designing a good steering wheel requires proper formulation for good turn
reactions. The effectiveness of the steering is tested during corner negotiations hence the need
for accurate geometrical designs. The functions of the steering cannot be achieved from the
geometric designs. The load of the vehicle, the handling, and stability of the car and control
of the front tires are parameters, which may not be determined at the geometrical design
stage. The scrub radius and the castor angle should be balanced by the weight of the vehicle

9
to be controlled by the steering wheel. However, the mathematical computation at the
geometrical design assumes uniformity in speeds and the possibility of self-returning action.
The speeds for corner negotiation determine the geometrical approach.

There is a limitation on the use of either Ackermann or parallel steer geometry in the design
process; the standard steer angle Ꝋ= R/L where R defines the wheelbase, and L defines the
radius of turn. The geometrical design of the steering wheel is limited by the existing
parameters for control. For special cars with unique weights, the designing of steering wheels
to meet the desired standards require additional computations hence chances of error at the
geometrical design stage.

Sustainability:

The sustainability of the steering wheel is defined by two parameters; first, it is durability,
and the other is affordability. The steering wheel would be durable, depending on the speed
of turning and the weight of the vehicle. The sustainability of steering based on the period of
service is achieved by balancing the weight of the vehicle, accuracy of steer angle and tuning
speed. The material used to cover the wheel is microfiber leather. The selection of microfiber
leather over normal leather was based on its several advantages required for sustainability.
The microfiber leather is special; it does not slip and easily absorbs sweat as compared to
leather. microfiber leather offers a positive touch experience, which enables the handler to
have a firm grip. The surrounding temperatures do not have adverse effects on microfiber
leather, making it highly durable and sustainable for low economic production.

Environmental:

Microfiber leather, made from cotton, is highly biodegradable. The steering wheel made of
microfiber leather will have lesser impacts on the environment. The fact that microfiber
leather can be recycled after their useful lives on the steering wheel is a conservation factor
on the environment. The process of disposal can be organized by recycling into other
products. The chances of wastes are reduced to nil; hence the environment is protected from
pollution. The prevailing surrounding temperatures should not influence the handling of the
steering wheel because of overheating. The microfiber leather steering will not overheat
whether the temperatures are high. The handling of the wheel will not be dependent on the
time of the day hence environmentally friendly. The microfiber leather cannot become very
hot or cold, and the material offers a firm grip on the steering, including when the hands are

10
sweating. The biodegradation of cotton does not result in environmental pollution; hence can
be safely used.

However, the decomposition of microfiber leather made from cotton takes longer.
Consequently, the effects on the environment before decomposition may not be assumed. To
reduce this effect, recycling the product into other useful cotton products like household
insulation is necessary. The environmental impact of biodegradation would be minimized
with increased reuse of the materials.

Social:

The selected design of the steering wheel, both on geometrical design and material selected
for sustainability, a positive interaction with drivers is created. The design attempts to shift
the attention of the customer base from environmentally unfriendly to environmentally
friendly covers. Additionally, the design and material used are intended to show the
interactive care for consumers. The microfiber leather is cheap and easy to repair on steering
wheels. The users will not be forced to purchase new covers for their wheels in case of
damage. Various designs can be developed microfiber leather, unlike other materials like
leather. Because of versatility, various forms of designs can be developed based on
considering demands hence better social experience with the consumers. The quality of the
product is complemented by its aesthetic value that increases the need for social interactions.

Economics:

The central goal for the production of the steering wheels is affordability and durability. The
wheels are designed to handle maximum weights and negotiate corners at high speed. The
primary advantage of the steering’s to provide a term solution to the current problems faced
by drivers. The rates of changing steering wheels are high, and it is not economical.
Additionally, the use of microfiber leather promotes the repairing of damaged parts without
having to purchase a new covering material. As a result, the cost of maintaining the steering
wheel is reduced. The focus of the design is on the increase in the amount of weight that the
steering wheel can handle smoothly.

Safety:

11
Some steering wheels require more force than others during operations. The design principles
dictate concentrate load on the steering wheels that make it hard to negotiate a corner.
Usually, the stiffness or smoothness of the steering determines the level of safety of the
steering.

The steering wheel does not operate based on the heaviness of the vehicles, but the efficiency
is calculated based on the smoothness after turning. The self-returning action is a salient
principle to minimize the need to control after negotiating a bend. The material used on the
steering wheel is skid-proof. The implication is that the hands may not easily slip from the
steering hence limiting chances of causing an accident. In hot temperatures, hands get sweaty,
increasing the chances of skid. The microfiber leather is essential as it absorbs the sweat,
thus, increasing safety during operation. Because of the durability of the microfiber leather, it
does not wear easily. Safety is guaranteed when the fabric is durable. The comfort that comes
with firmly holding microfiber leather is ergonomic to the hands, therefore, improving the
operational experience of the driver.

Ethics:
The process of designing the steering wheel is not interpreted as a new invention. The idea
has been patented in the past as several other steering wheels have been developed. The
project is directed towards putting the mechanical engineering principles into practice
without claiming possibilities of new inventions. However, the design takes into account a
few oversights such as ergonomics, comfort, safety, and challenges in designing stages to
achieve the intended goal. Developing a steering wheel that provides both comfort and safety
to the driver is essential. The mathematical calculations are borrowed from the previous
designs hence no original ideas.

The project points out gaps that exist in the design of the steering wheel to improve the
experience of the drivers and reduce possibilities of harm. Improvement of safety can only be
achieved if the minute details such as possibilities of skidding during driving are eliminated.
Since most risks occur during turning, illustrating the benefits of smooth turning and self-
returning action are crucial. These principles have been developed in the previous inventions,
and this design brings them together for the best experience.

3.2 Engineering Design standards

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* Magnesium AM60B cast alloy has excellent ductility, superior energy absorbing properties,
and good strength and cast ability.
* This standard of carbon steel (AISI 1020) has high ductility, and high strength
* AISI 304 is the most common stainless steel.

3.3 Theory and Theoretical Calculations

We might have a ground-breaking motor and a super-responsive, exceptionally efficient
transmission that moves this crude vitality to your wheels, however in the event that you
don't have an approach to control the haggles them toward the path you need to go, at that
point you'd in any case end up with nothing not exactly a profoundly glorified road luge.
However, even a road luge has an approach to permit itself to be moved. That makes a
vehicle without a controlling framework look increasingly like a colossal stone moving
along, reliant on gravity to take it where it needs to go.

A vehicle's directing framework is as significant as the vehicle's motor and. While the last
Component Standards Details
Steering wheel AM60B Diameter: 180 mm
Steering column transmits AISI 1020 Length: 1000 mm
Rack-and-pinion AISI 1020 Length: 1320 mm
The tie rod AISI 304 Diameter: 4.76 mm
two are what adequately put vitality to the wheels, you have to comprehend that the
controlling framework is the thing that controls the course of the wheels. Go right. Go left.
Go straight advance or back. That is the capacity of the controlling wheel moving the
vehicle's wheels as vitality is applied onto the wheels. It's a perplexing framework, truly. In
any case, that is what we're here for. We will demystify this piece of the vehicle that, to put it
obtusely, you're clutching each time you take your vehicle for a drive.

Guiding: Essential to Driving:

As we have just begun gabbing about in the start of this article, the directing wheel is a
significant part of your vehicle. It resembles what might be compared to the reins on your
pony which you use to guide the steed to a specific heading or even to control it on the off
chance that you see a deterrent in front of you. The controlling wheel is likewise what might

13
be compared to the handlebar on your basic food item handcar, which you use to move and
explore through the different areas of your preferred basic food item or general store.

Car steering

To lay it out plainly, altering your vehicle's going or course will essentially be inconceivable
without the guiding wheel. Without it, you won't have the option to make split-second course
rectifications to abstain from getting into a traffic impact or vehicular mishap. Without it, you
will likewise not have the option to drive it into and out of your carport or in your stopping
opening.

It is for this very explanation that a vehicle's directing framework is an extremely

fundamental part since it essentially guarantees more secure driving by bearing you greatest
control of your vehicle's wheels. Beside the change stick or gear move switch that you
control now and again, your hands will consistently be on the controlling wheel. The
vibrations, slight pulling development towards one side, and so forth are encounters that you
can possibly acquire when your hands are firmly planted on the guiding wheel. These
'encounters' give you criticism on what your vehicle is doing, how it is acting out and about,
and whether these 'encounters' are indications of a looming mechanical or even electrical
issue.

To put it plainly, the guiding wheel gives you control of the vehicle's course as it moves
along the street.

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 Car Steering
Systems Work

Directing wheel:

This is the piece of the directing framework that everybody knows about. It is the thing that
we hold and control while driving. The directing wheels of the past were surprisingly
enormous in distance across, making you think they were the steerage of a boat intentionally
incorporated with the vehicle. They were generally slenderer, as well, and made for the most
part of hard plastic. The present guiding wheels are commonly cushioned, bearing you
comfort while clutching it for broadened periods. Some accompany ergonomic notches that
embrace the shapes of your palms and fingers. Inside splines forestall the controlling wheel
from sneaking off the guiding shaft.

The size of the guiding wheel is significant in driving since size is conversely relative to the
exertion expected to turn the wheel. This implies the bigger the controlling wheel distance
across the lesser is the exertion you should apply to turn it. Then again, the littler the width of
the directing wheel the more that you will feel as though you're fighting with the wheel.

The guiding wheel additionally houses an assortment of connections, for example, the horn
switch and the driver's air pack framework. In fresher vehicles, the sound of music controls,
paddle shifters, just as the journey control are additionally mounted here. The air sack is
officially called as the supplemental inflatable limitation or SIR framework. On the off
chance that the vehicle figures in a frontal crash, the effect triggers the electronic effect

15
sensors to actuate the air sack squib which, thusly, touches off a flammable substance
extending the gas and sending the pack. These happen in one-tenths of a second after impact.

Guiding shaft and section:

Aggregately called the controlling framework, the guiding section and shaft associate the
directing wheel to the remainder of the directing framework found close or in the wheels.
Most present-day vehicles accompany an extending controlling shaft made out of two steel
tubes, one of which is strong and the other empty. The strong cylinder slides inside the empty
cylinder permitting it to fall in case of a crash. The controlling shaft likewise has a directing
coupler situated at the base which serves to retain vibrations while additionally considering
slight variety happening in the arrangement between the cow gear and the pole. Numerous
cutting-edge vehicles need more leeway to encourage a straight association between the
guiding shaft and the controlling rigging. In such vehicles, are incorporated to permit the pole
to pivot at an edge.

The directing segment covers the controlling shaft. You can take a gander at the guiding shaft
and section as a syringe with the directing shaft being the unclogged of the syringe and the
controlling segment the barrel of the syringe. Permitting the segment to openly move are ball
or roller shaft direction situated at the top and base of the section. Some controlling segments
are completely movable to make driving significantly progressively agreeable. These can be
tilting or extending guiding sections, taking into account the upward and descending
modification or the forward and in reverse change of the controlling segment, individually.

The Ackermann Angle:

Since we're basically discussing how a vehicle turns at whatever point we think about the
controlling framework, it is imperative to comprehend one significant geometric guideline in
play – the Ackermann Angle or the. The geometric standard was really evolved by Georg
Lankensperger in 1817 in Munich. Notwithstanding, the structure was never licensed until
about a year later Lankensperger's specialist, Rudolph Ackerman in England. From that point
forward, the rule was known as the Ackermann Angle in spite of the fact that it ought to be
legitimately called the Lankensperger Angle. As a matter of fact, there is some case that the

16
Lankensperger disclosure may have come later since there were reports that Erasmus Darwin
put a comparable rule in 1758.

Well, enough of that. How is the Ackermann Angle relevant to steering systems? In case you
have noticed, every time you turn your wheels, the 2 front wheels will be angled differently
in relation to one another with the inside wheel (the wheel to the side where you’re turning
to) having a slightly more acute angle than the outer wheel (the wheel towards the side
opposite the direction you’re turning in). This is because when you turn, the wheels follow an
arc which is technically a part of a circle. And whenever circles are concerned, you have the
radius to think about which is the distance to the pivot.

Since the inner wheel is nearer the pivot, it has a smaller radius relative to the outer wheel.
This means that the inner wheel will travel a shorter distance while the outer wheel will have
to cover a longer distance. Because of this difference in turning radius and the relative
distance traveled by the front wheels, the inner and outer wheels have to be pointed at slightly
different angles relative to the car’s center line. This is achieved by making simple
arrangements in the various components of the steering column.

Theory and theoretical calculations:

Table 1 shows the calculated steering arm angle for 100% Ackerman steering with the
steering rack behind the axle (rear steer) and a wide variety of wheelbase and track width
combinations. If you use this approach always check the actual Ackerman after as tie rod

17
angles alter the results. On a front steer suspension this can be used as a guide. Getting as
much as possible out of the steer arms and positioning the rack properly can make some gains
toward true Ackerman.

Wheelbase length (in)

94 95 96 97 98 99 100
Inward angle (deg.) of the steer arms (KP-Heim attachment bolt) with steer
Front KP Span
arms behind the axle centerline
or track (in)
70 20.4 20.2 20.0 19.8 19.7 19.5 19.3
68 19.9 19.7 19.5 19.3 19.1 19.0 18.8
66 19.3 19.2 19.0 18.8 18.6 18.4 18.3
64 18.8 18.6 18.4 18.3 18.1 17.9 17.7
62 18.3 18.1 17.9 17.7 17.6 17.4 17.2
60 17.7 17.5 17.4 17.2 17.0 16.9 16.7
58 17.1 17.0 16.8 16.6 16.5 16.3 16.2
Table 1: Steering arm angle producing Ackerman with a rear steer front axle

Vehicle Specs Mass of vehicle:

Total mass = 140 kg
Mass of the vehicle with driver = 200 kg

Mass on the front = 0.45 x 200= 90 kg

Mass on the rear =110kg
Corner mass front = 45kg
Corner mass rear = 55 kg

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The steer angle (SA) required to make a turn with no consideration for tire slip angle is
shown in. If you use the equation the different steer angle inside and outside are calculated by
simply increasing the radius (R) by the track width (t) for the outside wheel.

Wheelbase length (in)

94 95 96 97 98 99 100
Front track width 70 in
Estimated tire slip angle (deg) 4 deg
Turn Radius
Degrees of steer of the inside (LF) tire with slip angle considered
(ft)
50 13.45 13.55 13.64 13.74 13.84 13.94 14.04
75 10.20 10.27 10.33 10.40 10.46 10.53 10.60
100 8.61 8.66 8.71 8.76 8.81 8.86 8.91
125 7.67 7.71 7.75 7.79 7.83 7.87 7.91
100 8.61 8.66 8.71 8.76 8.81 8.86 8.91
125 7.67 7.71 7.75 7.79 7.83 7.87 7.91
150 7.05 7.08 7.11 7.15 7.18 7.21 7.24
175 6.61 6.63 6.66 6.69 6.72 6.74 6.77
200 6.28 6.30 6.32 6.35 6.37 6.40 6.42

Table 2: Steer angle for various wheelbase lengths and turn radii with 4 degrees of
tire slip angle

In Table 2, I added a 4-degree slip angle to the calculation as front slip angle increases the
required steer input and decreases the radius of the turn. Note from the values of Table 2 that
as the wheelbase length of the race car is increased, the amount of Ackerman needed
increases.

Table 3 present the actual toe-out and steer angle for 100% Ackerman. I did the calculation
for a fairly standard wheelbase of 96 inches and front track of 70 inches. I find measuring at
either 8 degrees or 10 degrees of left front steer angle is about the best to help reduce the
error in the measurement. As always measuring toe-out in steps as you move toward 8 or 10
is best because tie rod angles can affect the actual toe-out obtained. It is also suggested that
you measure it both for left turn and right turn to make sure nothing is out-of-normal either
way.

19
 Input Data in GREEN CELLS ONLY!
Wheel Base Length 96 Inches
FRONT Wheel Track 70 Inches
REAR Wheel Track 70 inches
Left Right
Front Tire Circumference 78 80 in.
Rear Tire Circumference 82 87 in.
Front Rolling Diameter 24.8 25.5 in.
Front Rolling Radius 12.4 12.7 in.
LF steer Turn RF steer
angle (deg.) Radius angle Toe Out for 100%
(ft) (deg.) Ackerman (inch)
1 461.3 1.0 0.006 0
2 232.0 2.0 0.022 0
3 155.6 2.9 0.048 1/16
4 117.3 3.8 0.085 1/16
5 94.4 4.7 0.131 2/16
6 79.0 5.6 0.186 3/16
7 68.1 6.4 0.250 4/16
8 59.8 7.3 0.323 5/16
9 53.4 8.1 0.403 6/16
10 48.3 8.9 0.491 8/16
11 44.1 9.7 0.587 9/16
12 40.6 10.4 0.690 11/16
13 37.6 11.2 0.800 13/16
14 35.0 11.9 0.916 15/16
15 32.8 12.6 1.038 1 1/16
Table 3: Toe-out and Steer angles for 100% Ackerman

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3.4 Product Subsystems and selection of Components

The main components of Steering system are:

 Steering Wheel:

The steering wheel is the driver-manipulated component of the steering system; the rest of the
steering system responds to these driver inputs. This can be achieved by direct mechanical
contact such as in recirculating ball or rack and pinion steering gears, without or with the aid
of hydraulic power steering; HPS, or with the help of computer-controlled engines, known as
Electric Power Steering, as in certain early production vehicles.

 Rack-and-pinion:

Steering quickly becomes the most common form of steering on cars, small trucks and SUVs.
It really is a really easy process. A rack-and-pinion gear set is wrapped in a metal frame, with
the wire protruding from either end of the rack. A pin, called a tie loop, connects with each
end of the rack.

 Steering column:

Can contain universal joints in order to allow it to deviate somewhat from a straight line in
order to reach the best position on the steering gear brace.

 Tie rods:

Attach either end of the steering rack to the steering knuckles that the front wheels rotate on
when turning the steering wheel.

3.5 Manufacturing and assembly (Implementation)

In terms of selection of materials, all steering parts in cars are very similar, but there are two
different systems, but with the same principles, the first is a hydraulic steering wheel, and
the second is an electric steering wheel. The first part, steering wheel is usually made of
thermoplastic metal material as AISI1020, which has the characteristics that help the driver
in ease of its inputs, in addition to its light weight and comfortable grip (see figure 3.5.1). The
second part, steering column transmits the torque force from this steering wheel to the

21
steering shaft and pinion and is made of high-quality steel(see figure 3.5.2) . Third part,
Rack-and-pinion steering convert the rotational motion of the steering wheel into the linear
motion needed to turn the wheels and made of high-quality steel. There are two fluid ports,
one on either side of the piston using for power steering. On either end of the steering rack
are rubberized plastic bellows AISI1020, which secure to the rack body and the moving part
of the rack to keep dust from entering the rack and pinion unit(see figure 3.5.3). Forth part,
the tie rod transmits force from the steering center link or rack gear to the steering knuckle
and made a low-alloy steel AISI304 (see figure 3.5.4).

Figure 3.5.1 Figure 3.5.2

Figure 3.5.3 Figure 3.5.4

22
Chapter 4: Conclusions and Future Recommendations

4.1 Conclusions:
In conclusion, the main result is that we accomplished the full report about the steering
system and there content. Also, we followed and applied the international standards of the
steering system in our work in term of the solid works and manufacture. We did the solid
works in term of 2D sketch, assembly and drawing for the steering wheel, rack-and-pinion,
steering column and the tie rods. The main point is that we now have the knowledge and
general idea about steering system and we got a stage that we can build it or in another word
manufacture it. Because of the conditions in the world and the workshops closed we could
not complete the entire project. In the challenges and the experience, its the first time that we
work in a part of a real car and study about it and know how its work, what are the materials
standard that must be chose so that it will not filed. We also, faced difficulty of choosing the
dimensional of the steering because the car was built on our dimensional. Also in the
manufacture we faced a lot of challenges in term of the choosing the best workshop and the
cheapest and the one who will finish our work early, but unfortunately the situation was not
in our side so that we couldn’t complete the project.

23
8. References

Mansoor, H. I., Al-shammari, M. A., & Al-Hamood, A. Experimental Analysis of Cracked

Turbine Rotor Shaft using Vibration Measurements.
Chen, L., Luo, G., Han, J., Kuang, X., Zheng, N., & Liao, X. (2019). Dynamics similarity
design and verification of rotor system. Vibroengineering PROCEDIA, 28, 211-216.
Jweeg, M. J., Alnomani, S. N., & Mohammad, S. K. (2020, January). Dynamic analysis of a
rotating stepped shaft with and without defects. In IOP Conference Series: Materials
Science and Engineering (Vol. 671, No. 1, p. 012004). IOP Publishing.

How a car steering system works: easy guide. (n.d.). Retrieved

from https://www.moogparts.eu/blog/how-a-steering-system-works.html

steering system. (n.d.). Retrieved from

https://www.infoplease.com/encyclopedia/science/tech/terms/steering-system

Nice, K. (2001, May 31). How Car Steering Works. Retrieved from
https://auto.howstuffworks.com/steering.htm

The Power Steering System & Steering Gear. (n.d.). Retrieved from
https://www.bluestar.com/get_informed/article/the-power-steering-system-steering-gear/

(n.d.). Retrieved from https://www.carid.com/steering-parts.html

(n.d.). Retrieved from http://www.aupart.com.tw/products.html

What Are the Tie Rods In My Vehicle? (2019, October 14). Retrieved from
https://allaboutautomotive.com/blog/what-are-the-tie-rods-in-my-vehicle/

Jensen, A., & Andy Jensen. (n.d.). Everything You Need to Know About Tie Rod Ends.
Retrieved from https://shop.advanceautoparts.com/r/advice/car-maintenance/everything-you-
need-to-know-about-tie-rod-ends

Our Company. (n.d.). Retrieved from https://www.privatefleet.com.au/glossary/what-is-a-

steering-column/

Nice, K. (2001, May 31). How Car Steering Works. Retrieved from
https://auto.howstuffworks.com/steering2.htm
Robinson, M. (2018, November 13). What Actually Is Rack And Pinion Steering? Retrieved
from https://www.carthrottle.com/post/what-actually-is-rack-and-pinion-steering/

Markel, B. A., Markel, B. G., & Markel, B. G. M. (2006, September 1). A Brief History of
the Steering Wheel & Power Steering. Retrieved from https://www.brakeandfrontend.com/a-
brief-history-of-the-steering-wheel-power-steering/

24
 Appendix A: Progress Reports
SDP – WEEKLY MEETING REPORT
Department of Electrical Engineering
Prince Mohammad bin Fahd University

ACADEMIC
SEMESTER: Spring 2019-2020
YEAR:
PROJECT
Steering part
TITLE
SUPERVISORS Dr. Muhammed Asad

Month 2: March

ID Number Member Name

201501234 Hamad Alnaimi
201600067 Abdulrhman Alshammari
201402547 Rashid Aldossary
201501917 Mohammed Alyami
201402977 Abdullah Alsaqour

List the task s conducted this month and the team member assigned to
conduct these task s

Team member Progress Delivery

# Task description assigned 0%-100% proof
1 All members 70%
Preparing the midterm presentation
2 Working on chapter 4 All members 80%
3 All members 70%
We finished the cad design

List the task s planned for the month of M arch and the team member/ s
assigned to conduct these task s

Team member/s
#
Task description assigned
1 Abdulrhman Alshammari
Design Constraints and Design Methodology
2 Engineering Design standards Rashid Aldossary
3 Theory and Theoretical Calculations Mohammed Alyami
4 Hamad Alnaimi
Product Subsystems and selection of Components
5 Abdullah Alsaqour
Manufacturing and assembly (Implementation)

25
 - To be Filled by Project Supervisor and team leader:
- Please have your supervisor fill according to the criteria shown
below
Outcome MEEN4:
an ability to recognize ethical and professional responsibilities in engineering situations
and make informed judgments, which must consider the impact of engineering solutions in
global, economic, environmental, and societal contexts
Criteria None (1) Low (2) Moderate (3) High (4)
Demonstrates
Shows limited and
MEEN4A. Fails to satisfactory
less than
Demonstrate an demonstrate an understanding
adequate
understanding of understanding of of engineering
understanding of Understands appropriately
engineering engineering professional
engineering and accurately the
professional and professional and and ethical
professional and engineering professional and
ethical standards ethical standards standards and
ethical standards ethical standards and their
and their impact and their impact their impact on
and their impact impact on engineering
on engineering on engineering engineering
on engineering solutions in global,
solutions in solutions in solutions in
solutions in economic, environmental,
global, economic, global, economic, global,
global, economic, and societal contexts
environmental environmental, economic,
environmental,
and societal and societal environmental,
and societal
context contexts and societal
contexts
contexts
Outcome MEEN5:
an ability to function effectively on a team whose members together provide leadership,
create a collaborative and inclusive environment, establish goals, plan tasks, and meet
objectives
Criteria None (1) Low (2) Moderate (3) High (4)
Demonstrates
MEEN5A: Ability Shows limited and satisfactory
Fails to develop
to develop team less than adequate ability to Properly and efficently
team work plans
work plans and ability to develop develop team makes team work plans
and allocate
allocate team work plans work plans and and allocate resources
resources and
resources and and allocate allocate and tasks
tasks
tasks resources and tasks resources and
tasks
Demonstrates
Shows limited and satisfactory
MEEN5B: Ability
Fails to participate less than adequate ability to
to participate and
and function ability to participate participate and Function effectively in
function
effectively in team and function function team work projects to
effectively in team
work projects to effectively in team effectively in meet objectives
work projects to
meet objectives work projects to team work
meet objectives
meet objectives projects to meet
objectives

26
 Shows limited and Demonstrates
MEEN5C: Ability Fails to less than adequate satisfactory
Communicates
to communicate communicate ability to ability to
properly and effectively
effectively with effectively with communicate communicate
with team members
team members team members effectively with team effectively with
members team members

Indicate the extent to which you agree with the above statement, using a scale of
1-4 (1=None; 2=Low; 3=Moderate; 4=High)
# Name Criteria Criteria Criteria Criteria
(MEEN4A) (MEEN5A) (MEEN5B) (MEEN5C)
1 Hamad Alnaimi 4 4 4 4
2 Abdulrhman 4 4 4 4
Alshammari
3 Rashid Aldossary 4 4 4 4
4 Mohammed Alyami 4 4 4 4

5 Abdullah Alsaqour 4 4 4 4

Comments on individual members

Name Comments
Hamad Alnaimi

Abdulrhman
Alshammari
Rashid Aldossary

Mohammed Alyami

Abdullah Alsaqour

Appendix B: Engineering standards (Local and

International)
Component Standards Details
Steering wheel AM60B Diameter: 180 mm
Steering column transmits AISI 1020 Length: 1000 mm
Rack-and-pinion AISI 1020 Length: 1320 mm
The tie rod AISI 304 Diameter: 4.76 mm

27
Appendix C: CAD drawings and Bill of Materials

Appendix D: Datasheets

Table 1 shows the calculated steering arm angle for 100% Ackerman steering with the
steering rack behind the axle (rear steer) and a wide variety of wheelbase and track width
combinations. If you use this approach always check the actual Ackerman after as tie rod
angles alter the results. On a front steer suspension this can be used as a guide. Getting as

28
much as possible out of the steer arms and positioning the rack properly can make some gains
toward true Ackerman.

Wheelbase length (in)

94 95 96 97 98 99 100
Inward angle (deg.) of the steer arms (KP-Heim attachment bolt) with steer
Front KP Span
arms behind the axle centerline
or track (in)
70 20.4 20.2 20.0 19.8 19.7 19.5 19.3
68 19.9 19.7 19.5 19.3 19.1 19.0 18.8
66 19.3 19.2 19.0 18.8 18.6 18.4 18.3
64 18.8 18.6 18.4 18.3 18.1 17.9 17.7
62 18.3 18.1 17.9 17.7 17.6 17.4 17.2
60 17.7 17.5 17.4 17.2 17.0 16.9 16.7
58 17.1 17.0 16.8 16.6 16.5 16.3 16.2
Table 1: Steering arm angle producing Ackerman with a rear steer front axle

Vehicle Specs Mass of vehicle:

Total mass = 140 kg
Mass of the vehicle with driver = 200 kg

Mass on the front = 0.45 x 200= 90 kg

Mass on the rear =110kg
Corner mass front = 45kg
Corner mass rear = 55 kg

29
The steer angle (SA) required to make a turn with no consideration for tire slip angle is
shown in. If you use the equation the different steer angle inside and outside are calculated by
simply increasing the radius (R) by the track width (t) for the outside wheel.

Wheelbase length (in)

94 95 96 97 98 99 100
Front track width 70 in
Estimated tire slip angle (deg) 4 deg
Turn Radius
Degrees of steer of the inside (LF) tire with slip angle considered
(ft)
50 13.45 13.55 13.64 13.74 13.84 13.94 14.04
75 10.20 10.27 10.33 10.40 10.46 10.53 10.60
100 8.61 8.66 8.71 8.76 8.81 8.86 8.91
125 7.67 7.71 7.75 7.79 7.83 7.87 7.91
100 8.61 8.66 8.71 8.76 8.81 8.86 8.91
125 7.67 7.71 7.75 7.79 7.83 7.87 7.91
150 7.05 7.08 7.11 7.15 7.18 7.21 7.24
175 6.61 6.63 6.66 6.69 6.72 6.74 6.77
200 6.28 6.30 6.32 6.35 6.37 6.40 6.42

Table 2: Steer angle for various wheelbase lengths and turn radii with 4 degrees of
tire slip angle

In Table 2, I added a 4-degree slip angle to the calculation as front slip angle increases the
required steer input and decreases the radius of the turn. Note from the values of Table 2 that
as the wheelbase length of the race car is increased, the amount of Ackerman needed
increases.

Table 3 present the actual toe-out and steer angle for 100% Ackerman. I did the calculation
for a fairly standard wheelbase of 96 inches and front track of 70 inches. I find measuring at
either 8 degrees or 10 degrees of left front steer angle is about the best to help reduce the
error in the measurement. As always measuring toe-out in steps as you move toward 8 or 10
is best because tie rod angles can affect the actual toe-out obtained. It is also suggested that
you measure it both for left turn and right turn to make sure nothing is out-of-normal either
way.

30
 Input Data in GREEN CELLS ONLY!
Wheel Base Length 96 Inches
FRONT Wheel Track 70 Inches
REAR Wheel Track 70 inches
Left Right
Front Tire Circumference 78 80 in.
Rear Tire Circumference 82 87 in.
Front Rolling Diameter 24.8 25.5 in.
Front Rolling Radius 12.4 12.7 in.
LF steer Turn RF steer
angle (deg.) Radius angle Toe Out for 100%
(ft) (deg.) Ackerman (inch)
1 461.3 1.0 0.006 0
2 232.0 2.0 0.022 0
3 155.6 2.9 0.048 1/16
4 117.3 3.8 0.085 1/16
5 94.4 4.7 0.131 2/16
6 79.0 5.6 0.186 3/16
7 68.1 6.4 0.250 4/16
8 59.8 7.3 0.323 5/16
9 53.4 8.1 0.403 6/16
10 48.3 8.9 0.491 8/16
11 44.1 9.7 0.587 9/16
12 40.6 10.4 0.690 11/16
13 37.6 11.2 0.800 13/16
14 35.0 11.9 0.916 15/16
15 32.8 12.6 1.038 1 1/16
Table 3: Toe-out and Steer angles for 100% Ackerman

31