PROJECT REPORT

On

MULTIPHYSICS ANALYSIS OF FOUR-WHEEL CAR DRIVE

MECHANISM
Submitted by

BANOTH PRANIL KUMAR

(ID: B220759PE)

Of

Bachelor of Technology
In
Production Engineering

DEPARTMENT OF MECHANICAL ENGINEERING

NATIONAL INSTITUTE OF TECHNOLOGY CALICUT

National Institute of Technology Calicut, NIT Campus P.O 673 601,

Kozhikode, India.

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 TABLE OF CONTENTS

S.NO CONTENTS PAGE

NO
1. Abstract 3

2. Introduction 4

3. Material composition 5

4 Design and structural analysis 6

5. Mastercam simulation 9

6. G-code generation for lower toque link 10

7. Dynamic analysis of Four wheel drive steering 11

mechanism
8. Results 14

9. Conclusion 15

10. References 16

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1. ABSTRACT

In this mini laboratory project, we successfully designed, developed, and fabricated a

working model of a Four-Wheel Steering Mechanism. The aim was to demonstrate the

enhanced manoeuvrability and control offered by four-wheel steering systems, particularly

in vehicles requiring better stability at both low and high speeds. A fully functional prototype

was prepared and submitted following detailed design, simulation, and manufacturing

processes.

The initial design was created using CAD software, enabling precise modelling of all

components and assemblies. To validate the structural integrity of critical parts, Abaqus

was employed for stress and deformation analysis. The dynamic behavior of the

mechanism was analyzed using MSC Adams to verify motion coordination and functionality

under time-varying loads. The steering linkage was constructed from mild steel, balancing

cost and durability.

Upon finalizing the design and validating the simulations, master CNC codes were

developed to manufacture the necessary components with high accuracy and consistency.

This project provided practical exposure to the complete product development cycle — from

conceptual design and simulation to fabrication and testing. It reinforced the importance of

integrating digital tools with hands-on engineering practices to develop efficient and reliable

mechanical systems.

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2. INTRODUCTION

The four-wheel drive steering mechanism is a pivotal subsystem in modern vehicles,

enabling precise control and enhanced stability across varied terrains. The steering

linkage, a critical component, ensures accurate transmission of steering inputs to all

four wheels, maintaining alignment and coordinating motion. This project involves a

multiphysics analysis of the steering linkage, focusing on its structural integrity and

dynamic performance under operational loads.

Finite element analysis (FEA) was performed using Abaqus CAE to evaluate stress and

strain distribution in the steering linkage under critical steering conditions. Dynamic

simulation in MSC Adams ensured proper motion, torque, and angular velocity profiles

under operational conditions. Mild steel was chosen as the primary material for its cost-

effectiveness and strength. Mastercam facilitated CNC toolpath generation, enabling

precise fabrication. This integrated approach provides insights into the design, analysis,

and manufacturing of advanced steering systems, with potential applications in cost-

sensitive vehicle designs.

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3. MATERIAL COMPOSITION

The steering linkage was primarily constructed using mild steel, a cost-effective

material known for its adequate strength and ductility, making it suitable for

automotive applications.

To enhance durability in high-stress regions, such as pivot points, high-speed steel

(HSS) was incorporated due to its superior hardness and wear resistance.

Mild steel provides a good balance of tensile strength and machinability, while HSS

ensures longevity under cyclic loading.

The isotropic properties of both materials simplify design and analysis compared to

anisotropic composites. The table below summarizes the properties of the selected

materials.

PROPERTY
Material Mild Steel High Speed Steel
Density 7.85 g/cm³ 8.15 g/cm³
Young’s Modulus 210,000 MPa (200 GPa) 190-210 GPa
Poisson’s Ratio 0.3 0.27 - 0.30

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4. DESIGN AND STRUCTURAL ANALYSIS

The 4WD steering mechanism (part: BASE SUPPORT FOR LINKS) was modelled in
SolidWorks, with the steering linkage designed to ensure precise motion transmission.
The geometry was exported in IGES format and imported into Abaqus CAE for FEA. The
simulation workflow included meshing, boundary condition setup, and load application.

Figure-1:4WD STEERING MECHANISM

Figure-2: BASE SUPPORT

Meshing
A fine mesh was applied to the cylindrical component to balance accuracy and
computational efficiency. The mesh used tetrahedral elements with refinement near
critical areas, such as the transition regions between different diameters, to capture
strain gradients accurately. The meshed model ensured sufficient resolution for reliable
analysis.

Fig.3 Meshed Model of base support in Abaqus CAE

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Boundary Conditions and Loading
The cylindrical component was subjected to boundary conditions simulating its role in the
steering linkage. One end was assigned a fixed support to represent its connection to the
assembly(base part), while a torsional load was applied to the other end to mimic
operational forces during steering maneuvers. Contact interactions between mating
surfaces were defined to model realistic load transfer

Load Application
Displacement Magnitude (U, Magnitude): A color map showing displacement distribution,
with values ranging from 0 (blue) to 8.420e-03 (red), performed on April 26, 2025, at
00:57:40 IST (Job-2.odb).

Fig.4 Displacement Magnitude Contours

The maximum principal stress analysis showed stress concentrations at the transition
region, where the geometry changes caused higher stress accumulation. The stress
distribution indicated that the component remained within the elastic limit of mild
steel, with no risk of permanent deformation under the applied loads. The minimum
stress was observed in less loaded areas along the component’s length.

Maximum Principal Stress (S, Max. Principal (Abs)): A color map showing stress
distribution, with values ranging from 1.442e+02 (blue) to 3.178e+01 (red), performed
on April 26, 2025, at 00:57:40 IST (Job-2.odb).
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 Figure5: Maximum Principal Stress Contours

The analysis confirmed the suitability of mild steel for high-load applications, offering a
cost-effective solution for the steering linkage design while maintaining structural integrity
under operational conditions.

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 5. MASTERCAM SIMULATION

The CAM workflow for the steering linkage was executed using Mastercam 2025, tailored to
the machining requirements of the cylindrical component as specified in the G-code (T1.NC).
The machining setup utilized a 3-axis CNC mill with two primary tools: Tool 1 (OD Rough
Right, CNMG 12 04 08) and Tool 94 (OD Thread Right, R166.0G-16MM01-100). The
SolidWorks model was imported, and the work coordinate system (WCS) was aligned to
ensure precise toolpaths.
The machining sequence began with rough turning using Tool 1, starting with an initial cut at
X127.403 Z59.729, progressing to a depth of Z-1.6 with a feed rate of 0.2 mm/rev and
spindle speed of 90 RPM. Subsequent passes refined the outer diameter, followed by a
threading operation using Tool 94 at X99.772 Z79.389, with a threading cycle (G76) defining
a depth of cut and pitch of 0.8 mm. The final finishing passes with Tool 1 included contouring
and facing operations, achieving a smooth surface finish down to Z-100.8. Toolpath
parameters included spindle speeds of 90–410 RPM, feed rates of 0.2 mm/rev, and
maximum cut depths adjusted per operation to ensure precision in mild steel machining.
The simulation confirmed collision-free toolpaths and consistent material removal across all
programmed operations. The fabricated component, machined on a Jyoti 3-axis Vertical
Machining Centre (VMC), matched the design specifications, validating the fidelity of the
toolpath strategy and machining accuracy.

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 6. G-CODE GENERATION FOR BASE SUPPORT FOR LINKS

G-code was generated using a post-processor tailored for the Jyoti 3-axis CNC mill. The
program, exceeding 3500 lines, included roughing, threading, and finishing operations. Key
segments are provided below for reference:
% G1 X-1.6 F.2
O0000
G0 Z2.
(PROGRAM NAME - T1)
(DATE=DD-MM-YY - 11-04-25 TIME=HH:MM - Z59.729
11:34) X127.403
G21
G28 U0. V0. W0. M05
(TOOL - 1 OFFSET - 1)
(OD ROUGH RIGHT - 80 DEG. INSERT - T0100
CNMG 12 04 08) M01
G0 T0101
(TOOL - 94 OFFSET - 94)
G18
G97 S90 M03 (OD THREAD RIGHT- SMALL INSERT - R166.0G-
G0 G54 X127.403 Z59.729 M8 16MM01-100)
X36. G0 T9494
Z.25 G18
G99 G1 X-1.6 F.2
G97 S410 M03
G0 Z2.25
X36. G0 G54 X99.772 Z79.389
Z0.

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 7. DYNAMIC ANALYSIS OF FOUR-WHEEL DRIVE STEERING
MECHANISM

Simulation Setup

A 250-second dynamic simulation was conducted, applying time-varying steering inputs

to assess the mechanism’s response. The analysis focused on torque at key joints and
forces, as well as the angular velocity of critical components, to ensure smooth and stable
operation across all wheels.

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 Fig.8Torque vs Time - Joint 11 and Forces

The torque at Joint 11 (steering input) peaked at 7.0e+10 N·mm early in the simulation,
indicating a significant initial resistance, before dropping to near zero, suggesting

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stabilization as the mechanism adjusted to the input. Force 1, representing an external
steering force, showed a steady increase in torque from 0 to 1.0 N·mm, while Force 2
exhibited a decrease from 0.9 N·mm to 0.3 N·mm, reflecting the dynamic load
distribution during the steering maneuver.

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 fig.9 Angular Velocity vs Time - Parts 14 and parts 15
The angular velocity of Part 14 (likely a wheel hub) and Part 15 (another wheel hub) showed
synchronized behavior, peaking at 4.0 deg/sec around 150 seconds, with fluctuations indicating
the mechanism’s response to steering inputs. The consistent profiles between the two parts
confirmed coordinated motion across the wheels, with no significant oscillations, validating the
mechanism’s dynamic stability.

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 Fig.10 Torque vs Time - SForce_1& SForce_2

The simulation verified coordinated wheel motion without binding or misalignment, ensuring
effective steering performance for the laboratory model.

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8. RESULTS

Static Structural Analysis – ANSYS

The FEA results indicated peak displacement at the transition region of the cylindrical
component, with minimal displacement at the fixed end. Stress concentrations occurred
at the same region, but remained within mild steel’s elastic limit, ensuring no risk of
failure.
Dynamic Simulation – MSC Adams
The dynamic analysis confirmed stable motion and efficient load transfer across joints.
The torque on Joint_11 peaked at 7E-10 N-mm, while Part_14 exhibited angular
velocities up to 4 deg/sec, indicating responsive steering behavior. The SForce_2
torque stabilized at 0.3 N-mm, reflecting consistent load distribution. The 4WD
mechanism achieved precise steering control, with mild steel providing a cost-effective
and robust material choice.
Fabrication
The CNC-machined steering linkage matched the design specifications, and the
assembled model demonstrated functional steering performance during testing.

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 9. CONCLUSIONS
This laboratory project successfully designed, analyzed, and fabricated a scaled 4WD
steering mechanism, focusing on the mild steel steering linkage. ANSYS FEA validated
structural integrity, MSC Adams confirmed dynamic performance with torque and angular
velocity data, and Mastercam with CNC machining ensured manufacturing precision. The
use of mild steel offered a cost-effective, durable solution. This integrated CAD/CAE/CAM
approach highlights the potential of simulation-driven design for educational and
automotive applications.

10. REFERENCES

[1] J. N. Reddy, An Introduction to the Finite Element Method, 3rd ed., McGraw-Hill, 2005.
[2] R. D. Cook, Concepts and Applications of Finite Element Analysis, 4th ed., Wiley, 2001.
[3] MSC Adams User’s Guide, MSC Software Corporation, 2020.
[4] Mastercam 2025 Reference Manual, CNC Software, Inc., 2024.

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