International Journal of Scientific and Research Publications9ROXPH,VVXH'HFHPEHU

861
ISSN 2250-3153

Design and Analysis of Steering Gear and Intermediate

Shaft for Manual Rack and Pinion Steering System
Thin Zar Thein Hlaing*, HtayHtay Win**, Myint Thein***
*
Department of Mechanical Engineering, Mandalay Technological University
**
Department of Mechanical Engineering, Mandalay Technological University
***
Department of Mechanical Engineering, Mandalay Technological University

Abstract- Manual rack and pinion steering systems are commonly used due to their simplicity in construction and compactness. The
main purpose of this paper is to design and analyze the rack and pinion steering system. In this paper analyzed the two components of
the steering system. Firstly, this paper investigates the characteristics of a rack and pinion gear system mainly focused on bending and
contact stresses of the pinion gear and rack bending stress using analytical and finite element analysis. To estimate the contact stress,
the-dimensional solid models for different materials are generated by SolidWorks software and the numerical solution is done by
ANSYS, which is a finite element analysis package. The analytical investigation is based on Lewis stress formula. This paper also
considers the study of contact stresses induced between two gears. Present method of calculating gear contact stress uses AGMA
equation. To determine the contact stresses between two mating gears the analysis is carried out on the equivalent contacting
cylinders. The results obtained from ANSYS are presented and compared with theoretical values. This paper also deals with the stress
analysis of the rack. By using FEM a stress analysis has been carry out. Steering rack deflection and bending stresses are found. This
stresses are compared with analytical result. Secondly, Fatigue analysis of intermediate steering shaft is done to find the life of the
intermediate steering shaft in cycles and determined the factor of safety of the shaft. The Software results, mathematical and logical
calculation implementation in a research will increase the performance and efficiency of a design.

Index Terms- Rack and Pinion Steering Gear, Contact Stress, Rack Bending Stress, Steering Intermediate Shaft, Life Cycle, Safety
Factor, ANSYS Software.

I. INTRODUCTION

T wo main types of steering systems are used on modern cars and light trucks: the rack-and-pinion system and the conventional, or
parallelogram linkage, steering system. On automobiles, the conventional system was the only type used until the 1970s. It has
been almost completely replaced by rack-and-pinion steering.
Steering Wheel

Steering Column

Universal Joint Steering

Shaft Pinion Gear
Rack Housing Intermediate
Steering Shaft Rack
Rack and Pinion
Assembly

Rack Housing
Torsion Bar

Tie Rod
Figure 1. A Simplified Rack-and-pinion Steering System
Rack-and-pinion steering is a simple system that directly converts the rotation of the steering wheel to straight line movement at the
wheels. The steering gear consists of the rack, pinion, and related housings and support bearings. Turning the steering wheel causes
the pinion to rotate. Since the pinion teeth are in mesh with the rack teeth, turning the pinion causes the rack to move to one side. The
rack is attached to the steering knuckles through linkage, so moving the rack causes the wheels to turns.All steering systems contain
several common parts. Every steering system, no matter what type, will have a steering wheel, a steering shaft and column, universal
joints, steering tie rod, and steering arm.

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II. THEORETICAL CALCULATION OF STEERING SYSTEM COMPONENTS

A. Theoretical calculation of Steering Gear Design
Table I shows the parameters considered for design a rack and pinion gear.
TABLE I
PARAMETERS CONSIDERED FOR DESIGN A HELICAL PINION GEAR

Design Parameter Specification

Applied Force 2610N
Pinion Speed (Np) 15 ̴ 8 rpm
Helix angle (ψ) 23˚
Pressure angle (ϕ) 20˚
Modulus of Elasticity (E) 207 GPa
Ultimate Strength (Su) 1950 MPa
Yield Strength (Sy) 1570 MPa
Brinell Hardness (BHN) 555
Number of teeth of pinion (np) 6
Number of teeth of rack (nR) 28

Pinion and rack are same material and so pinion is weaker. So based design on pinion.
Unknown diameter case
1. Calculation of Diameter of teeth,
Module selected from the standard module series.
Dp  n p  mn (1)
2. Calculation of Torque (Mt)
Mt  F  D (2)
t p
3. Calculation of pitch line velocity (V)
The pitch line velocity can be calculated by
π  Dp  Np (3)
V
60
np
n 
f 3
cos ψ
yp = 0.175-0.841/nf
4. Calculation of allowable stress, Sall
Allowable stress can be calculated by
 3  , for V < 10m/sec
S all  S 0   
(4)
 3 V 
5. Calculation of endurance stress, So
S
S0  u (5)
3
6. The actual induced stress can be calculated by using Lewis equation.
2M t
S ind  (6)
3 2
m kπ y p n p cosψ
7. Strength Check,
Compare Sall and Sind (7)
If Sall > Sind , Design is satisfied.
If not so, keeping on calculating by increasing the module until it is satisfied need to be done.
8. Calculation of the face width of helical gear, b
The face width of helical gear can be calculated as
b min  k red  π  m n (8)

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b max  k  π  m n (9)
Sind
k red  k max  (10)
Sall
After determining the design from strength point of view, it is necessary to check the dynamic effect.
9. Dynamic Check,
The transmitted load in (N) can be calculated as
2M t (11)
Ft 
Dp
10. Calculation of dynamic load, Fd
21V(bCcos2 ψ  Ft )cosψ
Fd  Ft  (12)
21V  (bCcos2 ψ  Ft )
11. Calculation of limiting endurance load, F0
F0  S0 by p πmcos(ψ) (13)
12. Calculation of limiting wear load, Fw
D bKQ
p (14)
F 
w
cos2 ψ

S 2  sinφ
K  es n 2
E
1.4  
The required condition to satisfy the dynamic check is F0 ,Fw>Fd.
If not so, keeping on calculating by increasing the module until it is satisfied need to be done.
TABLE II
DESIGN RESULTS FOR PINION GEAR
Symbol Value Unit
No. of teeth np 6 -
module mn 2.5 mm
Pitch circle diameter Dp 15 mm
Face width b 47 mm
Applied Force Ft 2610 N
Torsional Moment Mt (T) 19.575 Nm

The design results for pinion gear are shown in Table II.
TABLE III
RESULT DATA OF TOOTH DIMENSION FOR RACK AND PINION

No Item Symbol Formula Result

Pinion Rack
1. Module mn 2.5
2. Pressure angle α 20 ͦ
3. Number of teeth n 6 28
4. Height of Pitch Line H - 23
5. Addendum h h a  0.8mn 2
a
6. Pitch Diameter D
p
Dp  n p  mn 15 -
7. Diametral Pitch P Pd  n p /D p 0.4 -
d
8. Tooth Thickness t t  1.5708/Pd 0.628
9. whole Depth h
t
h t  1.8mn 4.5
10. Clearance C C  0.2m 0.5
11. Outside Diameter D D 0  D p  2h a 19 -
0
12. Dedendum h
d
h d  1m n 2.5
13. Root Diameter D
R
DR  Dp  2hd 10 -
14. Center Distance a a  D p /2  H - 30.5

The result data of tooth dimension for rack and pinion are shown in Table III.

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B. Contact Stress Analysis of Steering Gear by Using AGMA Equation

One of the main gear tooth failure is pittingwhich is a surface fatigue failure due torepetition of high contact stresses occurringin the
gear tooth surface while a pair of teethis transmitting power [14Bab].

1. The contact stress equation is given as

F  cosψ 
σc  Cp t
 K v K 0 0.93K m  (15)
bdI  0.95CR 

2. The elastic coefficient factor equation is given as

1
C p  0.564 (16)
2 2
1  ν1 1 ν2

E1 E2

3. The geometry factor I is given by

sin cos i
I (17)
2 i 1

4. The speed ratio is given by

n d
i 1  2
n 2 d1

5. The contact ratio equation is given as

 2 h ar 
 r0  rR  sin  rp sin 
2

CR    (18)
 πm n cos 
 
In the principle stress theory failure will occur when the principle stress in the complex system reaches the value of the maximum
stress at the elastic limit in simple tension.

6.The principal stresses are determined by the following equation.

σx  σy 1
σ1 , σ 2 
2

2
 2

σ x  σ y  4 τ xy
2
(19)
With either yield criterion, it is useful to define an effective stress denoted as σ v which is a function of the applied stresses. If the
magnitude of σv reaches a critical value, then the applied stress state will cause yielding, in essence, it has reached an effective level.
The von-Mises stress is calculated by the following equation:

7. The von-Mises stress is,

1
σ  [(σ1  σ 2 ) 2  (σ 2  σ 3 ) 2  (σ 3  σ1 ) 2 ]1/2 (20)
v 2

TABLE IV
THEORETICAL RESULT OF VON-MISES STRESSES AND STRAIN FOR GEAR PAIR

Parameter Results

Von Mises Stress (max) 944.31 MPa

Strain (max) 4.04×10-3

The stress and strain value for gear pair is shown in Table IV.

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C. Theoritical Calculations of Rack Bending Stress And Deflection

Rack is subject to not only the axial load but also the vertical loading. The vertical load causes the bending stress and if the load is
higher than critical load then it will be lead to breakage. Consider the vehicle load front axle weight of 740N. The rack vehicle load
(W) come on rack end is calculated. The assembly is considered as cantilever beam. Pinion is fixed and then vertical load is applied
the rack end. Refer Figure 2 for the rack assembly and loading conditions.
Wheel Pinion Rack housing W

Steering arm Rack

Rack
A

C
B

L
Pinion
740N 740N
FA

W
150 mm
365mm

14.35

14.35

Figure 2. Rack Assembly and Loading Condition

Figure 3 shows the rack cross section view. The shows the minimum cross section of rack. The sector area is removed for making
tooth on rack.

Sector Area 
θ/2  58.1

y
x
Dr=23mm

Figure 3. Rack Cross Section View

1. To find the center of gravity of sector area, y

 3θ 
4r
 sin 
y  2  (21)
3  θ  sinθ 
 
 
2. To find the moment of inertia, I
r4 θ
I  (θ  sinθ  2sinθsin 2
8 2 (22)

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TableVshows specification data of rack and rack housing assembly.

TABLE V
SPECIFICATION DATA OF RACK AND RACK HOUSING ASSEMBLY
Parameter Symbol Value Unit
Rack Diameter Dr 23 mm
Center of Gravity of Sector Area y 8.289 mm
Moment of Inertia I 5299.80 mm4
Rack Tip Max. Bend Load W 294.35 N
Rack Length Lr 210 mm
Young’s Modulus E 207 GPa

3. To find the Rack Plane coefficient, Z

I
Z (23)
y
4. To find the Rack Stress, σ
W.L
σ (24)
Z
5. To find the Deflection, δ
W.L3
δ (25)
3EI
TABLE VI
THEORETICAL RESULT OF VON-MISES STRESSES AND DEFORMATION FOR RACK

Parameter Results

Von Mises Stress (max) 96.782 MPa

Deformation (max) 0.828 mm

The stress and deformation value for rack in Table VI.

D. Design and Fatigue Analysis of Intermediate Steering Shaft

There are three steps in the design and fatigue analysis of rear axle shaft. They are (i) design calculation of intermediate steering shaft,
(ii) stress analysis of intermediate steering shaft, and (iii) fatigue analysis of intermediate steering shaft.

Table VII shows the parameters considered for Intermediate Shaft.

TABLE VII
PARAMETERS CONSIDERED FOR DESIGN A HELICAL PINION GEAR

Design Parameter Specification

Material ASTM A36
Ultimate Strength (Su) 400
Yield Strength (Sy) 250
Modulus of Elasticity (E) 207 GPa
Speed of Shaft (N) 15 ̴ 8 rpm
Outside Diameter of Shaft (D0) 19 mm
Torque (T) 6 Nm

(i) Design calculation of Intermediate Steering Shaft

The axle shaft is a rotating member, in general, has a circular cross-section and is used to transmit power. The shaft is generally acted
upon by torsion.
The torque can be computed from the known power transmitted and the rotational speed.
1. Maximum power, P  T  N max (26)
9550

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2. Maximum Torque, Tmax  60 P (27)

2π N minn
60 P
3. Minimum Torque, Tmin  (28)
2π N max
Tmax  Tmin
4. Mean Torque, Tm  (29)
2
Tmax  Tmin
5. Alternative Torque, Ta  (30)
2
S
6. Maximum Shear Stress, τ  u (31)
max SF
SF = 15 (Maximum Safety Factor)
16T
τ  max
7. Inside Diameter of Intermediate Shaft, max (32)
π(D 3  D 3 )
0 i
(ii) Stress analysis of Intermediate Steering Shaft
16Tm
1. Mean torsional shear stress; τ m  (33)
π(D 3  D 3 )
0 i
16Ta
τ
2. Alternating torsional shear stress; a  (34)
π(D 3  D 3 )
0 i
If  m and  a <  max , Design is satisfied.
3.The principal stresses are determined by the following equation.
σx  σy 1
σ1 , σ 2 
2

2
  2
σ x  σ y  4 τ xy
2
(35)

4. The von-Mises stress is,

1
σ  [(σ1  σ 2 ) 2  (σ 2  σ 3 ) 2  (σ 3  σ1 ) 2 ]1/2 (36)
v 2

(iii) Fatigue Analysis of Intermediate Steering Shaft

1. Estimating the Theoretical Endurance Limit

Se  0.504Su for S u  1400MPa
(37)
2. The equation can be written to give corrected endurance limit (fatigue strength), S e as follows:
S e  k a  k  k  k  k  k  S (38)
b c d e f e
The coefficients are detailed below,
3. Surface Factor (ka)
k a  aSbu (39)
Where, a and b are constants, they are to be found in Table.
4. Size Factor (kb)
0.1133
 d 
kb   2.79mm  d  51mm (40)
 7.62 
5. Loading Factor (kc)

1 bending

k c  0.85 axial (41)
0.59 torsion


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6. Temperature Factor (Kd)

ST
kd  (42)
S RT
7. Reliability Factor (ke)
Assume reliability factor is 99.99%, ke =1 (43)
8. Miscellaneous-effects Factor (kf)
kf =1 (44)
9. Calculation of Number of Cycles to Failure
σa
Sf  (45)
σ
1 m
Su
Number of cycles to failure (N) can be expressed by using the fatigue strength of material; f is the fatigue strength fraction as shown in
Table A-3 [2].

Sf 1
N  ( )b (46)
a
2
(f Su ) (47)
a
Se (48)
1 f Su
b   log( )
3 Se
10. Fatigue factor of safety (nf)
Fatigue factor of safety (nf) can be calculated by using Modified Goodman Method
Se S u
nf  (49)
σ'a Su  σ' m Se
TABLE VIII
THEORETICAL RESULT OF VON-MISES STRESSES AND SAFETY FACTOR FOR INTERMEDIATE SHAFT

Parameter Results
39.092 MPa
Von Mises Stress (max)
3.706
Fatigue Safety Factor

Table VIII shows thetheoretical results for von-Mises stress and fatigue safety factor value.

III. ANALYSIS OF THE STEERING SYSTEM COMPONENTS

Analysis is process of analyzing the components by applying external factors such as loads, temperature, pressure etc. and obtaining
the values such as stresses (bending, tangential and normal), deformations etc. in order to determine the safety of the components
when implemented in practical use. It gives optimum result of the safety of components and very easy to understand various factors
applicable in the process. These Analyses gives optimum result of safety of components and minimize the chances of failure. There
are various packages in market to carry out these simulations on computer such as ANSYS, SolidWorks, HYPERWORKS, and
FLOTRAN etc. In this project we have used ANSYS as the software to analyze the safety of our components under various loading
conditions.
Two major analyses carried out in this project are:
1) Deformation analysis
2) Stress analysis
Various components analyzed in this project are:
1) Steering Gear
2) Steering Rack

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3) Intermediate Steering Shaft

Process for performing the analysis:
1) Making or importing the geometry to software interface (GUI).
2) Defining the field.
3) Applying the material properties.
4) Meshing the components with appropriate element size.
5) Applying the actions such as load, pressure etc. on the body.
6) Applying the boundary conditions such as fixed supports (constraints).
7) Solving using the solver.
8) Obtaining required reactions such as stresses, deformations etc.

A. Gear Tooth Strength Analysis of Steering Pinion Gear

The material properties of AISI 5160 OQT 400 is given in the Table IX.
TABLE IX
MATERIAL PROPERTIES OF AISI 5160 OQT 400

Material Properties value

Young modulus 207 GPa
Poisson ratio 0.3
Density 7850 kg/m3
Coefficient of Thermal Expansion 1.15e-05 C^-1
Tensile Yield Strength 1570 MPa
Tensile Ultimate Strength 1950 MPa

(i) Simulation Result (Boundary Condition)

Figure 4. Fixed and forced Condition of Pinion Gear

Figure 4 shows the fixed and forced conditions for structural analysis of pinion gear. There are three boundary conditions for
structural; fixed support, moment and force.

(ii) Simulation Result (Von- Mises Stress and Strain)

Stress analysis is used to determine equivalent stress and strain of the pinion gear. The numerical results of stress analysis are carried
out by using ANSYS 14.5 software.

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Figure 5.Equivalent (von-Mises) Stress on Pinion Gear

Figure 5 shows minimum and maximum von-Mises stress. The values are 0.58921 N/mm2 (MPa) and 132.26 N/mm2 (MPa).
Comparing Yield strength value 1570N/mm2 (MPa), the maximum value is less than yield strength. So the design is satisfied. The
steering pinion will work safely at this stress.

Figure6.Equivalent Strain of Pinion Gear

Figure 6 shows the equivalent strain values. The minimum value is 4.7338×10-5 and the maximum value is 0.00057657.

B. Stress Analysis of Steering Shaft for Pinion Gear

Stress analysis was analyzed by ANSYS software and material properties of AISI 4340 OQT 400 is given in the Table IX.
.
TABLE X
MATERIAL PROPERTIES OF AISI 4340 OQT 400

Material Properties value

Young modulus 207 GPa
Poisson ratio 0.3
Density 7850 kg/m3
Tensile Yield Strength 1570MPa
Tensile Ultimate Strength 1950MPa

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Table XIshows specification data of steering shaft for pinion gear.

TABLE XI
SPECIFICATION DATA OF STEERING SHAFT FOR PINION GEAR
Description Symbol Values
Torque (Nm) T 6
Tangential Force (N) Ft 2610
Axial Force (N) Fa 1108
Radial Force (N) Fr 950
Diameter of Shaft (mm) D 8
Length of Shaft (mm) L 105

(i) Simulation Result (Boundary Condition)

Figure 7. Fixed and forced Condition of steering shaft for pinion gear
Figure 7shows the fixed and forced conditions for structural analysis of shaft. There are four boundary conditions for structural; fixed
support, cylindrical support, moment and force.

(ii) Simulation Result (Von- Mises Stress and Strain)

Figure 8.Equivalent (von-Mises) Stress Analysis of Shaft

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Figure 8 shows minimum and maximum von-Mises stress. The values are 0.051691 N/mm2 (MPa) and 105.61 N/mm2 (MPa), the
maximum value is less than yield strength. So, shaft design is satisfied for pinion gear of steering system.

Figure 9.Equivalent Strain of Shaft

Figure 9 shows the equivalent strain values. The minimum value is 4.3546×10-7 and the maximum value is 0.00050723.

C. Stress Analysis of Steering Shaft and Pinion Gear Assembly

Structural analysis of shaft and gear assembly was analyzed by ANSYS software.

(i) Simulation Result (Boundary Condition)

Figure 10. Fixed and forced Condition of Shaft and Pinion Gear Assembly
Figure 10shows the fixed and forced conditions for structural analysis of shaft and pinion gear assembly. There are three boundary
conditions for structural; fixed support, moment and force.

(ii) Simulation Result (Von- Mises Stress and Strain)

Figure 11 shows minimum and maximum von-Mises stress. The values are 4.4846×10-9 N/mm2 (MPa) and 392.61 N/mm2
(MPa). Comparing Yield strength value 1570 N/mm2 (MPa), the maximum value is less than yield strength. So the design is satisfied.

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Figure 11.von-Mises Stress of Pinion Gear and Shaft Assembly

Figure12.Equivalent Strain of Pinion Gear and Shaft Assembly

-14
Figure 12 shows the equivalent strain values. The minimum value is 7.8777×10 and the maximum value is 0.0017582.

D. Contact Stress Analysis of Steering Rack and Pinion Gear

(ii) Simulation Result (Boundary Condition)

Figure 13. Fixed and forced Condition of Rack and Pinion Gear Assembly

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(ii) Simulation Result (Contact Stress)

Stress analysis is used to determine equivalent stress and the strain of the rack and pinion gear assembly contact point. The numerical
results of stress analysis are carried out by using ANSYS 14.5 software. The numerical results of von-Mises stress and strain are
compared with different materials of rack and pinion gear (AISI 4340 steel, aluminum alloy and gray cast iron).

Figure 14.Equivalent (von-Mises) Stress on Rack and Pinion Gear Assembly using AISI 4340 Steel
Figure 14 shows the equivalent (von-Mises) stress on rack and pinion gear assembly using AISI 4340 steel. The maximum equivalent
(von-Mises) stress on contact point is 1027.3 MPa and location of maximum stress is at the meshing area of the rack and pinion while
the yield strength of the structural steel is 1570 MPa. The steering gear will work safely at this stress.

Figure15.Equivalent Strain of Rack and Pinion Gear Assembly using AISI 4340 steel
The equivalent strain on rack and pinion gear pair using AISI 4340 steel is 0.0046578 and occurs at meshing area of the rack and
pinion as shown in Figure 15.

Figure 16.Equivalent (von-Mises) Stress on Rack and Pinion Gear Assembly using Aluminum Alloy

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Figure 16 shows the equivalent (von-Mises) stress on rack and pinion gear assembly using Aluminum. The maximum equivalent (von-
Mises) stress on contact point is 1021.4 MPa and location of maximum stress is at the meshing area of the rack and pinion while the
yield strength of the structural steel is 225 MPa. The steering gear will not work safely at this stress.

Figure17.Equivalent Strain of Rack and Pinion Gear Assembly using Aluminum Alloy
The equivalent strain on rack and pinion gear pair using Aluminum is 0.014995 and occurs at meshing area of the rack and pinion as
shown in Figure 17.

Figure 18.Equivalent (von-Mises) Stress on Rack and Pinion Gear Assembly using Gray Cast Iron
Figure 18 shows the equivalent (von-Mises) stress on rack and pinion gear assembly using Gray Cast Iron. The maximum equivalent
(von-Mises) stress on contact point is 1030.6 MPa and location of maximum stress is at the meshing area of the rack and pinion while
the yield strength of the structural steel is 170 MPa. The steering gear will not work safely at this stress.

Figure19.Equivalent Strain of Rack and Pinion Gear Assembly using Gray Cast Iron

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The equivalent strain on rack and pinion gear pair using Gray Cast Iron is 0.0097802 and occurs at meshing area of the rack and
pinion as shown in Figure 19.
TABLE XII
COMPARISON OF THEORETICAL AND SIMULATION RESULT FOR GEAR ASSEMBLY

Results
Parameter Theoretical Simulation % Error
calculation
Von Mises 944.031 MPa 1027.3 MPa 8.1%
Stress (max)

Strain (max) 4.04×10-3 4.65 ×10-3 13.1%

Table XII shows thecomparison of theoretical and simulation results for von-Mises stress and strain value of the gear pair.

(iii) Comparison of Von-Mises Stress and Strain on the Rack and Pinion Gear Assembly with Three Types of Materials
Comparative study on contact stress analysis has been carried out on the rack and pinion gear assembly made of different materials
namely AISI 4340, Aluminum Alloy and Gray Cast Iron which are suitable for rack and pinion gear pair.

Numerical von-Mises stress (MPa)

1100
Numerical von-Mises 1000
stress (MPa) 900
800
700
600
500
400
300
AISI 4340 Aluminum Gray Cast
Alloy Iron
Numerical von-Mises stress
1027.3 1021.4 1030.6
(MPa)

Figure 20.Comparison of Numerical Result for Equivalent (von-Mises) Stress

Figure 20 show von-Mises stress on rack and pinion gear assembly with three types of materials by using ANSYS 14.5.

Numerical von-Mises strain

Numerical von-Mises 0.0140

strain 0.0120
0.0100
0.0080
0.0060
0.0040
0.0020
0.0000
AISI 4340 Aluminum Gray Cast
Alloy Iron
Numerical von-Mises strain 0.0046 0.0140 0.0097

Figure 21.Comparison of Numerical Result for Equivalent (von-Mises) Strain

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Figure 21 show von-Mises strain on rack and pinion gear assembly with three types of materials by using ANSYS 14.5. The resulted
data for static structural analysis with three types of materials are compared with von-Mises stress and strain. Static analysis reveals
that maximum stress on rack and pinion gear pair are 1027.3 MPa, 1021.4 MPa and 1030.6 MPa respectively and maximum strain on
rack and pinion gear pair are 0.0046 mm, 0.014 mm and 0.0097 mm. The maximum von-Mises stresses on rack and pinion gear pair
are occurred at the meshing area of the rack and pinion gear. From the structural contours of ANSYS, it can be observed that the
maximum strains are also occurred at the meshing area of the rack and pinion gear. The von-Mises stresses on gear pair using different
materials are nearly the same. The analysis shows that the strain has minimum with AISI 4340 steel. Therefore, AISI 4340 steel is
suitable material in this designed steering gear pair.

E. Stress Analysis of Steering Rack and Rack Housing

Stress analysis of steering rack and rack housing assembly was analyzed by ANSYS software. Rack material is used as height tensile
steel, as standard material AISI 4340 steel. Mechanical properties of all the materials are in Table XIII.

TABLE XIII

MECHANICAL PROPERTIES FOR STEERING RACK AND RACK HOUSING

Young’s Poisson’s Tensile Strength Yield Strength

Part Name Material
Modulus (GPa) Ratio (MPa) (MPa)
Steel
Pinion 207 0.3 1950 1570
AISI 4340

Steel
Rack 207 0.3 1950 1570
AISI 4340

Aluminum
Housing 71 0.33 273 225
Alloy

(i) Simulation Result (Boundary Condition)

Figure 22. Fixed and Forced Condition of Rack and Rack Housing Assembly
Figure 22 shows the fixed and forced conditions for structural analysis of rack and rack housing assembly. There are two boundary
conditions for structural; fixed support and force.

(ii) Simulation Result

Stress analysis is used to determine equivalent stress and the total deformation of the rack. The numerical results of stress analysis are
carried out by using ANSYS 14.5 software.

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Figure. 23. Equivalent (von-Mises) Stress on Rack and Rack Housing Assembly
Figure 23 shows the equivalent (von-Mises) stress on rack and rack housing assembly. The maximum equivalent (von-Mises) stress is
108.53 MPa while the yield strength of the structural steel is 1570 MPa. The steering rack will work safely at this stress.

(iii) Deformation Result

Figure 24. Deformation on Rack and Rack Housing Assembly

Figure 24 shows the deformation values. The minimum value is 0 and the maximum value is 0.84859 mm.
TABLE XIV
COMPARISON OF THEORETICAL AND SIMULATION RESULT FOR RACK AND RACK HOUSING ASSEMBLY

Results
Parameter Theoretical calculation Simulation % Error
Von - Mises Stress (MPa) 96.782 108.53 10.8%
Deformation (mm) 0.828 0.849 2.5%

Table XIV shows thecomparison of theoretical and simulation resultsfor von-Mises stress and deformation value of the rack.

F. Stress Analysis and Fatigue Analysis of Intermediate Steering Shaft

Stress analysis of intermediate steering shaft was analyzed by ANSYS software. Intermediate steering shaft material is used as steel,
as standard material ASTM A36 steel. Mechanical properties of the materials are in Table XV.

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TABLE XV
MECHANICAL PROPERTIES FOR INTERMEDIATE SHAFT

Properties
Name ASTM A36 steel
Model Type Linear Isotropic
Default Failure Criterion Max Von Mises Stress
Yield Strength 250MPa
Tensile Strength 400MPa
Elastic Modulus 200GPa
Poisson's Ratio 0.3
Mass Density 7850kg/m3
The static structural shaft SolidWorks model was added to the geometry in ANSYS Workbench. This geometry model was meshed
with high smoothing. This meshed model was imported to static structural for static structural analysis of the intermediate steering
shaft. Firstly, give the input conditions to the model, which applied the torque 6000 N-mm at end of steering intermediate shaft. Then,
supports are fixed at another end as shown in Figure 25. The engineering data for type of material uses the structural steel for testing
material.

Figure 25.Loading Condition of Intermediate Steering Shaft

After finishing set up the boundary conditions on intermediate steering shaft, run the solution and get equivalent (von-Mises) stress
and deformation.

Figure 26.Equivalent (von-Mises) Stress of Intermediate Steering Shaft

Figure 26 shows the equivalent (von-Mises) stress on intermediate steering shaft. The maximum equivalent (von-Mises)
stress is 41.099 MPa while the yield strength of the structural steel is 250 MPa. The steering shaft will work safely at this stress.

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Figure 27.Total Deformation of Intermediate Steering Shaft

Figure 27 shows the deformation values. The minimum value is 0 and the maximum value is 0.18912 mm.

Figure28.Life Cycle of Intermediate Steering Shaft

In the fatigue tool bar, the life cycles of intermediate steering shaft can be solved. Figure 28 shows the results of life cycles
structural steel intermediate steering shaft.

Figure 29.Factor of Safety on Intermediate Steering Shaft

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Then, the factor of safety on steering intermediate steering shaft is also shown in Figure 29. The maximum and minimum factor
of safety is 15 and 3.8631.
TABLE XVI
COMPARISON OF THEORETICAL AND SIMULATION RESULT FOR INTERMEDIATE STEERING SHAFT

Results
Parameter Theoretical Simulation % Error
calculation

von-Mises Stress (MPa) 39.092 41.099 4.8%

Fatigue Safety Factor 3.706 3.863 4.1%

Table XVI shows thecomparison of theoretical and simulation resultsfor von-Mises stress and fatigue safety factor of the steering
intermediate shaft.

IV. CONCLUSION
Manual rack and pinion steering system is suitable for solar car. In steering gear design, the diameter of pinion 15mm and face
width 47mm and module 2.5mm was satisfied. The von Mises stress and strain of steering shaft and pinion gear have been compared
with theoretical and simulation result. The contact stress of steering rack and pinion gear pair have been compared in theoretical and
simulation result with different materials. From analysis of rack and pinion gear pair, the von-Mises stress for steel was 1027.3 MPa,
aluminum alloy was 1021.4 MPa and gray cast iron was 1030.6 MPa. From analysis of rack and pinion steering gear pair, strain
results for steel were 0.0046, aluminum alloy was 0.014 and gray cast iron was 0.0097. In structural analysis, steel rack and pinion
steering gear pair is having least strain value. Hence steel rack and pinion steering gear pair was safe for design.
This research also analyzed the stress of the steering rack. By using Finite Element method, a stress analysis has been carried out.
Steering Rack Deflection and Bending stresses are found. These stresses are compared with analytical results. Modeling has been done
by SolidWorks and Analysis has been done by ANSYS software. From analysis of rack, the von-Mises stress was 108.53MPa and a
deformation result was 0.849mm. From analytical result, the von-Mises stress was 96.782MPa and a deformation result was 0.828mm.
Error Percent was 10.8% for von-Mises stress and 2.5% for deformation.
This research has been studied the stress and fatigue analysis for intermediate steering shafts. This research focused on the stress
analysis. It is caused by torsion. The models of intermediate steering shafts are also drawn by SolidWorks software. In the numerical
analysis, stress and fatigue analysis of intermediate steering shafts are considered base on ANSYS software. Fatigue analysis of
intermediate steering shaft is done to find the life of the intermediate steering shaft in cycles and determined the factor of safety of the
shaft. From analysis of intermediate shaft, the von-Mises stress was 41.099 MPa and a safety factor was 3.863. Maximum stress
occurs at the corner points of the circular hole. From analytical result, the von-Mises stress was 39.092MPa and a safety factor was
3.706. Error Percent was 4.8% for von-Mises stress and 4.1% for deformation.

ACKNOWLEDGMENT
The author wishes to express her deepest gratitude to her Excellency, Union Minister Dr. Myo Thein Gyi, Ministry of Education in
Myanmar.
The author is deeply gratitude to Dr. Sint Soe, Rector, Mandalay Technological University, for his kindness, help, permission,
guidance and advice of this paper.
The author would like to thank to Dr. Htay Htay Win, Professor, Head of Department of Mechanical Engineering, Mandalay
Technological University, for her valuable suggestion and giving useful comments.
The author owes a debt of gratitude to her supervisor, Dr. Myint Thein, Associate Professor of the Department of Mechanical
Engineering, Mandalay Technological University, for her enthusiastic instruction, invaluable help, and indispensable guidance in the
preparation of this paper.
Finally, the author wishes to express her heartfelt thanks to her family, especially her parents and all other persons for their supports
and encouragements to attain her destination without any trouble.

REFERENCES
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[3] Duryodhan, N. S. et al,Life Determination by Fatigue Analysis and Modal of Intermediate Steering Shaft and Its Optimization, International Journal of Science
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AUTHORS
First Author – Thin Zar Thein Hlaing, Ph.D Student, Mandalay Technological University, thinzarzar88@gmail.com
Second Author – HtayHtay Win, Professor, Mandalay Technological University, htayhtayw@gmail.com
Third Author _ Myint Thein, Associate Professor, Mandalay Technological University, minmyintthein2008@gmail.com

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