ACS Unit 1 2

Government College of Engineering and Research, Avsari (Kd)
Unit I-
Vehicle Layouts, Front Axle and
Steering Systems
By,
Mr. A J Bhosale
Asst. Professor
Dept. of Automobile Engineering
Govt. College of Engineering and Research, Avsari (Kd)
316486 Automotive Chassis and Transmission A J Bhosale

Contents:
1) Course Objectives and Outcomes
2) Syllabus
3) List of Experiments
4) Reference Books
5) Marking Scheme

COURSE OBJECTIVES
1.Understand types of vehicle layouts, front axle and
steering systems.
2. Gain knowledge of suspension systems.
3. Describe the types of wheels, tyres and braking systems.
4. Acquire the basic knowledge of Clutches and Gearbox.
5. Explain the effect of drive ratio and differential.
6. Memorize the basics of automatic transmission.

 COURSE OUTCOMES
CO1. Classify vehicle layouts according to different engine
locations and ILLUSTRATE the working of front axle and
steering systems.
CO2. Define key elements of suspension system
CO3. Select wheels, tyres for particular application and
RECITE basics of braking systems.
CO4. State the significance of clutch and gearbox in
automobile.
CO5. Summarize the working of final drive, differential and
drive line components
CO6. Evaluate performance characteristics of fluid flywheel,
torque converter and epicyclic gearbox and AQUIRE basic
knowledge of CVT and Automatic Transmission.

 Syllabus
 Unit – I Vehicle Layouts, Front Axle and Steering Systems
Introduction, Classification of automobile, Types of chassis
layout with reference to power plant locations and type of
drive, Types of chassis- fully forward, semi forward, Truck or
bus chassis, two & three wheeler chassis layout.
Functions of front axle, Types of front axle, Construction, Stub
axle and Wheel bearing, Front wheel steering Geometry –
castor, Camber, King pin inclination, toe-in, toe-out, Centre
point Steering, Self returning property, Adjusting and
checking of front wheel geometry, Ackerman and Davis
steering linkages, Steering system layout, Steering gear
boxes. (07 hrs.)

Unit – II Vehicle Suspension Systems

Road irregularities and need of suspension system, Types of
suspension system, Sprung and unsprung mass,
Suspension springs – requirements, types and
characteristics of leaf spring, coils spring, rubber spring,
air and torsion bar springs, Independent suspension for
front and rear, Types, Hydro-elastic suspension, Roll
centre, Use of anti-roll bar and stabilizer bar, Shock
absorbers – need, operating principles and types, Active
suspension. (07 hrs.)

Unit – III Wheels, Tyres and Braking Systems

Basic requirements of wheels and tyres, Types of road wheels,
Construction of wheel assembly, wheel balancing, Tyre
construction, material, types, tubeless, cross ply radial type, tyre
sizes and designation, Aspect ratio, tyre trade pattern, tyre valve,
Tyre inflation pressure, safety precautions in tyres, Tyre rotation
and matching, Types of Tyre wear and their causes, Selection of
tyres under different applications, tyre retreading hot and cold,
factors affecting tyre performance. Function and requirements of
braking system, Types of brakes, Elementary theory of shoe brake,
drum brake arrangement, disc brake arrangement, self-energizing,
brake friction material. brake linkages, hydraulic brake system and
components, hydraulic brake fluids, air brakes, vacuum servo
assisted brake, engine exhaust brake, parking brakes, dual power
brake system, regenerative brake system, fail-safe brake, anti –
lock brakes, anti-skid brakes, brake efficiency and testing, weight
transfer, braking ratio. (08 hrs.)

 Unit – IV Clutches & Gear Box

Clutches: Principle, Functions, General requirements, Torque
capacity, Types of clutches, Cone clutch, Single-plate clutch,
Diaphragm spring clutch, Multi-plate clutch, Centrifugal
clutch, Electromagnetic clutch, Lining materials, Over-
running clutch, Clutch control systems.
Gear Box: Necessity of gear box, Resistance to motion of
vehicle, Requirements of gear box, Functions of gear box,
Types, Sliding mesh, Constant mesh, Synchromesh.
Principle, construction and working of synchronizing unit,
Requirements & applications of helical gears, Gear selector
mechanism, Two wheeler gear box, Lubrication of gear box,
Overdrive gears, Performance characteristics.
(08 hrs.)

 Unit – V Drive Lines, Final Drive & Rear Axle

Effect of driving thrust and torque reaction, propeller shaft-
universal joints, hooks and constant velocity U.J., Drive
line arrangements – Hotchkiss drive & torque tube drive,
Rear wheel drive & front wheel drive layouts .
Purpose of final drive & drive ratio, Different types of final
drives, need of differential, Constructional details of
differential unit, Non-slip differential, Differential lock,
Differential housing, Function of rear axle, Construction,
Types of loads acting on rear axle, Axle types - semi-
floating, full floating, three quarter floating, Axle shafts,
Final drive lubrication. (07 hrs.)

 Unit – V Automatic Transmission

Fluid Flywheel, Torque convertor: Operating principle, Construction
and working of fluid flywheel, Characteristics, Advantages &
limitations of fluid coupling, Torque convertor, and construction
and working of torque converter, Performance characteristics,
Comparison with conventional gear box.
Epicyclic Gear Boxes: Simple epicyclic gear train, Gear ratios,
Simple & compound planet epicyclic gearing, Epicyclic
gearboxes, Wilson epicyclic gear train - Construction and
operation, Advantages, Clutches and brakes in epicyclic gear train,
compensation for wear, performance characteristics.
Principle of semi automatic & automatic transmission, Hydramatic
transmission, Fully automatic transmission, Semi automatic
transmission, Hydraulic control system, Continuous variable
transmission (CVT) – operating principle, basic layout and
operation, Advantages and disadvantages. (08 hrs.)

 List of Experiments: (Any 8 Experiments from Experiments No. 1 to 10.

Experiment No.11 is Compulsory)
1. To Study different vehicle layouts.
2. Demonstration of steering, suspension & braking system used in automobiles.
3. Adjustments, overhauling, and repair of Two Wheeler Clutch
4. Adjustments, overhauling, and repair of Four Wheeler Clutch (Light / Heavy
Duty Vehicle).
5. Adjustments, overhauling, and repair Constant Mesh Gearbox and Synchromesh
Gearbox.
6. Adjustments, overhauling, and repair of Drive Line (Universal Joint, Propeller
Shaft, Slip Joint).
7. Adjustments, overhauling, and repair of Final Drive & Differential.
8. Demonstration and study different types of Front and Rear Axles.
9. To study Fluid Flywheel and Torque Converter.
10. To study Continuous Variable Transmission (CVT).
11. Any One Visit from Below
a) Visit to Vehicle Service Station to Study Power Transmission of Vehicle
b) Visit to any Automotive Industry for Vehicle Transmission / Assembly Line.

 Text Books:
1. Dr. Kripal Singh, “Automobile Engineering-Vol. 1”, 13th Edition, Standard Publishers
Distributors.
2. N. K. Giri, “Automotive Mechanics”, Khanna Publishers, Delhi, Eighth Edition
3. C. P. Nakra ,“Basic Automobile Engineering”, Dhanpat Rai Publishing Company (Pvt)
Ltd.
 Reference Books:
1. Bosch “Automotive Handbook”, Robert Bosch GmbH, Germany.
2. W. H. Crouse and D. L. Anglin ,“Motor Vehicle Inspection”,
3. Ramlingam , “Automobile Engineering” (Anna University )
4. Josepf Heitner , “Automotive Mechanics”.
5. J.G .Giles “Vehicle Operation and Performance”.
6. George Pieters, Barbara Pieters, “Automotive Vehicle Safety”.
7. Jousha H. M, “Engine performance Diagnosis and Tune up Shop Manual”.
8. Newton, Steed & Garrot, “Motor Vehicles”, 13th Edition, Butterworth London
9. W. Judge, “Modern Transmission”, Chapman & Hall Std., 1989,
10. Chek Chart, “Automatic Transmission”, A Harper & Raw Publications,
11. Heisler, “Vehicle and Engine Technology”, Second Edition, SAE International
Publication.

Marking Scheme

Introduction:
 The automobile as we know, it was not invented in a
single day by a single inventor. The history of the
automobile reflects an evolution that took place
worldwide.
 It is estimated that over 100,000 patents created the
modern automobile.

























Classification of Automobiles
1. Capacity (HMV ,LMV)
2. Power ( Petrol, Diesel, Gas, Electric)
3. Use (Cars ,Buses ,Trucks ,Motor Cycles )
4. Wheels (2.3.4.6 ….)
5. Make ( Bajaj, Vespa, Hero, Honda, Maruti)
6. Drive (LHD, RHD)
7. Transmission ( Conventional, Automatic)
8. Purpose (Passenger,Goods)

Chassis:
 Chassis is a French term which denotes the whole
vehicle except body in case of heavy vehicles.
 In case of light vehicles of mono construction it denotes
the whole body except additional fitting in the body.
 Chassis consists of engine, brakes, steering system &
wheel mounted on the frame, differential, suspension.
 Propel and control a automobile.

ITS PRINCIPAL FUNCTION:

 To safely carry the maximum load.
 Holding all components together while driving.
 Accommodate twisting on even road surface.
 Endure shock loading.
 It must absorb engine & driveline torque.

CLASSIFICATION OF CHASSIS
According to control:
 Conventional-forward chassis
 Semi-forward chassis
 Full-forward chassis

Conventional chassis:
 Engine is fitted in front of the driver cabin or driver seat
such as in cars.
 Chassi portion can not be utilized for carrying passengers
and goods


Semi-forward chassis
• Half portion of the engine is in the driver cabin and
remaining half is outside the cabin such as in Tata trucks
• In this arrangement a part of the chassis is utilized for
carrying extra passengers


Full-forward chassis
 Complete engine is mounted inside the driver cabin
 Driver seat is just above the front wheel


Chassis Layouts

Bus Chassis

Car
Bodies

Chassis Classification Based on engine location

 Engine fitted at front
 Engine fitted at Back
 Engine fitted at centre

 Engine fitted at front:

1. Power is given to Rear Wheels (Rear Wheel Drive)
Advantages:
1. Enough space is available for luggage behind the rear seat
2. The weight of vehicles is well balance
3. Increased efficiency of cooling system
4. Steering mechanism is simple in design
5. The weight of vehicle is shifted to rear driving wheels during
acceleration and on steeps resulting in better road grip,
hence, there are less chances of wheel slipping .
6. Accessibility to various components like engine , gear box
and rear axle is better in comparison to other layout

Disadvantages:
1. During the braking, weight of vehicle is shifted to front
wheels and weight on rear wheels decreased, results in
decreased braking effort developed
2. It requires long propeller shaft and differential at rear,
therefore height of floor area is increased. Also, due to
long propeller shaft transmission problems and weight is
increased.
3. Due to less weight on driving rear wheels, there is less
adhesion on road and result in less holding capacity.
Therefore there is chance of slipping on slippery surface.



Engine fitted at front:

2. Power is given to Front Wheels (Front Wheel Drive)
1. Longitudinally fitted engine
2. Transversely fitted engine
Advantages:
1. Low floor is available.
2. clutch, gear box & differential are usually made as one
unit, thereby cost is reduced.
3. Due to more weight placed on driving front wheel, the
vehicle has more adhesion on road. Hence good road
holding capacity even on the curves and slippery roads .

Disadvantages:
1. The weight on the driving front wheels is reduced during
acceleration and climbing of steep gradient due to weight of the
vehicle shifting to the rear wheels. Hence, result in decreased
tractive effort.
2. This disadvantage become more serious on slippery gradient.
3. The steering mechanism become more complicated due to
accommodation of engine, clutch, gearbox & final drive all at
front of vehicle.



 Engine fitted at Back:

1. Flat floor is available since long propeller shafts are eliminated
2. With elimination of propeller shaft the centre of gravity lowered
giving stable driving
3. Better adhesion on road specially when climbing hill.
4. While Climbing hills proper adhesion may be affected since the
weight of vehicles moves to the rear, thereby reducing the weight
on the front wheel.
5. As a result of grouping of the engine with clutch, gear box and
differential, the repair and adjustment become difficult due to
congestion at the rear.
6. Long linkages are required to connect the control panel and
engine, gear box, accelerator and clutch.
7. Efficient cooling becomes very difficult to obtain due to air
passes through side part of the body


Engine fitted at centre

 Drive is given to the rear
 As in royal tiger world master buses
 This arrangement provide full space of floor for use


AWD or 4WD
• All wheel drive (AWD) is a drivetrain configuration engineered to direct
power to all four wheels of a car simultaneously.
• All wheel drive (AWD) train system includes a differential between the
front and rear drive shafts.


WHY 4WD ARE USED?

• To get enough “TRACTION” between wheels and road
surfaces.
• To move vehicle on slick surfaces, dirt, slippery roads,
sand roads and snowy, muddy roads etc.

ADVANTAGES
• Increased Traction is obtained in slippery surfaces.
• More balanced axle load distribution.
• Even tire wear.
DISADVANTAGES
• Weight of vehicle is increased.
• Cost vehicle is increased.
• Maximum speed of vehicle is reduced.
• Less fuel economy than 2WD.

Most Widely Used Drive Train Layouts


 Motor-cycle Frames
• The purpose of a motorcycles frame is to act as a base
onto which all the various components can be bolted to.
• The engine generally sits inside the frame, the rear
swing arm is attached by a pivot bolt (allowing the
suspension to move) and the front forks are attached to
the front of the frame.
• The frame can also help to protect the more sensitive
parts of a motorcycle in a crash.
• Motorcycle frames are usually made from welded
aluminum, steel, magnesium or metal alloy. Carbon-
fibre is sometimes used in expensive or custom frames.

 A motorcycle frame is the backbone of the design and

overall aesthetics of the motorcycle. The frame can
either make or break a motorcycle’s form and function.
 TYPES OF FRAME
 Single Cradle frame
 Double cradle frame
 Backbone frame
 Perimeter frame
 Monocoque frame
 Trellis frame

1.Single cradle frame

• The single cradle is the simplest type of

motorcycle frame, and looks similar to
the first ever motorcycle frames.
• It is made from steel tubes that surround
the engine with a main tube above and
Yamaha SR500E
other, smaller diameter tubes beneath.
• If a single cradle becomes double at the
exhaust, as frequently occurs, it is
referred to as a split single cradle frame.
• Single cradle frames are usually found
in off-road motorcycles.

2. Double cradle frame


• Double cradle frames are descended from

single cradle frames.
• They consist of two cradles that support the
engine one either side.
• Double cradle frames are commonly used in
custom motorcycles and simpler road bikes.
• They offer a good compromise between
rigidity, strength and lightness, though they
have now been technically surpassed by
perimeter frames. Suzuki GSX600R
• Bajaj: Platina 100, Discover 100/125/150,

Pulsar 150/180/220, Avenger 220
• Hero: CD Dawn/Deluxe, Splendor, Splendor
NXG, Passion, Super Splendor, Glamour

3.Backbone frame
WMX Dirt Bike

• The most desirable frame around.

• Comprises a single, wide main beam from which the
engine is suspended.
• Allows for great flexibility in design, since it is
concealed inside the finished motorcycle.
• The engine just seems to hang in mid air.
• It is simple and cheap to make.
• Used mainly on naked and off‐road motorcycles.
• Hero Honda CD100

4.Perimeter frame
BBR Perimeter CRF

• Research has shown that major advantages are to be gained

in terms of rigidity by joining the steering head to the swing
arm in as short a distance as possible.
• Flexure and torsion are dramatically reduced.
• This is the concept behind the perimeter frame.
• Two robust beams descend in the most direct way possible
from the steering head to the swing arm, passing around the
engine
• These frames originated on racing motorcycles.
• They were originally made from steel but most are made
from aluminum nowadays to save weight.
• Once the advantages of this frame were seen, they were
adopted by most motorcycle manufacturers.
• Bajaj Pulsar 200NS, Yamaha R15

5. Monocoque frame

• Used nearly exclusively on competition bikes and is

very rarely found on road‐going bikes.
• Act as a single piece unit that functions as seat
mounting, tank and tail section.
• Though they offer certain advantages in terms of
rigidity, monocoque frames are heavy and generally not
worth the effort.
• They are used almost exclusively on specialized
competition bikes and are not a good choice for street
bikes.
• Ducati Panigale 1199.

6.Trellis frame

• The trellis frame rivals the aluminum perimeter frame

for rigidity and weight.
• A favorite of Italian and European manufacturers it has
proved a great success in racing and competition.
• The Trellis frame uses the same principles as the
perimeter frame, and connects the steering head and
swing arm as directly as possible.
• The frame is made up of a large number of short steel
(or aluminum) tubes welded together to form a trellis.
• The trellis frame is not only easy to manufacture but
extremely strong as well. The frame pictures is from
the Suzuki SV650S.

 Custom Built Frames

 Three Wheeler Frames

 Axle:
 An axle is a central shaft for a rotating wheel or gear.
 On wheeled vehicles, the axle may be fixed to the wheels, rotating with
them, or fixed to the vehicle, with the wheels rotating around the axle.
 Bearings or bushings are provided at the mounting points where the axle is
supported.

 Types of Axles
• Full Floating
REAR • Semi Floating
AXLE • Three Quarter
Floating
FRONT • Dead Front

Axle
AXLE • Live Front Axle
• Elliot
STUB • Reversed Elliot
• Lamoine
AXLE • Reversed
Lamoine

 Front Axle:- Functions

 It supports the weight of front part of the vehicle.
 It facilitates steering knuckles and suspension springs.
 It transmits weight of vehicle through springs to the front wheels.
 It absorbs torque applied on it due to braking of vehicle.

 Front Axle
• The front axle is designed to transmit the weight of the automobile from the springs to
the front wheels, turning right or left as required.
• To prevent interference due to front engine location, and for providing greater stability
and safety at high speeds by lowering the centre of gravity of the road vehicles, the entire
centre portion of the axle is dropped.
• As shown in Fig. front axle includes the axle-beam, stub-axles, ack-rod and stub-axle
arm.

 Front axles can be live axles and dead axles.

 A live front axle contains the differential mechanism through which the
engine power flows towards the front wheels.
 For steering the front wheels, constant velocity joints are contained in
the axle half shafts.
 Without affecting the power flow through the half shafts, these joints
help in turning the stub axles around the king-pin.
 The front axles are generally dead axles, which does not transmit power.
 The front wheel hubs rotate on anti-friction bearings of tapered-roller
type on the steering spindles, which are an integral part of steering
knuckles.
 To permit the wheels to be turned by the steering gear, the steering
spindle and steering knuckle assemblies are hinged on the end of axle.
 The pin that forms the pivot of this hinge is known as king pin or
steering knuckle pin.

 Dead Axle
• Dead axles are those axles,
which do not rotate.
• These axles have sufficient
rigidity and strength to take
the weight.
• The ends of front axle are
suitably designed to
accommodate stub axles.


 Live Axle
• Live axles are used to transmit power from gear
box to front wheels.
• Live front axles although, resemble rear axles
but they are different at the ends where wheels
are mounted. Maruti-800 has line front axle.



 Stub Axle:
• Stub axles are connected to the front axle by king pins. Front wheels are
mounted on stub axles arrangement for steering. Stub axle turns on king
pins. King pins is fitted in the front axle beam eye and is located and locked
there by a taper cotter pin. Stub axles are of four types:
 Elliot
 Reversed Elliot
 Lamoine
 Reversed Lamoine
• Material- 3% Nickel steel and alloy steel containing chromium and
molybdenum, made by forging.



Front Wheel Assembly:

1. The weight of vehicle
2. Side thrust and tendency of the wheel to tilt when cornering
3. Shock Loads due to uneven road surfaces

 Steering System:
• Steering is the term applied to the collection of components, linkages, etc.
which will allow a vehicle to follow the desired course.
• The front wheels are supported on front axle so that they can swing to left or
right for steering. This movement is produced by gearing and linkage
between the steering wheel in front of the driver and the steering knuckle or
wheel.
• The complete arrangement is called “Steering System”.
• The function of steering system is to convert the rotary movement of the
steering wheel into angular turn of the front wheels.
• The steering system also absorb a large part of the road shocks, thus
preventing them from being transmitted to the driver.


 Requirements:
• It should multiply the turning effort applied on the steering wheel by the
driver.
• It should not transmit the shocks of the road surface encountered by wheels
to the driver hands.
• The mechanism should have self-returning property so that when the driver
releases the steering wheel after negotiating the turn, the wheel should try to
achieve straight ahead position.
• It should be very accurate and easy to handle.

 Functions:
 It helps in swinging or turning the wheels to the left or right (at the will of
driver).
 It converts the rotary movement of the steering wheel into an angular turn of
the front wheels.
 It multiplies the effort of the driver by leverage in order to make it fairly
easy to turn the wheels.
 It absorbs a major part of the road shocks thereby preventing them to get
transmitted to the hands of the driver
 It provides directional stability.
 It helps in achieving the self-returning effect.
 Perfect Steering condition.
 Minimize tyre wear.

 Front wheel steering Geometry:

The term "steering geometry" (also known as "front-end geometry") refers to
the angular Relationship between suspension and steering parts, front wheels,
and the road surface. Because alignment deals with angles and affects steering,
the method of describing alignment measurements is called steering geometry.
1. Castor
2. Camber
3. King Pin Inclination (Steering axis Inclination)
4. Scrub Radius
5. Toe-in or Toe- Out

 Castor Angle:-
• The inclination of king pin axis in
front or rear direction so that the
tire contact center is either behind
or in front of the imaginary pivot
center produced to the ground is
known as Castor Angle.
• The angle between the king pin
axis and the vertical, in the plane
of the wheel is called as castor
angle.
• 2 to 8 Degrees.


Effect of Castor Angle:

 Camber Angle:
• The angle between center line of tire and the vertical line when viewed from
front of the vehicle is known as Camber Angle.

• If the top of the wheel (when viewed from front) leans

outward than bottom it is positive camber conversely if
bottom of the wheel is outward than the top it is negative
camber.
• Generally, it should not exceed 2 Degrees.
• Positive camber is used on most of vehicles.
• Positive camber increases steering effort.
• Negative camber is used on racing cars to provide
directional stability and reduce steering effort.

 King Pin Inclination or Steering Axis Inclination:

• The angle between the vertical line and the center of the
king pin or steering axis when viewed from front off the
vehicle is known as KPI or SAI.
• The KPI in combination with Castor angle is used to
provide the directional stability in modern cars by tending
to return the wheels to straight ahead position after any
turn.
• This inclination varies from
4 to 8 degree in modern cars.

This inclination,
 Helps in a straight ahead recovery and
provides directional stability
 Reduces the wear and tear of the tyres
 Tends to reduce the effect of road shock
on the steering system
Incorrect steering inclination leads to,

 Hard steering
 Pulling of vehicle to a side
 Wheel doesn’t return to straight ahead
position

 Scrub Radius:
• The offset between the pivot center of king pin and
contact center is known as the scrub radius.
• When turning the steering the offset scrub produces a
Torque T by to product of radius r and opposing ground
reaction force F. (i.e. T= Fr)
• A large offset requires a big input torque to overcome
the opposing ground reaction force therefore the
steering will tend to be heavy.
• Zero offset prevents a tread rolling and instead causes to
scrub as the wheel is steered so that at low speed the
steering also has heavy response.

• A compromise is usually made by offsetting the pivot

and the contact center to roughly 10 to 25 % of the
tread width of standard sized tyres.
• This small offset permits the pivot axis to remain
within the contact patch, thereby enabling a rolling
movement to still take place when the wheels are
pivoted so that the tyre scruff and creep (Slippage) are
minimized.
• Another effect of the large offset, when the wheels hit
bump or a pothole a large opposing twisting force
would be created quickly which would be relayed back
to driver steering wheel in a twitching fashion.

- If the offset of the king pin

inclination is on the inside of the
tyre contact patch center then it is
called as positive scrub radius or
positive offset.
- If the offset of the king pin
inclination is on the outside of the
tyre contact patch center then it is
known as the negative scrub
radius or negative offset.

• When one of the front wheel slips during a brake

application the inertia of the moving mass will tend
to swing the vehicle about the effective wheel which
bringing the retardation because there is very little
opposing resistance from the wheel on opposite
side.

 Toe- In & Toe- Out

• In automotive engineering, toe also
known as tracking.
• Positive toe, or toe in, is the front
of the wheel pointing in towards the
centerline of the vehicle
• Negative toe, or toe out, is the front
of the wheel pointing away from
the centerline of the vehicle.
• The amount of toe in varies from 0-
6 mm on different vehicles.
• 2 to 4 mm Maruti 800.


Center Point Steering:

The combination of both
camber and KPI is known
as included angle and the
intersection of these axes at
one point at a ground level
classifies this geometry as
Center point steering.

Reversible, Irreversible and Semi-reversible Steering

 When an effort (i/p) is applied on the steering wheel
which causes the road wheels to swivel(o/p).
 If this action is reversed by swiveling the road wheels
(i/p), the steering wheel can be turned(o/p) then the
system is known as reversible steering.
 In an irreversible steering it is not possible to turn the
steering wheel by swiveling the road wheels.
 A compromise made between the short coming of the
two systems results in semi reversible steering


Steering System Layout:

• Steering System consists of
Steering Wheel, Steering
Gearbox, Drag link, Drop Arm,
Track Rod, Steering Arm etc.
• The angular movement of the
Steering wheel is converted into
reciprocating motion of the drag
link by means of a steering
gearbox and drop arm.
• The drag link converts the
reciprocating motion into angular
movement of wheels.

 Steering Gear:
• Generally, steering gear has mainly two functions: it produces a gear
reduction between the input steering wheel and the output drop arm(pitman
arm), it redirects the input to output axis of rotation through the right angle.
• Simply, the steering gear is a device for converting the rotary motion of the
steering wheel into straight line motion of the linkage with a mechanical
advantage.
• If the steering wheel is connected directly to the steering linkage it would
require a great effort to move the front wheels.
• Therefore, to assist the driver, a reduction system is used having a steering
ratio (the ratio between the turn of the steering wheel in degrees or
handlebars and the turn of the wheels in degrees ) between 12:1 to 28:1 the
actual value depending upon the type and weight of the vehicle.

• A higher steering ratio means that you have to

turn the steering wheel more, to get the wheels
turning, but it will be easier to turn the steering
wheel.
• A lower steering ratio means that you have to
turn the steering wheel less, to get the wheels
turning, but it will be harder to turn the steering
wheel.
• Larger and heavier vehicles like trucks will
often have a higher steering ratio, which will
make the steering wheel easier to turn.
• In normal and lighter cars, the wheels are easier
to turn, so the steering ratio doesn't have to be as
high.
• In race cars the ratio becomes really low,
because you want the vehicle to respond a lot
quicker than in normal cars.

• Generally, the stub axles must be capable of

twisting through a maximum steering angle of
40° either side of straight ahead position.
• Therefore lock to lock drop arm angular
displacement amounts to 80°
 With 12:1 Gear reduction steering wheel turns
= (80*12)/360 = 2.66 turns
 With 28:1 Gear reduction steering wheel turns
= (80*28)/360 = 6.22 turns

 Types:
1. Worm and wheel steering gear
2. Worm and sector steering gear
3. Cam and lever / peg steering gear
4. Recirculating ball steering gear
5. Rack and pinion steering gear.

1. Worm and Worm Wheel Steering Gear:

• The system consists of worm wheel which
is carried in bearings in a cast iron case.
• The case is made in halves. The outer end
of the worm wheel is fixed to a drop arm
which is having ball end to connect the
side rod.
• The side rod is connected to the steering
arm which is fixed to the stub axles.
• The worm which is keyed on to a steering
shaft have a mesh with the worm wheel.
• The steering wheel is mounted at the upper
end of the steering shaft.
• When driver rotates the steering wheel
then drop arm moves either backward or
forward direction. This motion results in
motion of the stub axles.

2. Worm and Sector Steering Gear

• In this type of steering box, the end of the shaft from
the steering wheel has a worm gear attached to it.
• It meshes directly with a sector gear (so called because
it's a section of a full gear wheel).
• When the steering wheel is turned, the shaft turns the
worm gear, and the sector gear pivots around its axis as
its teeth are moved along the worm gear.
• The sector gear is mounted on the cross shaft which
passes through the steering box and out the bottom
where it is splined, and the pitman arm is attached to
the splines.
• When the sector gear turns, it turns the cross shaft,
which turns the pitman arm, giving the output motion
that is fed into the mechanical linkage on the track rod.
• The box itself is sealed and filled with grease. In actual
case, the worm wheel is not essential as it is having
only partial rotation.
• Hence in this type only a sector of wheel is used
instead of worm wheel.


3. Cam and Peg/Lever Steering Gear:

• Here a helical groove is formed at the bottom end of the steering wheel
shaft.
• The helical groove engages the projected pin of the drop arm spindle lever.
• The drop-arm is made rigid with the lever/peg by a splined spindle. The to
and fro motion is obtained at the drop-arm when the steering wheel shaft is
turned. This motion results the turning of the stub axles.
• The end play of the steering wheel shaft can be adjusted by putting a
suitable washer at the lock nut.
• The meshing of the projected pin in helical groove is also adjusted by a
screw provided at the end of the lever spindle. In the recent models, the
projected pin is made in the form of a roller.
• The projected pin may be one or two in number, accordingly they are
referred as cam and single lever or double lever steering gear mechanism


 Screw and Nut Steering Gear

• The screw and nut steering gear is the
foundation for all types other steering gear
reduction mechanisms.
• A screw and nut combination mechanism
which increases both force and movement
ratios.
• A small input effort applied to the end of
perpendicular lever fixed to the screw is
capable of moving much larger load axially
along the screw provided that nut is
prevented from rotating.

4. Reciprocating Ball type Steering Gear:

• It consists of a worm at the end of steering rod. A nut is mounted on the worm with two
sets of balls in the grooves of the worm, in between the nut and, the worm.
• The balls reduce the friction during the movement of the nut on the worm. The nut has
a number of teeth on outside, which mesh with the teeth on a worm wheel sector, on
which is further mounted the drop arm.
• When the steering wheel is turned, the balls in the worm roll in the grooves and cause
the nut to travel along the length of the worm.
• The balls, which are in 2 sets, are recirculated through the guides. The movement of
the nut causes the wheel sector to turn at an angle and actuate the link rod through the
drop arm, resulting in the desired steering of the wheels.
• The end play of the worm can be adjusted by means of the adjuster nut provided.
• To compensate for the wear of the teeth on the nut and the worm, the two have to be
brought nearer bodily.
• To achieve this, the teeth on the nut are made tapered in the plane perpendicular to the
plane of Figure.


5. Rack and Pinion Steering Gear:

 This type of steering gear is used on light
vehicles like cars and in power assist steering.
 It is simple light and responsive.
 It occupies very small space and uses lesser
number of linkage components compared to
the worm and wheel type of gear.
 The rotary motion of the steering wheel is
transmitted to the pinion of the steering gear
through universal joints
 The pinion is in mesh with a rack.
 The circular motion of the pinion is
transferred into the linear rack movement,
which is further relayed through the ball
joints and tie rods to the stub axles for the
wheels to be steered.


 Power Steering:
 The main objective of power steering is to reduce the driver’s effort in
steering.
 This system may employ electrical devices and hydraulic pressure.
 Power steering is basically power assisted steering in which an arrangement
to boost the steering wheel turning is provided.

Hydraulic Power Assisted Steering Gear:

 When the rack-and-pinion is in a power-steering system, the rack has a slightly
different design.
 Part of the rack contains a cylinder with a piston in the middle.
 The piston is connected to the rack. There are two fluid ports, one on either
side of the piston.
 Supplying higher-pressure fluid to one side of the piston forces the piston to
move which in turn moves the rack so providing power assist.

 Electric Power Assist Steering Gear:

 It uses an electric motor to reduce effort by
providing steering assist to the driver of a
vehicle.
 Sensors detect the motion and torque of
the steering column, and a computer
module applies assistive torque via an
electric motor coupled directly to either
the steering gear or steering column.
 This allows varying amounts of assistance
to be applied depending on driving
conditions.
 The system allows engineers to tailor
steering-gear response to variable-rate and
variable-damping suspension systems
achieving an ideal blend of ride, handling,
and steering for each vehicle.
 In the event of component failure, a
mechanical linkage such as a rack and
pinion serves as a back-up in a manner
similar to that of hydraulic systems.


 Electro-hydraulic Power Assist Steering Gear:

 Electro-hydraulic power steering systems, sometimes abbreviated EHPS,
and also sometimes called "hybrid" systems, use the same hydraulic assist
technology as standard systems, but the hydraulic pressure is provided by a
pump driven by an electric motor instead of being belt-driven by the engine.
 By providing power assist via hydraulic pressure, this system delivers a
naturally smooth steering feel and, thanks to the flexibility of control
allowed by electric power, offers more precise steering power
characteristics. It also improves fuel economy since the electric powered
pump operates only when steering assist is needed


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Government College of Engineering and Research, Avsari (Kd)

316486 Automotive Chassis and Transmission A J Bhosale

316486 Automotive Chassis and Transmission A J Bhosale

316486 Automotive Chassis and Transmission A J Bhosale

316486 Automotive Chassis and Transmission A J Bhosale

316486 Automotive Chassis and Transmission A J Bhosale

Unit – II Vehicle Suspension Systems

316486 Automotive Chassis and Transmission A J Bhosale

Unit – III Wheels, Tyres and Braking Systems

316486 Automotive Chassis and Transmission A J Bhosale

 Unit – IV Clutches & Gear Box

316486 Automotive Chassis and Transmission A J Bhosale

 Unit – V Drive Lines, Final Drive & Rear Axle

316486 Automotive Chassis and Transmission A J Bhosale

 Unit – V Automatic Transmission

316486 Automotive Chassis and Transmission A J Bhosale

 List of Experiments: (Any 8 Experiments from Experiments No. 1 to 10.

316486 Automotive Chassis and Transmission A J Bhosale

316486 Automotive Chassis and Transmission A J Bhosale

316486 Automotive Chassis and Transmission A J Bhosale

316486 Automotive Chassis and Transmission A J Bhosale

316486 Automotive Chassis and Transmission A J Bhosale

316486 Automotive Chassis and Transmission A J Bhosale

316486 Automotive Chassis and Transmission A J Bhosale

316486 Automotive Chassis and Transmission A J Bhosale

316486 Automotive Chassis and Transmission A J Bhosale

316486 Automotive Chassis and Transmission A J Bhosale

316486 Automotive Chassis and Transmission A J Bhosale

316486 Automotive Chassis and Transmission A J Bhosale

316486 Automotive Chassis and Transmission A J Bhosale

316486 Automotive Chassis and Transmission A J Bhosale

316486 Automotive Chassis and Transmission A J Bhosale

316486 Automotive Chassis and Transmission A J Bhosale

316486 Automotive Chassis and Transmission A J Bhosale

316486 Automotive Chassis and Transmission A J Bhosale

316486 Automotive Chassis and Transmission A J Bhosale

316486 Automotive Chassis and Transmission A J Bhosale

316486 Automotive Chassis and Transmission A J Bhosale

316486 Automotive Chassis and Transmission A J Bhosale

316486 Automotive Chassis and Transmission A J Bhosale

316486 Automotive Chassis and Transmission A J Bhosale

316486 Automotive Chassis and Transmission A J Bhosale

316486 Automotive Chassis and Transmission A J Bhosale

316486 Automotive Chassis and Transmission A J Bhosale

316486 Automotive Chassis and Transmission A J Bhosale

316486 Automotive Chassis and Transmission A J Bhosale

316486 Automotive Chassis and Transmission A J Bhosale

ITS PRINCIPAL FUNCTION:

316486 Automotive Chassis and Transmission A J Bhosale

316486 Automotive Chassis and Transmission A J Bhosale

316486 Automotive Chassis and Transmission A J Bhosale

316486 Automotive Chassis and Transmission A J Bhosale

316486 Automotive Chassis and Transmission A J Bhosale

316486 Automotive Chassis and Transmission A J Bhosale

316486 Automotive Chassis and Transmission A J Bhosale

316486 Automotive Chassis and Transmission A J Bhosale

316486 Automotive Chassis and Transmission A J Bhosale

316486 Automotive Chassis and Transmission A J Bhosale

316486 Automotive Chassis and Transmission A J Bhosale