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MECHANISM
Submitted by:
(Team name)
COLLEGE LOGO
Guided by:
Department:
College name:
Place:
DEPARTMENT
PROJECT REPORT-2015-2016
With deep sense of gratitude, we extend our earnest &sincere thanks to our
guide --------------------, Department of Mechanical for her/him kind guidance and
encouragement during this project we also express our indebt thanks to our
TEACHING staff of MECHANICAL ENGINEERING DEPARTMENT, ----------
(college Name).
CONTENTS
CONTENTS
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SYNOPSIS
AIM
The main objective of this project is to design the four wheel steering mechanism.
ABSTRACT
D.C motor turns the wheel left side when the steering rotates in the
left side direction.
D.C motor turns the wheel right side when the steering rotates in the
right side direction.
Drawing
Drawing
Limit Switch
DC Motors
12 Battery
ADVANTAGES OF 4WS
ADVANTAGES
Nowadays almost all the automobile vehicle is being atomized in order to
product the human being. The automobile vehicle is being atomized for the
following reasons.
ADVANTAGES OF 4WS
APPLICATIONS OF 4WS
It is used for easy parking of four wheelers, and can be implemented in monster
trucks, large farm vehicles and trucks. Etc..
TYPES OF AUTOMOBILES
1. PURPOSE
2. CAPACITY
3. FUEL USED
The steering of a four wheel vehicle is, as far as possible, arranged so that
the front wheels will roll truly without any lateral slip. The front wheels are
supported on front axle so that they can swing to the left or right for steering. This
movement is produced by gearing and linkage between the steering wheeling front
of the driver and the steering knuckle or wheel. The complete arrangement is called
the steering system. The steering system essentially consists of two elements- a
steering gear at the lower end of the steering knuckles and steering linkage .shows
a simplified diagram of a steering system.
Working Methodology:
There are many approaches that can be followed for steering a 4 wheel
Car or robot, such as the famous car-type steering (Ackerman steering), Cab-Drive
Steering, Omni Directional wheels and the Deferential Steering method, where the
speed of the wheels is altered to change the direction or to take turns. Ackerman
and Cab-Drive steering requires complex design and additional drivers, servos and
logic to control the robot, we will see these modes of steering in the later tutorials,
For the beginners perspective it is good to start with the basic Deferential Steering
90 DEGREE STEERING SYSTEM WITH HIGH TORQUE DC MOTOR method,
which for a simple model usually does not require any additional motors or
mechanism.
1. It should multiply the turning effort applied on the steering wheel by the driver.
2. It should be to a certain degree irreversible so that the shocks of the road surface
encountered by the wheels are not transmitted to the driver’s hand.
3. The mechanism should have self –right tuning effect so that when the driver
release the steering wheel after negotiating the turn, the wheel should try to
achieve straight ahead position .The readers may bear in mind that the
requirements of any system may vary but they should have some kind of average
compromise.
FUNCTIONS OF THE STEERING SYSTEM
FUNCTIONS OF THE STEERING SYSTEM
1. To control the angular motion the wheels and thus the direction of motion
of the vehicle.
2. To provide directional stability of the vehicle while going straight ahead.
TYPES OF STEERING
Front wheel steering The most commonly used type of steering, only
the two front wheels of the vehicle are used to steer the vehicle.
The most effective type of steering, this type has all the four wheels of
the vehicle used for steering purpose. A detailed description of this type
follows
In a typical front wheel steering system, the rear wheels do not turn in the direction
of the curve, and thus curb on the efficiency of the steering. Normally, this system
has not been the preferred choice due to the complexity of conventional
mechanical four wheel steering systems. However, a few cars like the Honda
Prelude, Nissan Skyline GT-R have been available with four wheel steering
systems, where the rear wheels turn by a small angle to aid the front wheels in
steering. However, these systems had the rear wheels steered by only2 or 3
degrees, as their main aim was to assist the front wheels rather than steer by
themselves.
5. Relative Wheel Angles and their Control. The direction of steering the rear
wheels relative to the front wheels depends on the operating conditions.
At slow speeds, the rear wheels turn in the direction opposite to the front wheels.
This mode comes in particularly useful in case of pickup trucks and buses, more so
when navigating hilly regions. It can reduce the turning circle radius by 25%, and
can be equally effective in congested city conditions, where U-turns and tight
streets are made easier to navigate. It is described as following in FIG
High Speeds:
In high speeds, turning the rear wheels through an angle opposite to front wheels
might lead to vehicle instability and is thus unsuitable. Hence, at speeds above 80
kmph, the rear wheels are turned in the same direction of front wheels in four-
wheel steering systems. This is shown in FIG
Front-Rear Steering Ratio with respect to speed For a typical vehicle, the vehicle
speed determining the change of phase has been found to be 80 km/hr. The steering
ratio, however, can be changed depending on the effectiveness of the rear steering
mechanism, and can be as high as
ZERO TURNING CIRCLE RADIUS - 360 MODE
The four wheels have fully independent steering and need to turn in an
unconventional direction to ensure that the vehicle turns around on its own axis.
Such a system requires precise calculation from a servo motor with real-time
feedback to make certain that all three steering modes function perfectly. The
concept didn’t make it to production; possibly due to the high costs involved in the
power train layout. But the idea presented by the concept continues to find
importance. The only major problem posed by this layout is that a conventional
rack-and-pinion steering with pitman arms would not be suitable for this mode,
since the two front wheels are steered in opposite directions. Steer-by-wire systems
would work fine, however, since independent control can be achieved.
STEERING SYSTEM ACKERMAN STEERING
MECHANISM
STEERING SYSTEM ACKERMAN STEERING MECHANISM
Hence, modern cars do not use pure Ackermann steering, partly because
it ignores important dynamic and compliant effects, but the principle is sound for
low speed maneuvers, and the right and left wheels do not turn by the same angle,
be it any cornering speed. This presents a difficult problem for vehicles with
independent steering, as the wheels cannot be easily given the correct Ackerman
turning angles.
This would directly affect the dynamic handling of the car, making it
impossible to control properly. With all the four wheels steered, the problem gets
compounded, since the appropriate steering angles for all four wheels need to be
calculated. It is to be noted that the variation in steering angles as a result of
Ackerman geometry is progressive and not fixed, hence they have to be pre-
calculated and stored by the controller. This dictates that the control of four-wheel
steering systems be very precise, and consequently, complex. This is another
reason why manufacturers have not preferred the use of such systems in their
vehicles, even with recent advances in technology. The cost of such systems can be
high, and a good amount of research & development is required up front.
STEERING RATIOS
Every vehicle has a steering ratio inherent in the design. If it didn't you’d
never be able to turn the wheels. Steering ratio gives mechanical advantage to the
driver, allowing you to turn the tires with the weight of the whole car sitting on
them, but more importantly, it means you don't have to turn the steering wheel a
ridiculous number of times to get the wheels to move. Steering ratio is the ratio of
the number of degrees turned at the steering wheel vs. the number of degrees the
front wheels are deflected. So for example, if you turn the steering wheel 20° and
the front wheels only turn 1° that gives a steering ratio of 20:1.For most modern
cars, the steering ratio is between 12:1 and 20:1. This coupled with the maximum
angle of deflection of the wheels gives the lock-to-lock turns for the steering
wheel.
For example, if a car has a steering ratio of 18:1 and the front wheels have a
maximum deflection of 25°, then at 25°, the steering wheel has turned 25°x18,
which is 450°. That's only to one side, so the entire steering goes from -25° to plus
25° giving a lock-to-lock angle at the steering wheel of 900°, or 2.5 turns (900° /
360).This works the other way around too of course. If you know the lock-to-lock
turns and the steering ratio, you can figure out the wheel deflection. For example if
a car is advertised as having a 16:1 steering ratio and 3 turns lock-to-lock, then the
steering wheel can turn 1.5x360° (540°) each way. At a ratio of 16:1 that means the
front wheels deflect by 33.75° each way. For racing cars, the steering ratio is
normally much smaller than for passenger cars - i.e. Closer to 1:1 - as the racing
drivers need to get fuller deflection into the steering as quickly as possible.
TURNING CIRCLES
The turning circle of a car is the diameter of the circle described by the
outside wheels when turning on full lock. There is no hard and fast formula to
calculate the turning circle but you can get close by using this:
The numbers required to calculate the turning circle explain why a classic black
London taxi has a tiny 8m turning circle to allow it to do U-turns in the narrow
London streets. In this case, the wheelbase and track aren't radicallydifferent to any
other car, but the average steering angle is huge.
The imaginary axis about which the steered wheels are swiveled. In older
models a solid structural component is used a s a king pin and its center line is the
king pin axis. In present day models the solid component is absent. Instead ball
joints are used. The imaginary line joining upper and lower ball joint acts as king
pin axis. Fig King Pin Axis
The angle between the vertical line and centre of the king pin or steering
axle, when viewed from the front of the vehicle is known as king pin inclination or
steering axle inclination. The king pin inclination, in combination with caster, is
used to provide directional stability in modern cars, by tending to return the wheels
to the straight – ahead position after any turn. It also reduces steering effort
particularly when the vehicle is stationary. It reduces tire wear also. The king pin
inclination in modern vehicle range from 4 to 8 degree .It must be equal on both
the sides. If it is greater on one side than the other, the vehicle will tend to pull to
the side having the greater angle. Also, if the angle is too large, the steering will
become exceedingly difficult. The king-pin inclination is made adjustable only by
bending.
When center line of the wheel meets the center line of the king pin axis at
the road surface it is called center point steering.
SCRUB RADIUS:
1. Unnecessary couple formed due to forces of vertical weight and road resistance
separated by a distance.
2. Steering becomes heavy as the wheel movement is along an arc of radius equal
to the distance between king pin axis projection and tire contact point.
The distance between the center line of the wheel and the king pin axis at the road
surface.
Positive scrub radius:
When king pin axis meets the road inside the tyre tread line.
When king pin axis meets the road outside the tyre tread line. Fig Scrub Radius
FRONT WHEEL GEOMETRY
FRONT WHEEL GEOMETRY
CASTOR:
In addition to being tilted inward toward the centre of the vehicle, the
kingpin axis may also be tilted forward or backward from the vertical line. This tilt
is known as caster. Thus the angle between the vertical line and the kingpin centre
line in the plane of the wheel (when viewed from the side) is called caster angle.
When the top of the king pin is backward, the caster angle is positive, and when it
is forward the caster angle is negative .the caster angle in modern vehicles ranges
from 2 to 8 degree. Tilt of the king pin axis from the vertical either towards the
front(negative castor) or towards the rear (positive castor) Castor gives directional
stability: The force acting at the pivot (steering axis)and the resistance at the
surface constitute a couple so that the wheel follows the line of thrust.
CAMBER:
The angle between the centre line of the tyre and the vertical line when
viewed from the front of the vehicle is known as camber. When the angle is
outward, so that the wheels are farther apart at the top than at the bottom, the
camber is positive. When the angle is inward, so that the wheels are closer together
at the top than at the bottom, positive or negative, tends to cause uneven or move
tire wear on side than on the other side. Camber should not exceed to 2°.
TOE IN:
Toe In the front wheels are usually turned in slightly in front so that the
distance between the fronts ends
(a) Is slightly less than the distance between the back ends
(b), when viewed from the top. The difference between these distances is called toe
in. On a car with toe – in, the distance between the front wheels is less at the front
TOE OUT:
Toe-out is the difference in angles between the two front wheels and
the car frame during turns. The steering system is designed to turn the inside wheel
through a larger angle than the outside wheel when making a turn. This condition
causes the wheels to toe-out on turns, due to the difference in their turning angles.
When the car is taking turn, the outer wheels rolls on a larger radius than the inner
wheel, and the circles on which the two front wheels must roll are concentric.
Therefore the inner wheel must make a larger angle with the car frame
than that the outer wheel makes. As shown in figure ,when the front wheels are
steered to make a turn the , inner wheels turns to an angle of 23°with the car
frame , while the outer wheel turns only 20° with the car frame. The toe –out is
secured by providing the proper relationship between the steering knuckle arms, tie
rods and pitman arm.
It should multiply the turning effort applied on the steering wheel by the
driver.
The mechanism should have self ±rightening effectso that when the driver
release the steering wheel after negotiating the turn, the wheel should try to
achieve straight ahead position.
To control the angular motion the wheels and thus the direction of motion of
the vehicle.
To provide directional stability of the vehicle while going straight ahead.
Under steer:
Under steer is so called because when the slip angle of front wheels is greater than
slip angle of rear wheels.
Over steer Over steer is defined when the slip angle of front wheels lesser than the
slip angle of rear wheels.
PITMAN ARM.
Here, the rear wheels turn in a direction opposite to the front wheels so hat
to reduce the turning circle radius at low speeds. This would be very useful
in city traffic conditions
The main objective of our project is to fabricate the Four Wheel steering,
(REAR STEER MODE).
Worm drive again. As the steering wheel is turned, the worm drives turns
and forces the ball bearings to press against the channel inside the nut. This
forces the nut to move along the worm drive. The nut itself has a couple of gear
teeth cast into the outside of it and these mesh with the teeth on a sector gear
which is attached to the cross shaft just like in the worm and sector mechanism.
This system has much less free play or slack in it than the other designs, hence
why it’s used the most. The example below shows a re circulating ball
mechanism with the nut shown in cutaway so you can see the ball bearings and
there circulation channel.
Worm and Sector. 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
splinted, and the pitman arm is attached to the spines. 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
following diagram shows the active components that are present inside the
worm and sector steering box. The box itself is sealed and filled with
grease.
Without the hourglass shape, the roller might disengage from it at the extents of its
travel.
CAM AND ROLLER:
Roller Cam and lever steering boxes are very similar to worm and
sector steering boxes. The worm drive is known as a cam and has a much
shallower pitch and the sector gear is replaced with two studs that sit in the cam
channels. As the worm gear is turned, the studs slide along the cam channels which
forces the cross shaft to rotate, turning the pitman arm. One of the design features
of this style is that it turns the cross shaft 90° to the normal so it exits through the
side of the steering box instead of the bottom. This can result in a very compact
design when necessary.
DC MOTOR
DC Motor
Brush
Brushless
Typical brushless DC motors use a rotating permanent magnet in the rotor, and
stationary electrical current/coil magnets on the motor housing for the rotor, but the
symmetrical opposite is also possible. A motor controller converts DC to AC. This
design is simpler than that of brushed motors because it eliminates the
complication of transferring power from outside the motor to the spinning rotor.
Advantages of brushless motors include long life span, little or no maintenance,
and high efficiency. Disadvantages include high initial cost, and more complicated
motor speed controllers. Some such brushless motors are sometimes referred to as
"synchronous motors" although they have no external power supply to be
synchronized with, as would be the case with normal AC synchronous motors.
Uncommutated
Homopolar motor – A homopolar motor has a magnetic field along the axis
of rotation and an electric current that at some point is not parallel to the
magnetic field. The name homopolar refers to the absence of polarity change.
Homopolar motors necessarily have a single-turn coil, which limits them to very
low voltages. This has restricted the practical application of this type of motor.
Ball bearing motor – A ball bearing motor is an unusual electric motor that
consists of two ball bearing-type bearings, with the inner races mounted on a
common conductive shaft, and the outer races connected to a high current, low
voltage power supply. An alternative construction fits the outer races inside a
metal tube, while the inner races are mounted on a shaft with a non-conductive
section (e.g. two sleeves on an insulating rod). This method has the advantage
that the tube will act as a flywheel. The direction of rotation is determined by
the initial spin which is usually required to get it going.
Connection types
Series connection
A series DC motor connects the armature and field windings in series with
a common D.C. power source. The motor speed varies as a non-linear function of
load torque and armature current; current is common to both the stator and rotor
yielding I^2 (current) squared behavior. A series motor has very high starting
torque and is commonly used for starting high inertia loads, such as trains,
elevators or hoists.[2] This speed/torque characteristic is useful in applications such
as dragline excavators, where the digging tool moves rapidly when unloaded but
slowly when carrying a heavy load.
With no mechanical load on the series motor, the current is low, the
counter-EMF produced by the field winding is weak, and so the armature must turn
faster to produce sufficient counter-EMF to balance the supply voltage. The motor
can be damaged by over speed. This is called a runaway condition.
Series motors called "universal motors" can be used on alternating current. Since
the armature voltage and the field direction reverse at (substantially) the same time,
torque continues to be produced in the same direction. Since the speed is not
related to the line frequency, universal motors can develop higher-than-
synchronous speeds, making them lighter than induction motors of the same rated
mechanical output. This is a valuable characteristic for hand-held power tools.
Universal motors for commercial power frequency are usually small, not more than
about 1 kW output. However, much larger universal motors were used for electric
locomotives, fed by special low-frequency traction power networks to avoid
problems with commutation under heavy and varying loads.
Shunt connection
A shunt DC motor connects the armature and field windings in parallel or shunt
with a common D.C. power source. This type of motor has good speed regulation
even as the load varies, but does not have as high of starting torque as a series DC
motor.[3] It is typically used for industrial, adjustable speed applications, such as
machine tools, winding/unwinding machines and tensioners.
Compound connection
A compound DC motor connects the armature and fields windings in a shunt and a
series combination to give it characteristics of both a shunt and a series DC motor.
[4]
This motor is used when both a high starting torque and good speed regulation is
needed. The motor can be connected in two arrangements: cumulatively or
differentially. Cumulative compound motors connect the series field to aid the
shunt field, which provides higher starting torque but less speed regulation.
Differential compound DC motors have good speed regulation and are typically
operated at constant speed.
Photography
COST ESTIMATION
COST ESTIMATION
Sl.NO PARTICLES AMOUNT
1 Material cost
2 Welding
3 Drilling, Grinding
4 Manufacturing cost
5 Labor cost
6 Transport cost
TOTAL COST
Cost of materials
Materials Amount
Motor
Battery
Control unit
MS material
PHOTOGRAPHY
Conclusion
Conclusion:
The progress in science & technology is a non-stop process. New things and
new technology are being invented. As the technology grows day by day, we can
imagine about the future in which thing we may occupy every place.
The proposed system is found to be more compact, user friendly and less
complex, which can readily be used in order to perform several tedious and
repetitive tasks. Though it is designed keeping in mind about the need for industry,
it can extended for other purposes such as commercial & research applications.
The feature makes this system is the base for future systems.