Al-Qassim University College of Engineering Department of Mechanical Engineering

Experiment-4 Ackermann Steering Demonstrator Mechanics of Machinery Lab.

Introduction
Ackermann steering geometry is a geometric arrangement of linkages in the steering of a car or other vehicle designed to solve the problem of wheels on the inside and outside of a turn needing to trace out circles of different radii. It was invented by the Anglo-German inventor Rudolph Ackermann (1764 1834) in 1810 for horse drawn carriages. Erasmus Darwin may have a prior claim as the inventor dating from 1758. A simple approximation to perfect Ackermann steering geometry may be generated by moving the steering pivot points inward so as to lie on a line drawn between the steering kingpins and the centre of the rear axle. The steering pivot points are joined by a rigid bar called the tie rod which can also be part of the steering mechanism, in the form of a rack and pinion for instance. With perfect Ackermann, at any angle of steering, the centre point of all of the circles traced by all wheels will lie at a common point. Note that this may be difficult to arrange in practice with simple linkages, and designers are advised to draw or analyze their steering systems over the full range of steering angles. 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. Some race cars use reverse Ackermann geometry to compensate for the large difference in slip angle between the inner and outer front tires while cornering at high speed. The use of such geometry helps reduce tire temperatures during high-speed cornering but compromises performance in low speed maneuvers. Correct steering geometry is particularly important for human-powered vehicles, because if tyres scrub as you turn, the energy wasted can significantly slow you down. It can also end up being expensive in tyres! The design method often used to minimize this effect is also useful for lightweight electric or solar vehicles - in fact, pretty much any multitrack vehicle.

There are several aspects to steering design: First, you need to make sure the steering linkage turns the wheels at the correct angle when you go round corners: this is Ackermann steering geometry. Then, you may wish to minimize bump and brake steer by using what is known as centre point steering or zero scrub radius geometry, usually achieved by kingpin inclination (sideto-side). Also, for stability and a 'self-centering' effect, the front wheels must employ some 'caster effect' or 'trail'. This is usually achieved by inclining the kingpins fore-aft. Finally, there are a few other considerations, such as the type of handlebars to be employed, and some quick notes about detail design

Objective
- Steering error as a function of the steering angle with varying steering geometry

Apparatus
The objective of this kinematic model is to explain the special features of the Ackermann steering mechanism. The lead angle of a steering trapezoid is determined as are the disadvantages of incorrectly adjusted track rods. The units consists of two levers, an intermediate steering rod, two track rods and two track rod arms. The indicators attached to these rotate with the arms and indicate the steering angle on scales. It is possible to adjust the pointers independent of the levers. By turning an adjustment nut it is possible to change the length of the track rods. The complete arrangement is mounted on a base plate. The unit can supplied either for wall mounting or as a bench top model.

Specification
[1] Bench top or wall mounted experiment on the Ackermann steering mechanism [2] King pin spacing 465mm [3] Steering lock angle 50 , scale graduations 1 [4] Split track rod, length can be individual adjusted [5] Steering rod made of aluminum [6] lxwxh 630x280x50mm

Theory
When a trike or quad goes round a corner, it turns around a point along the line of its rear axle. As the diagram shows, this means that the two front wheels will have to turn through slightly different angles so that they are also guiding the vehicle round this point, and not 'fighting' the turn by scrubbing. As the diagram below shows, the inside wheel turns through a greater angle than the outer. Ackermann geometry is simply steering which achieves this, keeping each front wheel at the correct angle, through the whole range of the steering motion. Even with perfect Ackermann steering, there will still be some scrub, because of dynamic effects (the trike tries to go straight on, the tyres push it round the corner, so it tends to understeer). Some builders 'tweak' the Ackermann model to take account of this, usually by arranging that the wheels remain more close to parallel than exact Ackermann would suggest. Having said that, pure Ackermann works pretty well - and it doesn't have to be perfect.

A steering system is designed to move the steered wheels of a vehicle into a geometrically accurate position with respect to the centre point of the circular path traversed and thus to ensure that the wheels roll properly. This presupposes that the lines extended from all wheel axes intersect (Ackermann principle, Fiq. Below). To achieve this, the inside wheel must move through a greater angle than the outside one, with this difference in angle being known as the advance angle. This effect can be approximated by way of a so-called steering trapezium.
The steering trapezium is formed by the steering arm and track rod.A steering trapezium does not entirely satisfy the required geometric conditions. The deviation between the steering angle of the outside wheel and the theoretically required value is known as the steering error.

The Ackermann equations dictate the relationship between the turn angle of the inner wheel and the outer wheel in a turn and the radius of turn of a vehicle. They are based on the improved Ackermann geometry. The illustration below shows the general equation and the derivations of it we utilized in our design.

The steering error is reduced by using a split track rod such as that of the Kl 160. for a wheel angle up to 25 it should not be more than 0.5. With larger wheel angles, steering errors of up to 2 do not present problems, as tight bends are usually only negotiated at low speed.

Experimental procedure
The following experiment is intended to determine the wheel angle out as a function of in. both track rods are set to a length of 160 mm. the wheel base must be determined as it is not yet known. This involves reading off the angle of the outside wheel for average conditions (in =20) and using the reading to calculate the wheel base (the distance between the front and rear axle) L. The swivel pin spacing (the distance between the convergent point and front axle) of the KI 160 is B=464.6mm.

It is possible to adjust the pointers independent of the levers. By turning an adjustment nut it is possible to change the length of the track rods. The complete arrangement is mounted on a base plate. The unit can supplied either for wall mounting or as a bench top model.
in =20 gives a reading of out =16. The calculated wheel base is thus: L=628mm.

Report
In the report: - Fill the following tables - Plot and find the relationship between (in, out), for both, experimentally and theoretically values - Find the slope - Find the maximum error in experimental and theoretical values

Readings to be taken
Table 1. Experimental data(wheel angle out as a function of in (L=628): values obtained by equation 2.

in set in 5 out
calculated in

10

15

25

Table 1. Experimental data(wheel angle out as a function of in (l=628): values obtained by experiment

in set in out read

off in

10

15

25

Questions for Further Discussion

- What are your suggestions to reduce the steering errors? - In experiment, errors comes from where? - How can you improve this experiment? - what caster angle means?

Note: after you accomplish your report and all its items (introduction, theoretical basis and back
ground, description of test rig, measurement and results, discussion and ..). Now it is time to write your conclusion. The conclusion, plain and simple, is the answer to your question. It should be clear, concise and stick to the point. Resist the temptation to jump to conclusions. Your conclusions should mesh with the objectives stated in the introduction and should be already stated (although perhaps not as succinctly) in the Results and Discussion. If you were to do your experiment again, would you get the same results? Can there be differences? Why? Ask yourself what happened when you tested your hypothesis. What have you learned? Discuss the results with your colleagues in your team and Write a final report summarizing your question, research methods and conclusion.

Prepared by, Instructor