Design and Manufacturing of an effective
steering system for ATV and performance
enhancement using yoke-nut assembly
Saurabh Borse1 ,Pranav Chille2 ,Shubham Dabhade3 ,Swapnil Deshmukh4, Atul Kulkarni5
1,2,3,4
UG Student,Vishwakarma Institute of Information Technology, Pune
5
Professor, Vishwakarma Institute of Information Technology, Pune Maharashtra,India.
sborse88@gmail.com, pranavprc@gmail.com, swap1794@gmail.com .
Abstract Steering system is used for controlling the directional
characteristics and the stability of the vehicle. So in order to
design and manufacture an efficient steering system one has to
consider kinematic behavior of the system during its operation.
Steering system of an ATV needs to be efficient as far as the
parameters like weight, space considerations, rigidity are
concerned. An ATV (All-Terrain Vehicle) is a vehicle which
travels on all terrains. Because of this; the steering system of an
ATV is designed according to the specifications for the worst
possible terrain or geographical profile. All the forces and
torques encounter during the run are considered in order to
design the mechanisms which will sustain these worst case
scenarios. The concept of Yoke-nut assembly of the RPS that
keeps the rack in proper mesh with the pinion is the main
attraction of our project . Since the steering motions include
frequent direction reversals as per the driving needs, any
backlash is undesirable. Besides, the rack teeth portion is
subjected to uneven wear. Hence, a Yoke-nut is fixed to the
vehicle frame while the plunger rests against the rack with a
spring between the Yoke-nut and plunger. A simulation and
numerical analysis was performed and the result shows us the
performance enhancement of the system because of using Yoke-
nut assembly.
I. INTRODUCTION
steering system is used for controlling the directional
characteristics and the stability of the vehicle. So in order to
design and manufacture an efficient steering system one has to
consider kinematic behavior of the system during its
operation. It must be noted that all systems used in an ATV
(All-Terrain Vehicle) must be designed and manufactured
according to the specifications for the worst possible terrain or
geographical profile
Steering system of an ATV needs to be efficient as far as the
parameters like weight, space considerations, rigidity are
concerned also taking in consideration the cost of the whole
system.
There are different types of steering gears are used on
different vehicles. Steering gears is an arrangement for
changing the direction of two or more wheels with respect to
the chassis. Depending upon the method of coupling the
steering tube with the cross shaft, there are different types of
steering gears.
It should be noted that an efficient steering system can make
the handling characteristics of the vehicle improve which can
cause the difference of life and death in some extreme cases.
The main objectives behind designing and manufacturing rack
and pinion steering system for an all-terrain vehicle is to
decrease the weight of the system, to make the system
efficient in terms of space considerations and to customize the
specifications as required.
II. DESIGN OF STEERING SYSTEM
The function of steering system is to steer the front wheels in
response to driver command inputs in order to provide overall
directional control of vehicle.
design steps involved:
1. Identify vehicle requirement
2. Geometry set up
3. Geometry validation
4. Designing of mechanism
5. Virtual prototyping and analysis of system using
CAD and FEA software
6. Manufacturing
A. Identify vehicle requirement
The first step is to identify the system requirements. since
objective of our project is to design an efficient steering
system for ATV which is going to be a part of the prestigious
event called BAJA.
The vehicle chassis was designed according to the rule book
of BAJA-2016, And following parameters were finalized
based on driver safety and comfort ability:
front track width: 47.5"
2.rear track width : 45"
3.wheel base (l): 59"
using these basic parameters we started our designing.
lots of iterations were performed and at the end of this stage
following performance parameters were finalized for efficient
suspension system:
steering arm length (lst): 110mm
Ackerman angle (): 20 0
It was observed that for above listed parameters the dynamic
toe change and camber change rate was negligible.

B. Geometry setup 2) Steering geometry setup

It is the most important step of designing because steering A steering geometry setup was performed graphically and it is
geometry actually decides the manoeuvrability of vehicle according to Ackerman's steering geometry i.e a four bar
during different driving conditions like bump, jounce and linkage. LOTUS software was used for simulation.
cornering etc. Following figure shows the graphical validation of geometry:
A suspension system also has significant effect on steering
ability of vehicle so, a combined efforts in suspension
geometry and steering geometry were taken in order to design
efficient system.
the geometry set up was performed in following steps:

1) Suspension geometry set up

Designing of steering geometry involves a brief study of

suspension system of the vehicle. the various parameters like
static camber, camber change rate, static toe and toe change
rate and roll steer during dynamic conditions are to be
consider for efficient design of the system.
As mentioned earlier a optimum suspension geometry was
finalized by studying the different behaviour parameters of the Fig.2 Graphical presentation of Ackerman geometry The input
system during different dynamic conditions using LOTUS
software. parameters are :

TABLE .1
parameter Value
Track width (b) 47.5" = 1206.5mm
wheel base (l) 59" =1500mm
Steering arm length(lst) 110 mm
Ackerman angle () 200

After many iterations the geometry was finalized with the

following parameters :
TABLE. 2
Parameter Value
Angle of inside lock () 460
Angle of outside lock () 29.50
Turning radius of front inner 2140 mm
Fig.1 finalized suspension geometry using LOTUS software
wheel (Rif)
Turning radius of front outer 3080 mm
wheel (Rof)
 Turning radius (Rcg) 2340 mm Putting values in above equation;
Rack travel 3.5"
II. () = 20.730

Due to compact design it was difficult to achieve 100% Referring Ackerman geometry shown in following fig. for
Ackerman geometry. so, a simulation was performed using analytical purpose;
LOTUS software to observe % Ackerman variation during
dynamic conditions.
Following graph explains the Ackerman % that geometry is
capable to achieve during dynamic conditions:

Fig.4 Ackerman geometry (Rif) =

l/sin () = 1500/ sin (46)

Fig. 3. % Ackerman geometry variation during cornering III. (Rif) = 2125.30 mm

It was observed that the Ackerman % varies in between (Rof) = l/ sin () = 1500/sin(29.45)
44.13% to 97.12% during dynamic conditions.
IV. (Rof) = 3052.75
C. Geometry validation mm (Rcg) =
2300.36 mm
The geometry validation was done by performing the
analytical treatment. The concept of reverse engineering was Hence by comparing both graphical and analytical data we can
applied in order to validate the designed geometry. conclude that the both values are converging thus, the system
The following calculations were performed in order to validate design is accurate.
the geometry :
required condition is: D. Design of mechanism
Angle of inside lock () = 460
According to Ackerman's geometry , the condition for perfect we are using rack and pinion mechanism because of oblivious
steering is given by: advantages of reduced complexity, ease of construction and
less space requirement compare to other steering mechanisms.
cot () - cot () = (b/l) The analytical steps involved in designing if rack and pinion
system are as follow:
Hence rearranging and substituting values in above equation;
1) Selection of gear tooth profile
cot () = (b/l) + cot () A gear tooth profile was selected based on BIS( Bureau of
cot () = (1206.5/1500) + cot (46) Indian Standard) recommendation and the manufacturability .
0
I. () = 29.46 A 200 full depth involute profile system was selected because
Also, of the following advantages:
() = tan -1 [(sin () - sin ())/(cos () + cos ()-2)] It reduces the risk of undercutting
It reduces the interference
 Due to increase in pressure angle, the tooth becomes The primary purpose of Steering column is to connect the
slightly broader at the root this makes the tooth steering wheel and transfer the torque applied by the driver to
stronger and increase its load carrying capacity the steering rack.
It provides better length of contact The secondary functions are;
vii. Energy dissipation management during collisions
The properties of teeth of 200 full depth involute profile
viii. Provide mounting for other instruments
system are as follow:
ix. Offer height and length as per the driver comfort
TABLE. 3
Parameter value When the driver turns the steering wheel, the column rotates
Pressure angle () 200 the pinion gear and the rack moves laterally. The track rods
Addendum (ha) m are put into action, shifting the wheels. The tie rods are used to
Dedendum (ha) 1.25m link the steering gear to the steering knuckle.
Clearance (c) 0.25m The tie rod ends are a ball and socket design that allows the tie
Working depth 2m rod to flex up and down with the movement of the
Whole depth 2.25m front suspension. Tie rods should be inspected for excessive
Tooth thickness 1.5708m movement, grease seal tears, or any visible wear.
In rack and pinion steering mechanisms, where the steering
2) Minimum number of teeth on pinion wheel turns the pinion gear; the pinion moves the rack, which
is a linear gear that meshes with the pinion, converting circular
The minimum number of teeth required on pinion in order to motion into linear motion along the transverse axis of the car.
avoid the interference were computed using following In high performance steering systems the steering column is
relation: mainly manufactured from carbon fibre, Titanium or
Zp = 2*ha/( m*sin2()) aluminium. The steering rack and pinion is generally made
from aluminium.
Substituting values in above equation; The use of aluminium offers lesser weight of the assembly,
cheaper in cost than titanium and carbon fibre and is easy to
Zp = 2*m/( m*sin2()) = 2/ sin2() machine.
Zp = 17.09 After considering all these parameters it was observed that
Aluminium t6 7075 provides a required strength, it is easily
Hence minimum number of teeth on pinion are :17. available and excellent machinability hence we decided to use
it for our purpose
3) Selection of material
Chemical properties of Al t6 7075:
The materials used in the steering system target precise TABLE. 4
operation and light weight components. Although precision Element proportion
and weight are the top priorities, cost, manufacturability, and
reliability were also considered. Aluminium 87.1 to 91.4 %
Precision in the steering system is derived from high Chromium 0.18 to 0.28%
manufacturing tolerances and minimal deflection. Defection in
Magnesium 2.1 to 2.9 %
any component leads to steer compliance, resulting in an
unresponsive steering system Silicon 0.4%
While deciding material for the steering system design, the Zinc 5.1 to 6.1%
system can be divided in to parts and analysed individually as
per their functional requirements. We can divide the system
into following parts or subsystems. Physical properties of Al t6 7075:
ii. Steering column TABLE .5
iii. Steering rack
Property Value
iv. Pinion gear
v. Steering Wheel Density 2810 Kg/m3
vi. Universal Joints
 Hardness: bp* YP < bg* Yg
1. BHN 150
Pinion is weaker in bending than gear in bending. Hence it is
2.Knoop 191 necessary to design the pinion for bending.
3.Rockwell (A) 53.5
assuming b = 10*m,
Ultimate tensile strength (Sut) 541 Mpa
The beam strength is given by,
Yield strength (Syt) 468 Mpa Pb = bp*b*m*y
Modulus of elasticity (E) 71.7 Gpa Pb = 180.33*10*m*m*0.4172
Poisson's ratio 0.33 Pb = 752.336 m2 N

Melting point temperature 477 0 7) Wear strength

3) Design of gear pair
It is necessary to design rack and pinion system in such a way
that, it must provide required aligning torque while cornering
without failure. The system was designed against bending as
well as pitting failure
the detailed procedure of designing is as follow:
4) Beam strength
Beam strength of gear tooth is the maximum tangential load
that gear tooth can take without tooth damage.
5) Assumptions in analysis of beam strength
1. The full load is acting at the tip of a single tooth
2. The effect of radial force is neglected
3. The load is uniformly distributed across the full
face width
4. Effect of stress concentration is neglected
5. Frictional force due to teeth sliding are neglected
6) Analytical calculations
a. bending endurance strength of pinion (bp):
(bp) = (Sut)/3 = 541/3 = 180.33
b. bending endurance strength of gear (bg):
(bg) = (Sut)/3 = 541/3 = 180.33
The failure of the gear tooth due to pitting occurs when the
contact stresses between two meshing teeth exceed the surface
endurance strength of the material. Pitting is a surface fatigue
failure, characterized by small pits on the surface of the gear
tooth. In order to avoid this type of failure, the proportions of
the gear tooth and surface properties such as surface hardness,
should be selected in such a way that the wear strength of the
gear tooth is more than the effective load between the meshing
teeth. The analysis of the wear strength was done by Earle
Buckingham, in his paper.
Buckinghams theory is based on hertz theory of contact
stresses. From his theory we can conclude that Wear strength
of a gear tooth is the maximum tangential load the gear tooth
can take without causing a pitting failure.
Pw = b.Q.dp.k
Q = Ratio factor for external gear pair = [ (2.Zg) / (Zg + Zp) ]
Here Zg = 29 , Zp = 17 So that Q = 1.260
k = [ c2. Cos Sin. ( 1/1 + 1/2) ] / 1.4
k = { [ ( 0.27). (9.81).(BHN) ]2. Cos(20).Sin(20).
(1/71700)}/1.4
k = 0.45. ( BHN/100)2
k = 0.45. (150/100)2
k = 1.0125
Hence wear strength can be calculated as follow;

c. Lewis form factor (Y):

Pw = 255.15m2 N
1. YP = 0.484 - (2.87/ Zp) = 0.484 - (2.87/17)
8) Effective load
YP = 0.3151
2. Yg = 0.484 - (2.87/ Zg) = 0.484 - (2.87/29) effective load was calculated based on functional requirement
Yg = 0.3850 of the system.
while cornering the drive applies an effort to steer the vehicle,
as , it is a necessary effort require to proved the alignment torque
to overcome the friction couple generated by the reaction
forces acting at a point of contact of wheel with the surface of
road.
The friction couple is generated because of offset between
wheel contact point and traction point and also because of
castor trail.
As mentioned earlier while setting geometry for suspension
system following parameters were finalized to improve system
performance Fig.7 Lateral forces on wheel while cornering
1. Steering axis inclination: 4 0
2. Castor angle : 50 Moment to overcome offset of SAI axis
= ( FZR + FZL). d.Sin.Sin
= (1569.3).70.Sin4.Sin46
So, scrub radius and castor trail computed graphically as = -5513.22 N-mm
shown in following figures:
Aligning torque required to overcome caster trail
offset is given by;

Fig.6 scrub radius and castor trail calculations

Moment to overcome offset of caster trail
from calculations;
= ( FZR FZL ). d. Sin. Cos
x. scrub radius : 70 mm = (470.88).70.Sin5.Cos46
xi. castor trail : 24.31 mm = 1995.60 N-mm
Assuming human tendency to apply brakes while turning, we hence,
considered 50% distribution of weight. MT = -5513.22 -+1995.60
Thus the reaction forces are computed based on above
MT = 7508.52 N-mm
assumptions are calculated as follow:
So , FT = 50% wt of vehicle = 1569.9 N on both suspension
The friction couple generated while cornering is
joints.
given by;

friction couple per wheel = m*v2/ 4*Rcg

= [320*((5/18)*v)2]/ 4*2.34
= 2480.45 N

So, Aligning torque for friction couple (Mf) is given by;

Aligning torque (Mf) = 2480.45*(R/2)* Sin.* sin

= 2480.45*(279)*sin(5)*sin(46)
= 43387.51 N-mm

Fig 8. castor trail and scrub radius calculations Meff = (Mf + MT )

= (43387.51 + 7508.52)
From this we can also deduce that, FZR = 0.5 ( FT). = 50896.03 N-mm
FZR = 784.95
Aligning torque required to overcome the steering axis The tangential force across the pinion is given by;
inclination (SAI) is given by;
Meff = Ft * steering arm length
Hence;
 Ft = 444.45 N
From design data book;
For accurate mounting and moderate shocks :
Ka = Application factor = 1
Km = Load concentration factor = 1.3
Kv = velocity factor = 1
As per the dimension obtain by precise calculations, 3-D
models of pinion and rack were generated in CATIA. The
prototyping was done in order to get better idea about
dimensions, weight and assembly of the system.
The 3-D CAD models are shown in following figures:
CAD model of pinion:

Peff = (Ka * Km)* Ft / Kv

Peff = 577.785 N

9) Estimation of module

As gear pair is weaker in wear than in bending so, system

must be design against wear failure Fig 9. Cad model of pinion
Assuming factor of safety (Nf) = 1.8
For given system ; CAD model of rack:
Pw = Nf * Peff
255.15m2 = 1.8*477.785
V. m = 2.5 mm

As the module is estimated the basic parameters of gear design

is given by;

Dimensions of pinion: Fig 10. Cad model of rack

TABLE 6 a. CAD model of rack and pinion assembly:

Parameter Pinion
d (mm) 42.5
Addendum(ha) 2.5
Dedendum (hf) 3.125
Face width(b) 25
Circular pitch(Pc) 7.85
Module(m) 2.5
Zp 17
Fig 11. Cad model of rack and pinion assembly
Dimensions of Rack:
b. CAD model of steering system:
TABLE 7
Parameter Rack
d (mm) 72.5
Addendum(ha) 2.5
Dedendum (hf) 3.125
Face width(b) 25
Circular pitch(Pc) 7.85
Module(m) 2.5
Zg 29

E. Virtual prototyping of system using CAD software

Fig 12. Assembly of steering system
We did virtual prototyping using CAD software CATIA
V5R20.
 F. FEA of system using ANSYS software

As per the analytical solutions the bending strength of gear 2) FEA of Rack
system is less than the wear strength so, ANSYS power tools 1. mesh modeling:
were used to validate the desire result and based on solution,
we did necessary changes in order to improve strength hence,
reliability of the system.
The Finite Element Analysis was performed using cad data
generated in CATIA.
The result of analysis are tabulated below:

1) FEA of pinion
2. stress:
1. mesh modeling:

3.deformation:
2. stress:

3.deformation:
4.Results:

TABLE .9
Parameter Value

Stress 120.07Mpa

4.Results: Deformation 0.600mm

TABLE. 8 F.O.S 3.33

Parameter Value

Stress 125.45 Mpa

Deformation 0.6277 mm

F.O.S 3.18
G. Manufacturing and testing:

REFERENCES

Journal papers

[1] Thomas D. Gillespie, Fundamentals of vehicle dynamics,

Society of Automotive Engineers, Inc. 400 commonwealth drive,
Warrandale, PA 15096- 0001

[2] William F. Milliken and Douglas L. Milliken, Race Car Vehicle

Dynamics, Society of Automotive Engineers, Inc. 400
commonwealth drive, Warrandale, PA 15096-0001

[3] Caroll Smith, Tune to Win, Fallbrook, CA : Aero Publishers Inc.,

USA, 1978

[4] Caroll Smith, Racing Chassis and Suspension Design, society of

Automotive Engineers, Inc. 400 commonwealth drive, Warrandale,
PA 15096- 0001, 2004

[5] Cristina Elena Popa, Steering System and Suspension Design

For 2005 Formula SAE-A Racer Car, University of Southern
Queensland, Faculty of Engineering and Surveying

[6] Bhandari, Design of Machine Elements, third edition, McGraw

Hill Education, India, 2010

III. CONCLUSION

Hence we conclude following points:-

a. The motivation behind this project is the
previous experience of the faults in the
custom manufactured steering system,
which was bought from a local vendor

b. Even though the system consists of simple

linkages, smallest change in the
configuration of subsystems like
suspension, braking during cornering affects
the performance of the system considerably