Design of Steering System through
Optimization of TCD and Steering Effort
S. Biswas
Tata Motors Ltd Jamshedur,
Jharakhand 831010, India
Abstract-Lower turning circle diameter (TCD) is the mail
requirement for all army vehicles, specifically for off-road hilly
terrain. And steering effort is comparative to civilian vehicles
required for army vehicles. Steering system is one of the key
control and ride-handling parameter of vehicles. To meet these
requirements, proper design of steering linkage and proper
selection of wheel turning angles are crucial. Design of Steering
linkage for a monologue V-hull and a Chassis base vehicle is
quite different. In this work author has designed the steering
system for Casper (Mine protected vehicle) within a stretched
timeline and with lots of constraints related to design and
processes. This work was done through optimization of TCD and
Steering efforts and afterward evaluated the design through
performance and other required testing by measuring TCD,
Angles (LH and RH side) and Steering effort. Also, torture track
testing was done to ensure effects of articulation on vehicle
mainly the behavior of steering linkage. The objective of this
work is to prove that a good design of steering system is possible
with optimization of its performance parameters even in huge
constraints.
I. INTRODUCTION
Steering system of any vehicle effects control factor, ride
handling and safety. Further, Customer requirements are
entirely different for each segment of vehicle. Even in heavy
commercial vehicle segment, required steering parameters are
different. Further, design criteria is effected by vehicle base
configuration (e.g.- type of chassis). Generally, there are two
parts of steering system namely steerable front axle and
Linkage. For army vehicles front axle is live. Steering linkage
of chassis base army vehicles is similar as other chassis base
HCV. But for V-hull shape armored vehicles it is quite
different. Tight TCD is the primary demand for almost all
army vehicles. Further, suitable Steering effort and ride
handling behavior on both on and off road is desirable from
customer.
Steering system is the connector between driver and
vehicle. Proper Turning and effort, good ride handling
behavior; these are the main functions of a well designed
Steering system. Further, this is one of the safety-system of
the vehicle. Hence, good design of this system is very
important, otherwise vehicle performance will deteriorate. In
this work, a Power assisted steering system is designed for a
Casspir having GVW of 11.5 Tons. This work was done for
overhauling of the vehicle and to meet supply and
serviceability issues faced by customer (army).
978-1-4244-9082-0/10/$26.00 ©2010 IEEE

From the base vehicle, all major aggregates like Engine,
cooling system, Intake system, Exhaust system, Clutch, Gear
Box, Axles, propeller shafts, electrical aggregates etc were
replaced by TML aggregates. The suspension system were
kept same as existing as required type of parts are not
available and not possible to design in short project time line.
Similarly, for steering system few number of newly developed
parts were used with existing parts of vehicle for
refurbishment because required features parts were
unavailable and not possible to develop in short time.
One vehicle was given for 6-7 months for refurbishing and
the future of project was dependent on performance of the
refurbished vehicle. In this background, we designed the
Steering system for subject vehicle using design optimization
of steering effort and turning circle diameter (TCD).
Optimization of Steering effort is done through proper
selection of Bell crank lever. To optimize the TCD, main
stressed was given on turning angles and Ackerman correction
%. Further, as there was tight time line for completion of this
project and to meet this, we preferred to follow the design
optimization technique and reuse of many existing products
after quality checking and overhauling. Hence, this work is
done through deign of new bell crank, steering arm area and
using existing set of components. The system is designed for
the vehicle, through design optimization and compatibility
verification of eight set of configurations for TCD and nine set
of configurations for steering effort. Further, vehicle
performance and torture testing helps to validate the design
and ensure the compatibility of all parts and parameter
selected for the steering system and effectiveness of design
optimization technique.
II. DESIGN CALCULATION
Easy change in the direction of vehicle movement is the
desired by driver. It is not possible unless and until a good
steering system is not available in the vehicle. Conventional
power assisted steering linkage consists of following main
components namely Steering wheel, steering column, Steering
Gear Box, Pitman arm, drag link, Steering arm and tie rod. But
for the subject vehicle in between pitman arm and steering
arm two drag links are used and these are connected by a bell
crank lever. Now, below section covers the all constraints of
the design and process and design calculations successively.
356
 Now, Pivot centers can be calculated using below equation
A. Design and process constraints PC = KS + 2 (RR cos Ca + TOS sin Ca) x tanKI (2)
For Refurbishment of this vehicle, we have the following
design and process constraints. As the Camber angle is too small, the formula for pivot
B. Design Constraints centers can be PC = KS + 2 RR x tanKI (3)

Experience: we worked for V-hull base army vehicle first Further, OS = (T- PC)/2 (4)
time as our expertise for Chassis base army vehicles. Thus,
Theoretical value for outer steer angle is calculated by
initially few days were required for learning and
benchmarking through studying service manuals of subject Cot Eao = Cot Ei + PC / WB (5)
vehicle. Or, Eao = tan-1 [( WB x tanEi )/ (WB + PC x tanEi )] (6)
Vehicle Configuration:- In this vehicle position of part
fitment/ placement is predefined for almost every vehicle
systems. Mounting position and shape of Steering gear box is
entirely different. Position of bell crank fitment and Steering
column mounting are extremely different.
Non conventional features parts- Steering gear box is
different due to its mounting arrangement. Steering column
and drag links are dissimilar from current generation available
products. Drag links ball joint taper size is special.
Accordingly taper holes are available on pitman arm and
steering arm.
3D Data: - Rather than technical specification and service
manual nothing was available with us when we started the
project.
Technical details: Technical details of almost all
aggregates of casspir are not available (e.g. - springs
characteristic).

C. Process constraints
For any project we should have some cost, scope and Time
line target. Cost of any major parts (e.g. - Steering gear box)
depends upon its production volume, criticality of that part
and partially with time line. There was no definite business
future for this project and time line was too stretched. Further,
need to validate the newly develop part through QA and
performance validation and for this required more time.
Hence, development of critical parts of steering system like
steering gear box, steering column and drag links were not
Figure. 1:- Theoretical Ackerman Steering Geometry
possible considering all above factors.
Accordingly outer wheel turn angle deviation is calculated
D. Optimization of TCD Using EF = Ea - Eao (7)
Available data for this calculation are as follows
a) Camber angle (Ca) - 1° Where,
b) Kingpin Inclination angle (KI)- 9.5° TR - Turning radius (see Figure 1)
TCD - Turning circle diameter
c) Kingpin spacing (KS) – 1772 mm TCCD- Turning circler clearance diameter
d) Wheel track (T) – 2042mm T - Track of tires at ground (see Figure 1)
e) Lock Angle - 37° PC - Distance between knuckle pivot centers at ground
f) Dynamic Radius of tyre (RR) – 590 mm OS – Scrub radius
g) Wheel base of the vehicle – 4200 mm WB - Wheelbase
Based on the above input data TCD is calculated for the Ei - Inside wheel turning angle (see Figure 1)
vehicle. Eo - Outside wheel turning angle
Turning circle diameter can be calculated by below Eao - Outside wheel turning angle -Ackerman (see Figure 1)
equation EF - Deviation of outside wheel turning angle
Ca - Camber angle of wheel, loaded
TCD = 2 (WB / Sin Eot + OS –50 x EF) (1)

357

 KI - Kingpin inclination from vertical
KS - Kingpin spacing TABLE II
RR - Rolling radius of tire ACKERMAN CORRECTION FOR EACH CONFIGURATION
TW - Tire width
C - Curb contact length Outsi Outside
CR - Curb clearance radius Inside de wheel
CI - Curb clearance increment wheel wheel turning Ackerman
Configurat
TOS - Tire offset measured along spindle centerline ion
turnin turni angle – Correction
It is very much essential to select proper Ackerman g angle ng Ackerm %
correction % during selection of wheel turning angles and (Deg) angle an
(Deg) (Deg)
TCD. Ackerman correction % is expressed by
1 36 28 28.45 94.4

2 36 27 28.45 83.3

3 36 26 28.45 75.5
(8)
4 36 25 28.45 68.6
We designed the steering system for eight Configurations 5 35 28 27.79 103
for the vehicle using above equations.
6 35 27 27.79 90.1

(1) Ei =36 and Eo = 28 7 35 26 27.79 80.11

(2) Ei =36 and Eo = 27 8 35 25 27.79 72.1
(3) Ei =36 and Eo = 26
(4) Ei =36 and Eo = 25 As per current design practice, the Ackerman correction
(5) Ei =35 and Eo = 28 (%) value should be within 73% to 93%.Considering this
(6) Ei =35 and Eo = 27 factor, configuration 2, 3, 6 and 7 are suitable for the subject
(7) Ei =35 and Eo = 26 vehicle. We selected the configuration 3 for the refurbished
vehicle.
(8) Ei =35 and Eo = 25

Using Input data and equation no 3 and 4, we get PC = C. Design of Steering Linkage
1969.461970 mm and accordingly OS = 36 mm. these values
To ensure the good ride handling of the vehicle, it is
are same for all configurations. All calculated data are
necessary to design the steering system correctly. Steering
presented in tabulated format below.
linkage is primary segment of ride handling of steering
system. In this work, the steering linkage is designed using
TABLE I maximum no of existing set of components and optimizing the
TCD AT VARIOUS CONDITIONS steering effort. This optimization is done against leverage ratio
of newly designed bell crank. Use of existing parts of vehicle
Deviation of for design helped to cut down the time of validation and
Theoretical
Outer wheel TCD
Configuration Outer turn
turn angle (m)
development. Further, as mentioned there were some process
angle (Deg)
(Deg) and design constraints. Hence, we use many existing part of
subject vehicle and before fitment, it was ensure that the
1 28.45 -0.45 17.75 servicing of parts were done as per service manuals. We
designed the linkage for the vehicle, through design
2 28.45 -1.45 17.85 optimization and compatibility verification of nine set of
configurations.
3 28.45 -2.45 17.95
Required input data are as follows-
4 28.45 -3.45 18.05
a) Tyre Width [14 x 20 -22PR SGP] (TW) = 416 mm
b) Front Axle Weight (W)= 5400 kg
5 27.79 0.21 18.068
c) Steering wheel Diameter (Ds) = 550 mm
d) Power steering gear ratio ( ) = 19.33:1
6 27.79 1.21 17.968
e) Length of Pitman arm (Lp) = 180 mm
f) Length of Short drag link (L3) = 320 mm
7 27.79 2.21 17.868
g) Length of long drag link (L4) = 620 mm
h) Length of steering arm (Ls) = 220 mm
8 27.79 3.21 17.768
i) Steering Pump – max pressure 130 bar

358

 Fig. 3:- Steering linkage (Front view)

Fig. 2:- Schematic Diagram of Steering linkage

Let us consider the following-

i. Length of of bottom arm and side arm of bell-crank

lever are L1 and L2 respectively (ref fig-2 and 4).
Ratio of these length is Lr ( = L1/L2).
ii. Mk = Moment about king pin axis (kg-mm)
iii. Fs = Force at the steering arm ball joint (kg)
iv. F1=Force at Bel Crank Bottom (kg) = Fs
v. F2 = Force at bel crank-side arm (kg)= Fb
vi. Tb = Torque at bel crank (kg-mm)
vii. Fb = Force at bel crank (kg)
viii. Ts = Torque about sector shaft (kg-mm)
ix. Tstg = Torque at the steering wheel (kg-mm
x. Effort (Se)= Tstg/Ds (kg)

Now, Mk = Wk (9)

Where, k= Radius of gyration of Tyre
=  (TW2/8) (10)
 = Friction between the road and tire =0.7
Fig. 4:- Steering Linkage (side view)
Force at steering arm ball joint Fs= Mk/ Ls (11)
Or, Fs= (Wk)/Ls (12)

359

Force acting on Bell crank bottom arm is F1=Fs and
accordingly Tb= Fs x L1 = [(Wk) x L1]/Ls (13)
Force acting on bell crank side arm is expressed by
F2=Fb = Fs x (L1/L2) (14)
Or, Fb = (Wk)/Ls x (L1/L2) (15)
Now, Torque at sector shaft Ts = Fb x Lp (16)
Or, Ts = [(Wk)/Ls x (L1/L2)] x Lp (17)
Torque at steering wheel Tstg = Ts/  (18)
Or, Tstg = {[(Wk)/Ls x (L1/L2)] x Lp}/  (19)
Steering Effort, Se= Tstg/Ds (20)
Or, Se = [(Wk) x L1 x Lp]/ [Ls x L2 x ] (21)
Again, Se = [(Wk) x ( Lp/Ls) x (L1/L2)]/  (22)

TABLE III
STEERING EFFORT FOR EACH CASE

Configuration
Figure 5- Logical flow chart diagram for Steering system
Steering Effort
Case
(kg)
L1 L2 The steering effort value found from equation no 21 or 22,
Lr
(mm) (mm)
is without hydraulic assistant. With hydraulic assistant the
steering effort value reduces by 75-85%. Total theoretical
1.25 Steering effort values without power assistant are shown in
1 250 200 53.48
above table for each case/configuration. We select the case 3
(i.e. – L1=240 and L2 = 200) for this vehicle considering
logical flow chart diagram of steering effort shown in Fig.5.
2 245 200 1.225 52.41 Taper roller bearing selection was one of important part of bell
crank design. It is fitted back to back at centre of bell crank.
The essential input parameters for taper roller bearing were
rotation and force (Fb) acting on bell crank. From equation no
3 240 200 1.2 51.34
15, we calculated the value of Fb for it. Generally the rotation
of bell crank lever is 50 degree (approx) but considering
maximum possible rotation of pitman arm, it was designed.
4 235 200 1.175 50.27

III. RESULTS

5 230 200 1.15 49.2 To ensure effectiveness of design and validate it, it is
required to go through performance and torture track testing.
For this vehicle performance and other testing were done
twice for the total duration of 40-45 days. This was carried out
6 240 210 1.143 48.89 before and after refurbishment of the vehicle. Torture track
testing was done to ensure the compatibility verification and
effects of articulation on selected steering linkage (i.e-Case3).
7 240 205 1.17 50.09 TCD & TCCD measurement was done as per IS 12222. As per
IS 9435 or stVZO dimensions of the Vehicle were measured.
Steering effort of the vehicle was evaluated as per IS 11948.
These entire tests were done by ERC ODT team. Below
8 240 195 1.23 52.65 section covers the all theoretical and experimental result in
details.

9 240 190 1.26 54.04 A. Theoretical Results

Based on all theoretical data, we prepared the below
graphs to study the characteristics of various functional
parameter of steering system.

360

 that steering effort with power assistant is coming 15-25% of
theoretical value (without power assistant) as per IS 11948.
All other results are shown in tabulated form below.
TABLE IV
WHEEL TURNING ANGLE TABLE
Inner Wheel Outer Wheel
Turn
turning angle (Deg) turning angle(Deg)

Left 36.5 26.5

Right 36.5 26.5

Deviation (%) 1.38 % 1.92 %

Figure.6: TCD graph against each configuration

TABLE V
TCD AND TCCD COMPARISSION TABLE

Existing After
Condition Refurbishment
Parameter Remarks
LHS RHS LHS RHS

TCD 18.4 20.04 18.29 18.1

Meets
TCCD 20.16 20.72 19.77 19.6 CMVR
Norms

Dev. Of 1.89
unknown unknown 0.83%
TCD (%) %
Figure.7: Ackerman correction % for each configuration

TABLE VI
WHEEL BASE MEASUREMENT TABLE
Paramete Specified Measured
Remarks
r value value

Wheel Base
4200 4210
(mm) Meets IS:9435
and StVZO
Deviation
NA 0.23%
(%)

Steering is one of the major systems of any vehicle and it

Fig. 8:- Steering effort for all case
Fig. 6, 7and 8 are help full to understand the behavior
steering system all configurations and cases.
B. Experimental Results
From the performance and other testing, it was ensured
is a combination of many components (parts or assembly).
Hence, steering system’s performance is measured trough
testing in system level after fitment with vehicle. From the
characteristic graphs and testing data it was ensured that
whether the design configuration selected for the vehicle is
correct or wrong. From the results it is clear that designed
steering system for casspir is compatible and having desired
level of performance. The marginal variations observed
between theoretical and measured data are within the tolerance
limit and insignificant to the performance of steering system.

361

Another thing can be noted that TCD values in LHS and RHS
are improved in refurbished vehicle (LHS-0.6%, RHS-10.7%).
IV. DISCUSSION
On the basis of the theoretical calculations and graphs
shown in fig.5, 6, 7 and 8, it is clear that case-3 is the most
suitable one for the subject vehicle considering TCD, Steering
effort and Turing angle. Fig. 6, 7 and 8 are very essential to
understand the system behavior. Further, from vehicle
performance and torture tack testing reports we ensured the
compatibility of design. Lower TCD is not the only criteria of
selection of turning angles of steering system. Ackerman
correction factor has one of major role in selection of the
turning angles. Considering Ackerman correction %,
configuration 2, 3, 6 and 7 were suitable for the subject
vehicle but we selected configuration 3 because for this
Ackerman correction % was lowest among these (i.e. –in
between 73% to 93%). As there were a tricky time line and
lots of constraints related to design and process, we used
existing parts of vehicle in combination with new designed
Bell crank lever. Steering Linkage is designed against the
nine set of bell crank features. Steering gear box ratio,
Steering wheel diameter, pitman arm length and Bell crank
ratio are the major influencing factor of Steering effort [3]. In
this design, bell crank is the only influencing parameter of
steering effort as due to various constraints we used existing
steering gear box, pitman arm and steering wheel. But, Trial-
out for all combinations (i.e.-cases) is not feasible for any
point of view because it will increase the lead time of project
completion. Since, we theoretically calculated for all
configurations and compatibility verified in some extent using
Pro-E for articulation. Test results ensured that third case (L1
=240 and L2 =200) is compatible for the refurbished vehicle.
V. CONCLUSIONS
This work is the outcome of an army refurbished vehicle.
Reusing maximum no of existing set of linkage components,
the Steering system is designed through optimization
technique for Casspir MPV and from it following point can be
concluded
It meets all the goal of design of reliable Steering system
for the vehicle. This was proved through verification of
compatibility by performance and torture track testing and
validation.
362

It proves the effectiveness of Design optimization
technique. The TCD for steering system is designed through
optimizing the angles and Ackerman correction%. Test results
justified this optimization. From maximum number of existing
components of casspir and proper selection of Bell crank
Lever the steering effort is optimized. Due to timeline and
other constraints we forced to reuse the existing components
of subject vehicle. In spite of this, we achieved permissible
steering effort for the vehicle through optimization and found
no issues in articulation verified through torture track and
angle measurement. Further, it helped to meet project time
line. Testing results helped to verify the feasibility to use of
optimization technique.\
From this work Importance of Angles and its correction
factor on TCD and Bell crank lever on Steering effort for
Steering system are established. It is clear from graphs that
Steering effort is proportional to leverage ratio (L1/L2) of bell
crank when all other parameters (e.g. – steering gear box ratio,
Pitman arm and steering wheel) are remain same for the
system. Similarly, good TCD can achievable by proper
selection of angles and Ackerman correction %.
Further, it can be conclude without using current trend
dynamic analysis software and under lot of design and other
constraints a good steering system design can be possible.
Lastly, we can conclude that this work meets all the goals
of well designed steering system and customer satisfied with
performance of refurbished mine protected vehicle (MPV).
ACKNOWLEDGMENT
The helpful discussion and support of Mr. Thomas George
(ERC-Head) of Tata Motors Ltd is gratefully acknowledged.
Author would like to thanks to ERC-ODT team for their
support to conduct Testing. Also, author would like to thanks
entire team members involved on this project specially Mr. S
R Das.
REFRENCES
[1] http://www.man-nutzfahrzeuge.de; “Calculations” © 2000 MAN
Nutzfahrzeuge Aktiengesellschaft
[2] Turing Ability and off tracking Moto vehicles- SAEJ695 DEC89, 36.94
-36.97.
[3] John W. Durstine,“TheTruck Steering system from hand wheel to Road
wheel”, Society of Automotive Engineers, Inc, Two Pennsylvania Plaza,
New York, N. Y. 10001, 1973