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Design of Stub Axle and Static+dynamic Analysis On Solid Works With Calculations For Shell Eco Marathon Competition.

Calculation of Ackerman steering system Go kart, with design and analysis of stub axle on solid works.

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Hammad Sajjad
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254 views5 pages

Design of Stub Axle and Static+dynamic Analysis On Solid Works With Calculations For Shell Eco Marathon Competition.

Calculation of Ackerman steering system Go kart, with design and analysis of stub axle on solid works.

Uploaded by

Hammad Sajjad
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
Available Formats
Download as PDF, TXT or read online on Scribd
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STEERING SYSTEM

The steering system is of important part of the dynamic design of any automobile to facilitate a smooth
change of directions and make use of the tires ability to generate lateral forces to the highest extent. The
control of an automobile is done by means of a steering system which provides directional changes to the
moving automobile.
The intention of Ackermann geometry is to prevent the tires from slipping outwards when the wheels
follows around a curve while taking a turn. The solution for this is that all wheels to have their axles
settled as radii of circles with a common Centre point. Since the rear wheels are fixed, this Centre point
must lie on a line extended from the rear axle. So we need to intersect the front axle to this line at the
common Centre point.

Design Dimensions

Sr. No Description Dimensions

01 Total Length 2000mm

02 Total Height 800mm

03 Total Width 1050mm

04 Wheel Base 1450mm

Ackermann principle of steering


To solve the problem of wheels on the inside and outside of a turn needing to trace out circles of different
radius Ackermann principle of steering is used. Assumptions
100% Ackermann steering geometry.
Maximum road bank angle is 20°.
Optimum kingpin inclination angle range is 4° to 8°.
Front to rear weight ratio is 40:60.
Taking acceleration due to gravity as 10m/s^2
Calculations
Considering the turning radius of 4m, using the Ackerman equation for the dimensions of our go-kart, the
maximum steering angles were calculated.
Wheelbase (WB): 1450 mm
Track width (TW): 1050 mm
Actual Turning Radius (TR): 4000 mm >d=TW-(25+25) = 1000mm
1) Outer angle
Tan A = WB / (TR - d/2)
=1450 / (4000 – 1000/2)
Tan A = 0.4715
A= Tan-1 (0.4142)
A= 22.50
2) Inner Angle
Tan B = L /(R + d/2)
= 1450 / (4000 + 1000/2)
Tan B = 0.3222
B=Tan-1(0.3222)
B=17.860

3) Actual Turning Radius


= T/2+L cosec (A/2+B/2)
= 1050/2+1450cosec (22.50/2+17.86/2)
= 525+1450cosec (20.18)
= 525+1450(2.898)
= 4728.25 mm

4) %Ackermann
= A-B/ Tan (1/tanB-1)-B
= 22.50-17.86 /16.14
= 0.287*100
= 28.7%

Table Results

Steering system Ackermann steering (mechanical linkages)

Wheel base 1450mm

Track width 1050 mm

Turning radius 4000 mm

Steering ratio 1:1

Inside angle 22.50

Outside angle 17.86

Steering Geometry
Ackerman steering Geometry with mechanical linkages mechanism this geometry makes the inside wheel
steer to a greater angle than the outside wheel and all the wheels roll about a common turn center. Since
the cornering speeds are small, Ackerman geometry is an ideal choice.
Steering Angles of Inner and outer wheel

Stub Axle Analysis


Analysis on the stub axle is done by applying a force of 400N

Name: Alloy Steel


Model type: Linear Elastic Isotropic
Default failure criterion: Max von Mises Stress
Yield strength: 6.20422e+008 N/m^2
Tensile strength: 7.23826e+008 N/m^2
Elastic modulus: 2.1e+011 N/m^2
Poisson's ratio: 0.28
Mass density: 7700 kg/m^3
Shear modulus: 7.9e+010 N/m^2
Thermal expansion coefficient: 1.3e-005 /Kelvin

Volumetric Properties
Mass: 0.646419 kg
Volume: 8.39505e-005 m^3
Density: 7700 kg/m^3
Weight: 6.3349 N
Zero-strain Temp 298K
Name Type Min Max
Stress1 VON: von-Mises Stress at Step No: 2.13913 N/m^2 4924.19 N/m^2
100(1 Seconds) Node: 1901 Node: 11596

Part1-Dynamic 1-Stress-Stress1
Name Type Min Max
Displacement1 URES: Resultant Displacement at 6.42106 mm 208.363 mm
Step No: 100(1 Seconds) Node: 3565 Node: 735

Part1-Dynamic 1-Displacement-Displacement1
Mass Participation (Normalized)
Mode Number Frequency(Hertz) X direction Y direction Z direction
1 0 1 0 0

2 0 0 1 0

3 0 0 0 1

4 0.0011843 4.9722e-023 1.8481e-022 2.8901e-020

5 0.0017864 1.08e-022 3.0645e-024 2.4977e-021

6 0.0019268 2.0803e-020 1.5161e-021 0

7 1769.3 7.0253e-021 4.6126e-024 1.7511e-022

8 2997.9 9.7441e-021 4.3755e-023 2.6059e-021

9 3119.1 3.521e-022 8.0245e-022 5.5398e-021

10 3555.2 8.6689e-022 2.2386e-022 4.4695e-022

11 4311.4 1.7462e-024 3.1642e-021 3.9197e-021

12 5096 1.496e-021 5.7422e-023 1.8209e-022

13 6332.3 6.6643e-021 1.9155e-023 8.3062e-023

14 7251.6 4.5494e-022 2.7237e-022 2.2665e-022

15 8098.4 5.7932e-022 5.8045e-022 2.6163e-023

Sum X = 1 Sum Y = 1 Sum Z = 1

Conclusion
The manual mechanical linkages steering system is not used in heavy weight vehicles due to high axle
loads, although it is simple in design and easy to manufacture, therefore it is commonly used in light
weight vehicles. The values calculated in the paper may differ practically due to steering linkages error or
due to improper steering geometry, so these values are useful to understand the interdependency of the
quantities on each other and to design an ideal manual mechanical linkages system for the vehicle.

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