International Engineering Research Journal Page No 119-125

Design Analysis of Mounting Bracket for Steering Gearbox

Dattatray S. Patil, Prof. PushkarajD. Sonawane
Department of Mechanical Engineering, Maharashtra Institute of Technology,SavitribaiPhule Pune University, Pune, Maharashtra, India

Accepted xx 2016, Available onlinexx2016, Vol.x, No.x(xxxx2016)

Abstract

Steering mechanism is one of the important aspects of any vehicle. The function of mounting bracket is to mount
the steering gearbox on chassis. A mounting bracket is very critical part in vehicle. The objective of the research
work is to find out the failure reasons& failure analysis of gearbox mounting bracket.The present work includes
the Analytical calculation,3D modeling by software CATIA V & FEA analysis with field failure of existing bracket is
simulated inFEA analysis.

Keywords:Steering, Design,Modelling, Analysis

1. Introduction was acting as a cantilever beam with one plane welding

A Mounting Bracket is a component used to support
load or any attachment to structural element. It is
fastened to the structural element by means of bolted
joint or riveted joint. The bracket is subject to various
types of loading while the vehicle is in motion. One of
the main common loading is static load& it is assumed
to be constant throughout the operation.
A steering gearbox mounting bracket is very critical
part in this steering system, because it has various
constrains i.e. space, assembly, serviceability etc. The
function of steering gearbox mounting bracket is to
mount the steering gearbox on chassis& carry the
static & dynamic load of steering system. The mounting
bracket is mounted on gearbox & chassis with the help
of nut & bolt. The objective of the research work is to
find out the failure reasons & failure analysis of
gearbox mounting bracket.
2. Literature Survey
A review of literature related to analysis & validation of
gearbox mounting bracket with a focus on structural
analysis & validation of gearbox mounting bracket &
the design of steering system are presented here.
A failure analysis of muffler mounting brackets of
three-wheeler vehicles observed during the durability
test(SenthilnathanSubbiah, et al, 2011). Many possible
causes of the failures were identified using fishbone
diagram. Analysis of the design suggested that bracket
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mounted on the engine cradle.
Investigated service failures in automobile shock
absorbers and made failure analysis(J. M. Gallardo, et
al, 2007). In this case, several service failures had
occurred at the head of shock absorbers manufactured
by the same company. Main reasons for failure were
found as undesirable porosity, cracks, inclusions and
low strength microstructures developed during
welding. Failure, nevertheless, was mainly attributed
to a poor alignment of the junction parts during the
welding operation.
Optimized the natural frequency of Mounting
bracket of engine by using lightweight materials of
three different type byusing finite element analysis
(Pavan B. Chaudhari, etal., 2012).. Selected materials
wereAluminum (Al), Magnesium (Mg) and Cast Iron
(CI) andthis investigation suggested that Mg and Al
both werepreferred material for engine mounting
brackets.
Analysis ofStress in heavy duty truck chassis with
riveted joints by using a finite element package ANSYS
(CicekKaraoglu, 2002). He examine the effect of the
connection plate thickness&side member thickness
with length change, 8 to 12 mmvariation in the side
member thickness, and the connection plate thickness
is also varied by 8 to 12 mmin local plate, the
connection plate thickness is varied from 7 to 10 mm,
and the390 to 430 mm variation in connection plate
(L) lengthduring his study. From it they concluded that,
if it is not possible to change the side member
thickness using local plates, because weight of chassis
increases then choosing an optimum connection plate
Dattatray S. Patil Design Analysis & Validation of Steering Gearbox Mounting Bracket for LCV Steering System
length (L) seems to decreasing the stress values, it is
the best practical solutions.
3. Failure Cases of Mounting Bracket 1
3.1. Complaint received from Customer
Steering found freely rotate but tires are not rotating.
3.2. Initial analysis
Following are the initial analysis steps
Tie rod ball joint Assembly- checked & found
ok.
Drag link Assembly, Drop Arm assembly-
checked & found ok.
Steering column yoke & teeth - checked &
found ok, but removed from steering gear box.
Steering gear box- checked & found that
steering gear box mounting bracket broken.
Steering gear box functioning - checked &
found ok.
Steering wheel & other functioning items -
checked & found ok. (only steering gear box
mounting bracket broken)
3.3. Failure Photos
Following are the field failure photos of the gearbox
mounting bracket; the brackets are broken at bolt
region.
Figure 1Photo of Failure
3.4. Reason of Failure
After initial analysis, the main failure causes are four as
man, method, material and design. The first three
causes viz. man, material &method would result in
weld related defects like in complete penetration,
incomplete fusion, undercutting, bad weld design, and
metallurgical failures etc. Detailed quality checks were
conducted on welding processes&weld materials. Weld
quality found was as per standards. The data collected
from the field failures was examined to determine the
cause effect patterns. Also, FEM analysis was carried
out for existing design.
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4. Steering Effort Calculation
4.1. Static Steering Torque
Static steering torque is defined as the torque required
from steering system to turn the wheels during a
parking manoeuvre. The maximum value of static
steering torque will occur when the vehicles brakes
are applied.
The required king pin torque to turn the front
wheels during stand still steering consist of mainly two
components, the torque necessary to overcome the
friction in tire road contact and a torque generated by
gravity load on front wheels. In addition to these
torques there is also friction in steering mechanism
itself; the flexibility in tire makes the rim turn a finite
angle before the tire contact patch starts to slide; the
two effects are however not considered in this analysis.
4.2. Kingpin Torque at stand still
The kingpin torque is required to determine the force
on the steering wheel. To determine the kingpin
torque, the first step is to find the coefficient of friction
which is related to the kingpin offset over the nominal
tire width.
4.3. Equations for calculating Kingpin Torque
4.4. Method 1(Parker-Hannifin Corp. 2000)
There are various ways to determine thepressure
distribution and thetire print. One way is to set the
front axle on pressure sensitive paper. By using this
information, we can find radius of gyration.
Assuming uniform tire pressure following equation
can be used to determine kingpin torque for one wheel.
Where,
Tk = King pin Torque
W = Weight on steered axle
Io = tire printPolar moment of inertia
A = tire printArea
= Friction Coefficient
E = Kingpin Offset
4.4.1. Method 2(Parker-Hannifin Corp. 2000)
If the distribution of pressure is known then the radius
of gyration (k) can be calculated. The following
relationship can be used.
Dattatray S. Patil Design Analysis & Validation of Steering Gearbox Mounting Bracket for LCV Steering System

Using above formulation torque (Tk) about kingpin Table 1Values of Friction Co-efficient(Parker-Hannifin
Corp.1999)
axis can be calculated.
Material 1 Material Form To Average

Rubber Dry Asphalt 0.50 0.80 0.65

4.5. Method 3(Parker-Hannifin Corp. 2000) Rubber Wet Asphalt 0.25 0.75 0.50

Rubber Dry Concrete 0.60 0.85 0.73

If there is no information available about the tire print,
then Rubber Wet Concrete 0.45 0.75 0.60

Polar Moment of Inertia (Io) of Tire contact patch,

4.6. Calculations

Physical tire patch is considered to calculate the

frictional torque as shown in below figure. The tire
patch is calculated using carbon paper, while
calculating it is ensured that vehicle is loaded with
rated load and tire pressure is as per specifications. To
calculate patch the carbon paper was put below tire Therefore,
and lifting jack is unloaded to get the patch on paper.
Polar Moment of Inertia of Tire Print =
The average patch values observed are
Io = 6 X
Width of tire patch = 200 mm Substituting value if Io in equation (1)
Length of tire patch = 300 mm
Therefore,

Kingpin Torque, Tk = 291 Kg. m

This value was obtained considering only the

friction at tire contact patch on one wheel (LH). The
torque required to overcome friction for both wheels
does not remain same as the torque at RH wheel is the
summation of the forces required to work the four bar
mechanism of Tie Rod Arms and Tie Rod.
Figure 2Actual Tire Contact Patch
4.7. Effort Calculations
Considering above values for tire contact path method
1 is applied to determine kingpin torque for one wheel Torque computed for each wheel in previous section
(LH). will be used as input for further calculations. Torque
required to twist the wheel due to static friction on
ground will be equal in amount for left as well as right
wheel. Articulation torque on left wheel will produce
some resultant torque on right wheel according to
Ackerman geometry. Finally resultant torque applied
Where, on steering arm will be,

= Friction Coefficient = 0.8 (Refer table below) Total torque on Steering Arm

= Resultant torque on right wheel due to left

wheel + Torque of Rightwheel due tofriction

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Dattatray S. Patil Design Analysis & Validation of Steering Gearbox Mounting Bracket for LCV Steering System

= 583Kg.m various input variables are tried to find the good

4.8. Force on Steering Arm possible solution for give configuration.

Force on Steering Arm (Fa) =

4.10. Iteration 2
= The various characteristics of displacement and torque
plots were obtained as shown below.
Force on Steering Arm (Fa) = 2580 Kg
Table 3Co- ordinates for Iteration 2

The above derived value is used for further CG. Co-o

calculations.
X0 0.782
4.9. Torque on Pitman arm Front Axle Center Y0 -918

Till now calculations are done for cumulative torque on Z0 480

steering arm wheel, now further proceeding for
estimating torque required on Pitman arm.
Unit vector normal to Pitman arm along at point 3 is X1 10.836
given by, Steering Center Initial Y1 -662.7
Z1 444.17

X4 910
Pitman Rot.Center Y4 -575
Z4 170

X3' 906.5
Pitman & Draglink Ball Y3' -575
Z3' 417
Figure 3Torque on Pitman Arm (John W. Durstine, 1973)

-2.542
Steering Rotation Center 910.76
416.57

From the above graph following things are observed:-

Table 4Steering output angle Iteration 2

And Left wheel Right wheel Pitman Arm

angle angle angle
As the arm is rotating in XZ
Left Turn 36.7 48.63 41
plane.
Right Turn 48.6 36.68 42
Torque on Pitman Arm is given by,
From above table it is cleared that difference of
displacement for left and right turn is improved greatly
from 4 to 1.

The above equations are used in excel sheet and final

torque required at Pitman arm is derived. Further

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Dattatray S. Patil Design Analysis & Validation of Steering Gearbox Mounting Bracket for LCV Steering System

Table 5Steering Effort comparison Iteration2 Gearbox ratio 18.2 -

Pitman Torque in Torque at steering Wheel 31 Kg.m
Difference
Arm Angle Kg.m
Steering Wheel radius 0.2 m
Left Turn 41 2580
21.5 Effort 134 Kg
Right Turn 42 2559

The effort value of 134 Kg derived above is in

From above table it is cleared that difference of
power off and static condition and does not comprise
effort for left and right turn is improved greatly to 21.5
the effect of Power Steering Fluid. However in dynamic
Kg.m only.
condition the value is approximately one-third of the
effort in static condition which comes to be about 44
4.11. Effort at Power off - Dry Park condition
Kg.
The maximum permissible steering effort is given
4.11.1. Torque about Sector Shaft (Ts)
by Indian Standards (IS 11948) as 45 Kg in power off
dynamic condition.

Where, 4.14. Line DiagramLH& RH Turn Angle

Fa= Force at steering arm ball joint
lp= Length of Pitman Arm INPUT SHAFT CENTRE LINE

4.12. Torque at Steering wheel (Tstg)

STRG GEARBOX CG

Force @ LH Turn
Where,
= Torque about Sector Shaft
= Gearbox ratio (1:20.2)

4.13. Effort Force atSAP Forceat RH Turn

Figure 4 Line Diagram LH & RH Turn Angle

Where, 5. Mounting Bracket of Vehicle

= Torque about steering wheel
= Steering wheel radius Steering Input Shaft

Using the above formulation the respective values Steering

were entered in the excel sheet and the final result of Gearbox
effort was derived. Assembly

Table 6Effort Results

Drop
arm
Parameter Value Unit
Kingpin Torque 583 Kg.m
Draglink
Steering Arm Length 0.2 m Steering Assembly
Gearbox
Force at steering Arm 2580 Kg.m Mountin
g
FigureBracket
5Mounting Bracket Arrangements on Vehicle
Length of Pitman Arm 0.2 m
Torque at sector shaft 630 Kg.m
Fig.5 shows the arrangement of steering system. The
function of steering gearbox mounting bracket is to

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Dattatray S. Patil Design Analysis & Validation of Steering Gearbox Mounting Bracket for LCV Steering System

mount the steering gearbox on chassis & carry the 6.3. Boundary condition
static & dynamic load of steering system. The mounting
bracket is mounted on gearbox & chassis with the help Vertical web portion of the chassis as shown in Figure
of nut & bolt. One of the main common loading is static 7 is constrained in X, Y & Z translation.
load which is assumed to be constant throughout the
operation.

5.1. Mounting Bracket

A Bracket is the backbone of steering system & its main

function is to safely carry the steering gearbox load
wherever the operation demands. Basically it is static
gearbox weight & load due to twisting of steering
system.
BCs constrained-1, 2, 3 on the
vertical web portion

Figure 7 Boundary Condition

6.4. Input data requirement

Various Input data taken for FEA analysis as below: -

Input torque at Steering Shaft.

Figure 6 Mounting Bracket Effort at LH & RH Turn.
Steering Gearbox Assembly weight details,
6. Analysis Background Mass & moment of inertia.
Steering Gearbox Mounting Bracket Weight &
For carrying out the FE analysis of gearbox mounting Material details.
bracket as per standard procedure.First it requires to Drop Arm positions -Mean, Extreme RH,
create merge part for assembly to achieve the Extreme LH
connectivity, constraining&loading is required to be Drop Arm Forces - Mean, Extreme RH, Extreme
applied also idealization of parts is done on LH.
structure.Four plates are welded to steering gear Drag link positions - Mean, Extreme RH,
bracket. These plates need to be considered in FE Extreme LH.
model.Assumptions made in the analysisare: Material Drag link Forces - Mean, Extreme RH, Extreme
is isotropic, linear. The hard-points of the steering LH.
system are taken from the designed
iteration.Appropriate mesh size is considered. Table 7 Mounting Bracket - Material

6.1. AnalysisSetup Component Name Mounting Bracket

Reinforce
Static analysis is perform to determine the deflections, Mounting Bottom
Component Sub Name ment
stress-concentrations in the structure caused by plate plate
plate
applied loads or impacts.
Thickness (mm) 8 10 10
Static Analysis Material Description Fe-410 Fe-410 Fe-410
Forces at drag link end=Extreme LH Yield Strength (MPa) 255 255 255
turn& RH turn
Poissons Ratio 0.3 0.3 0.3
Input Torque at steering shaft end: -
31Kg-m Density (Kg/m3) 7800 7800 7800
* Stresses at weld- Acceptance criterion for weld is 200 MPa
6.2. Acceptance Criteria

The maximum VonMisses stress in the

steering gearbox mounting bracket
should be less thanweld strength & it is
200 MPa.

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Dattatray S. Patil Design Analysis & Validation of Steering Gearbox Mounting Bracket for LCV Steering System

6.6. FE Result of Bracket Provided weld area of support plates is

insufficient & additional support plates are
required, at high stress region.
Successfully simulated the vehicle field failure
in FEA.

8. References
SenthilnathanSubbiah, O.P. Singh, etc
all(2011), Effect of muffler mountingbracket
designs on durability,Engineering Failure
Analysis, 18, pp. 10941107.
M. Gallardo, L. Soria, E. J. Herrera
(2007)Investigation of service failures in
automobile shockabsorbers, Engineering
Failure Analysis, 14, pp.355363.
Pavan B. Chaudhari and Dr. D. R. Panchagade
(2012), Comparison of Magnesium, Aluminium
and Cast Iron to obtain Optimum Frequency
for Engine Bracket using Finite Element
Analysis, IJERA, Vol. 2, pp1016-1020.
CicekKaraoglu, N. SefaKuralay(2002), Stress
analysis of a truck chassis with riveted joints,
Elsevier Science B.V Finite Elements in Analysis
and Design, Vol. 38, pp. 1115-1130.
Parker-Hannifin Corporation (2000),
Hydraulic Pumps, Motors & Hydrostatic
Steering Products,Hydraulic Pump/Motor
Division, Greenville, TN, Catalog 1550-
001/USA.
Figure 8 Von Misses Stress - Bracket John W. Durstine (1973), The Truck Steering
system form Hand Wheel to Road Wheel,SAE
6.7. CAE Results Summary International, New York.

Components Von Misses stress

Mounting 11 % higher than weld

Bracket strength

Max. Von Misses stresses are observed near the bolt

region of mounting bracket. As shown in Figure 8.
Which is 11% higher stresses than weld strength i.e.
200 MPa.

7. Conclusions

The conclusions that drawn from the present work

are:-
After initial vehicle level analysis of field
vehicle the root cause in steering gearbox
mounting bracket broken & need to analyze&
resolve the failure.
As per FEM analysis was carried out
forexisting design. The failure root cause is
behavior of bracket as cantilever beam causing
higherstresses in mounting area ofbrackets.
The Steering gearbox mounting bracket
shows 11 % higher stresses than weld
strength i.e. 200 MPa.

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