TASK-1
Here theta = θi and phi = θo
The Ackermann steering principle is a geometric arrangement of linkages in a vehicle's steering
system designed to ensure that the front wheels follow different turning radii during a corner. The
core principle is that for a vehicle to make a turn without the tires slipping sideways (scrubbing), the
axes of all wheels (both front and rear) must intersect at a single point. This common intersection
point is known as the Instantaneous Center of Rotation (ICR).
To achieve this, the inner wheel must be turned at a sharper angle than the outer wheel. This is
because the inner wheel has to travel along a circle with a smaller radius compared to the outer
wheel. By having both front wheels point towards the common ICR, they can roll freely around the
turn, minimizing tire wear and improving handling at low speeds.
During a turn, if both front wheels were to turn at the same angle, they would attempt to follow two
different turning circles that do not share a common center with the rear wheels. This forces at least
one of the tires to be dragged sideways across the pavement, a phenomenon known as scrubbing.
Ackermann geometry prevents this by ensuring a pure rolling motion:
Common Turning Center: By angling the inner and outer wheels differently, it ensures that
lines drawn perpendicular to the plane of each wheel all meet at the ICR.
Reduced Tire Wear: Since the tires are rolling rather than being dragged, the friction
between the tire and the road is minimized, leading to significantly less tire wear.
Lower Steering Effort: Scrubbing creates resistance that the driver must overcome. By
eliminating it, the steering becomes lighter and more efficient, especially during low-speed
maneuvers like parking.
Improved Predictability: A vehicle with proper Ackermann geometry has more stable and
predictable handling during low-speed turns.
Ideal Condition:
The ideal Ackermann condition is defined by the mathematical relationship:
cot(θo) - cot(θi) = T / L T=distance between the front wheels, L= distance between the front and
rear axles
However, it is ideal under the following assumptions:
The vehicle is moving at a very low speed.
There are no lateral forces (like centrifugal force) acting on the tires.
Tires do not deform and have no slip angle.
Limitations in Real-World Applications:
In reality, these ideal conditions are rarely met, especially at high speeds. This leads to necessary
compromises in both passenger cars and high-performance race cars.
Passenger Cars:
o Passenger cars use a modified or approximate Ackermann geometry. It is impossible
for a simple steering linkage (like a rack and pinion with tie rods) to satisfy the
perfect Ackermann equation for all possible steering angles.
o Engineers design the linkage to be most accurate at medium steering angles, which
are common in city driving. The geometry is a compromise that works well enough
to prevent excessive tire scrub during parking and low-speed turns but is not perfect.
o At highway speeds, the small deviation from perfect Ackermann is negligible and
often beneficial for stability.
F1 and High-Performance Cars:
o At high speeds, dynamic forces dominate. The centrifugal force during a corner
causes the car's weight to shift to the outer wheels. To generate the necessary
cornering force, tires must operate at a certain slip angle (the angle between the
direction the tire is pointed and its actual direction of travel).
o The outer front tire bears the most load and is critical for generating grip. To
optimize its slip angle for maximum grip, F1 cars often use Anti-
Ackermann or Parallel Steer geometry.
o Anti-Ackermann geometry means the outer wheel turns at an angle equal to, or even
greater than, the inner wheel. While this induces scrub on the lightly loaded inner
tire, it places the heavily loaded outer tire at its optimal slip angle, maximizing
overall cornering grip and speed. This is a deliberate trade-off, sacrificing low-speed
perfection for high-speed performance.
