Claims:We Claim:

1. A mechanism (100) for connecting a rack bar (2) to a tie rod (5) of a steering system, the mechanism (100) comprising:
a first link (3) pivotally connectable to a rack bar housing (1) at one end; and
a second link (4) comprising a pivot point at either ends (8 and 10) and a centre area of pivot (9) in between the pivot point at either ends (8 and 10),
wherein, each of the rack bar (2), the tie rod (5), and a free end of the first link (3) is pivotally connectable to the second link (4) by the pivot point at either ends (8 and 10) and the centre area of pivot (9).

2. The mechanism (100) as claimed in claim 1, wherein the one end of the first arm (3) is connectable to the rack bar housing (1) through a support flange (11) extending from the rack bar housing (1).

3. The mechanism (100) as claimed in claim 1, wherein the rack bar (2) is pivotally connectable to the centre area of pivot (9), and the tie rod (5) and the free end of the first link (3) are pivotally connectable to the pivot points at either ends (8 and 10) of the second link (4).

4. The mechanism (100) as claimed in claim 1, wherein the tie rod (5) is pivotally connectable to the centre area of pivot (9), and the rack bar (2) and the free end of the first link (3) are pivotally connectable to the pivot point at either ends (8 and 10) of the second link (4).

5. A steering system for a vehicle, comprising:
a steering column operatively connected to the steering wheel;
a pinion gear arrangement coupled to a steering column;
a rack bar meshigly engaged with the pinion gear arrangement, wherein the rack bar converts the rotary motion of the steering column to a linear motion;
wherein the rack bar (2) is connected to a tie rod (5) by a mechanism (100), the mechanism (100) comprising:
a first link (3) pivotally connectable to a rack bar housing (1) at one end; and
a second link (4) comprising a pivot point at either ends (8 and 10) and a centre area of pivot (9) in between the pivot point at either ends (8 and 10), wherein, each of the rack bar (2), the tie rod (5), and a free end of the first link (3) is pivotally connectable to the second link (4) by the pivot point at either ends (8 and 10) and the centre area of pivot (9).

6. The system as claimed in claim 5, wherein one end of the tie rod (5) is pivotally connected to a knuckle (6) and the knuckle (6) is connected to a wheel mounting assembly (7).

7. The system as claimed in claim 5, wherein the one end of the first arm (3) is connectable to the rack bar housing (1) through a support flange (11) extending from the rack bar housing (1).

8. The system as claimed in claim 5, wherein the rack bar (2) is pivotally connectable to the centre area of pivot (9), and the tie rod (5) and the free end of the first link (3) are pivotally connectable to the pivot points at either ends (8 and 10) of the second link (4).

9. The system as claimed in claim 5, wherein the tie rod (5) is pivotally connectable to the centre area of pivot (9), and the rack bar (2) and the free end of the first link (3) are pivotally connectable to the pivot point at either ends (8 and 10) of the second link (4).

10. A vehicle comprising a steering system as claimed in claim 5.

Dated 04th day of February 2020

Gopinath Arenur Shankararaj
IN/PA 1852
OF K&S PARTNERS
AGENT FOR THE APPLICANT
, Description:FORM 2
THE PATENTS ACT 1970
[39 OF 1970]
&
The Patents Rules, 2003

COMPLETE SPECIFICATION
[See section 10 and rule 13]

TITLE: “A MECHANISM FOR CONNECTING RACK BAR TO TIE ROD OF A STEERING SYSTEM OF VEHICLE”

Name and address of the Applicant:
TATA MOTORS LIMITED, an Indian company having its registered office at Bombay House, 24 Homi Mody Street, Hutatma Chowk, Mumbai 400 001, Maharashtra, INDIA.
Nationality: INDIAN

And

TATA MOTORS EUROPEAN TECHNICAL CENTRE PLC, of 18 Grosvenor Place, London, SWIX 7HS, London, United Kingdom.
Nationality: United Kingdom

The following specification particularly describes the invention and the manner in which it is to be performed.

TECHNICAL FIELD

The present disclosure generally relates to the field of automobiles. Particularly but not exclusively, the present disclosure relates to steering wheel system of a vehicle. Further embodiments of the present disclosure disclose a dual link mechanism provisioned between a tie rod and a rack bar of the steering system.

BACKGROUND

Steering system in automobiles is used to maneuver the vehicle in a desired direction. The function of the steering system is to convert the rotary movement of the steering wheel, into an angular turn of the front wheels on the road to steer the vehicle in desired direction or path. The rotary movement of the steering wheel is initiated by the driver and this rotary motion of the steering wheel is converted into a proportional angular movement of the front wheels of the vehicle by the steering system.

Steering systems are of various types with different types of gear assemblies. In most passenger vehicles, small trucks and SUVs on the road, there is a rack and pinion steering system. The rack and pinion is a type of steering mechanism with a pair of gears which convert the rotary motion into the linear motion. This system consists of a circular gear called pinion that is provided on a steering column. The system also includes a linear gear shaft called rack with gears partially defined along the length of the rack column. The pinion gears of the steering column engage and lock teeth with the gears of the rack column. The rotary motion applied to the pinion causes it to turn while it moves the rack sideways. The rotary motion to the pinion is applied through a steering wheel that is fixedly attached to the steering column. When the driver rotates the steering wheel, the rack and pinion converts the rotational motion of the steering wheel into the linear motion that turns the wheels of the vehicle.

In commercial vehicles, the effort required to turn the wheels may be enormous. In order to reduce the driver’s effort in turning the wheels of the vehicle and to improve the driver ergonomics, power-steering systems have been introduced with advancements in technologies. Power steering systems supplement the torque that the driver applies to the steering wheel. A widely used system form assisting the driver is a hydraulic power steering system. The hydraulic power steering system contains a hydraulic booster, which operates when the engine is running and supplies most of the necessary force when the driver turns the wheel. However, hydraulic power steering system are often bulky and consume a lot of area since multiple components such as the pump, hoses, fluid, drive belt, and pulley are used. The hydraulic power steering system are also prone to leaks of the hydraulic fluids.

With advancements in technologies, electric power steering (EPS) have been introduced. EPS eliminates many hydraulic power system components such as the pump, hoses, fluid, drive belt, and pulley. For this reason, electric steering systems tend to be smaller and lighter than hydraulic systems. The EPS also includes a plurality of sensors and an EPS motor, which is connected with the steering column. The readings from the sensors are directed to an electronic control unit (ECU) and the ECU accordingly actuates the EPS motor. The EPS electronic control unit calculates the assisting power needed based on the torque being applied to the steering wheel by the driver, the steering wheel position and the vehicle’s speed. The EPS motor rotates a steering gear with an applied force that reduces the torque required from the driver. However, the conventional EPS includes motors that are bulky and often extensively drain the vehicle battery during the actuation of the EPS motor. Consequently, the vehicle battery has be recharged at very short intervals. Thus, the battery in vehicles with EPS have to be replaced more often when compared to vehicles with other power steering systems, since the Lithium-ion batteries have only a limited amount charge and discharge cycles.

Referring to Fig. 1a, the conventional steering system includes a rack bar which is connected to a tie rod to transfer the motion applied for turning the wheels. The rack bar is provided with a ball socket which connects the rack bar with a tie rod, and the tie rod also includes a ball socket that connects the tie rod to a knuckle. Fig. 1a shows steering system positioned in a straight ahead position with a left hand turn. When the driver initiates the rotation of the steering wheel towards the left, the rack bar moves in a linear motion. The tie rod is further connected to the knuckle, and as the knuckle pivots about its axis due to the lateral movement of the rack bar and the tie rod, the turning action of the wheel is initiated.

When the driver rotates the steering wheel to achieve an extreme left or an extreme right turn from the straight ahead position, the actual steering arm length reduces drastically as seen from Fig. 1b. The effect of this reduction in steering length is that an excessive steering effort is required to be applied by the driver. As seen from Fig. 1b, when the driver initiates a hard left turn, the tie rod and the rack bar are completely stretched out to an almost horizontal position. For further turning the wheels to the left, the driver has to apply effort to bring the rack bar and the tie rod to a complete horizontal position and achieve an extreme left or an extreme right turn. Such efforts to achieve full turn in either left or right direction requires a much larger force by the driver, as it virtually straightens out the arm connection. Even with assistance from hydraulic power steering systems, the mechanisms of the conventional steering system struggle during hard left or hard right turns due to the problem of reduction in steering arm length. Accordingly, the assistance level from the power steering system ramps up as the system tries to keep the assistance level constant. Further, with the assistance from electric power steering systems, a larger motor is required to keep the assistance during turning manageable. In most of the vehicles, the assistance from the power steering systems only lasts for 50-60% of rack bar travel. For making any further hard left or hard right turns, the driver has to manage by applying extra force during the making of hard turns since the arm connections have to be virtually straightened out. In view of the above, conventional steering mechanisms with power steering systems may lack the flexibility during extreme hard left or hard right turns, since, the driver has to apply an excessive force.

The present disclosure is directed to overcome one or more limitations stated above, or any other limitation associated with the prior arts.

SUMMARY OF THE DISCLOSURE

One or more shortcomings of the conventional system or device are overcome, and additional advantages are provided through the provision of the mechanism as claimed in the present disclosure.

Additional features and advantages are realized through the techniques of the present disclosure. Other embodiments and aspects of the disclosure are described in detail herein and are considered a part of the claimed disclosure.

In one non-limiting embodiment of the disclosure, a mechanism for connecting a rack bar to a tie rod of a steering system is disclosed. The mechanism comprises a first link pivotally connectable to a rack bar housing at one end and a second link comprising a pivot point at either ends. A center area of pivot in provided between the pivot point at either ends. Each of the rack bar, the tie rod, and a free end of the first link is pivotally connectable to the second link by the pivot point at either ends and the center area of pivot.

In an embodiment of the disclosure, the movement of the rack bar upon operation of a steering wheel causes proportional movement of the tie rod to actuate wheels through the first arm and the second arm.

In an embodiment of the disclosure, the rack bar is pivotally connectable to the center area of pivot and the tie rod and the free end of the first link are pivotally connectable to the pivot points at either ends of the second link.

In an embodiment of the disclosure, the tie rod is pivotally connectable to the center area of pivot and the rack bar and the free end of the first link are pivotally connectable to the pivot points at either ends of the second link.

In one non-limiting embodiment of the disclosure, a steering system for a vehicle is disclosed. The system comprises a steering column operatively connected to the steering wheel. A pinion gear arrangement is further coupled to a steering column. A rack bar is meshigly engaged with the pinion gear arrangement, where the rack bar converts the rotary motion of the steering column to a linear motion. The rack bar is connected to a tie rod by a mechanism. The mechanism comprises a first link pivotally connectable to a rack bar housing at one end and a second link comprising a pivot point at either ends. A center area of pivot in provided between the pivot point at either ends. Each of the rack bar, the tie rod, and a free end of the first link is pivotally connectable to the second link by the pivot point at either ends and the center area of pivot.

In an embodiment of the disclosure, one end of the tie rod is pivotally connected to a knuckle and the knuckle is connected to a wheel mounting assembly.

The foregoing summary is illustrative only and is not intended to be in any way limiting. In addition to the illustrative aspects, embodiments, and features described above, further aspects, embodiments, and features will become apparent by reference to the drawings and the following detailed description.

BRIEF DESCRIPTION OF THE ACCOMPANYING FIGURES

The novel features and characteristic of the disclosure are set forth in the appended claims. The disclosure itself, however, as well as a preferred mode of use, further objectives and advantages thereof, will best be understood by reference to the following detailed description of an illustrative embodiment when read in conjunction with the accompanying figures. One or more embodiments are now described, by way of example only, with reference to the accompanying figures wherein like reference numerals represent like elements and in which:

Fig. 1a illustrates a plan view of a conventional steering mechanism positioned in a straight ahead direction.

Fig. 1b illustrates a plan view of a conventional steering mechanism of Fig.1a in a leftward direction.

Fig. 2 illustrates a plan view of a steering system with a dual link mechanism to connect a rack bar and a tie road of the steering system, according to an embodiment of the present disclosure.

Fig. 3 illustrates a plan view of the dual link mechanism for the steering system of Fig.2, according to an exemplary embodiment of the present disclosure.

Figs. 4, 5 and 6 illustrates the dual link mechanism of Fig. 3, showing different types of connections between the first link, second link, rack bar, and the tie rod of the steering system, according to some embodiments of the present disclosure.

The figure depicts embodiments of the disclosure for purposes of illustration only. One skilled in the art will readily recognize from the following description that alternative embodiments of the dual link mechanism that is provided between the tie rod and the rack bar in the steering system without departing from the principles of the disclosure described herein.

DETAILED DESCRIPTION

The foregoing has broadly outlined the features and technical advantages of the present disclosure in order that the description of the disclosure that follows may be better understood. Additional features and advantages of the disclosure will be described hereinafter which form the subject of the disclosure. It should be appreciated by those skilled in the art that the conception and specific embodiment disclosed may be readily utilized as a basis for modifying or designing other system for carrying out the same purposes of the present disclosure. It should also be realized by those skilled in the art that such equivalent constructions do not depart from the spirit and scope of the disclosure. The novel features which are believed to be characteristic of the disclosure, as to its organization, together with further objects and advantages will be better understood from the following description when considered in connection with the accompanying figures. It is to be expressly understood, however, that each of the figures is provided for the purpose of illustration and description only and is not intended as a definition of the limits of the present disclosure.

In the present document, the word "exemplary" is used herein to mean "serving as an example, instance, or illustration." Any embodiment or implementation of the present subject matter described herein as "exemplary" is not necessarily to be construed as preferred or advantageous over other embodiments.

While the disclosure is susceptible to various modifications and alternative forms, specific embodiment thereof has been shown by way of example in the drawings and will be described below. It should be understood, however that it is not intended to limit the disclosure to the particular forms disclosed, but on the contrary, the disclosure is to cover all modifications, equivalents, and alternative falling within the scope of the disclosure.

The terms “comprises”, “comprising”, or any other variations thereof, are intended to cover a non-exclusive inclusion, such that a system that comprises a list of components does not include only those components but may include other components not expressly listed or inherent to such mechanism. In other words, one or more elements in the device or mechanism proceeded by “comprises… a” does not, without more constraints, preclude the existence of other elements or additional elements in the mechanism.

Embodiments of the present disclosure discloses a mechanism for connecting a rack bar and a tie rod of a steering system. Conventionally, the driver had to apply lot of efforts to achieve an extreme left or an extreme right turn in a vehicle. This effort at full turn in either left or right direction requires a much larger force by the driver, as it virtually straightens out the arm connections in the steering mechanism. Also, a larger motor may be required in the power steering system to keep a manageable level of assistance during turning. Further, in most of the vehicles, the assistance from the power steering systems only lasts for 50-60% of rack bar travel. For making any further hard left or hard right turns, the driver has to manage by applying extra force during the making of hard turns since the arm connections have to be virtually straightened out.

Accordingly, the present disclosure discloses a mechanism for connecting a rack bar to a tie rod of a steering system that reduces the efforts required by a driver for turning the vehicle. The mechanism comprises a first link pivotally connectable to a rack bar housing at one end and a second link comprising three pivot points, like a center area of pivot and pivot point at either ends of the second link. Each of the rack bar, the tie rod, and a free end of the first link is pivotally connectable to the second link through the pivot point at either ends and the center area of pivot. The above described intermediate dual link mechanism, prevents the tie rod and the rack bar from being completely stretched out to an almost horizontal position and accordingly reduces the driver’s effort in making hard left or hard right turns.

The following paragraphs describe the present disclosure with reference to Figs. 2 to 6.

Fig. 2 illustrates a plan view of a dual link mechanism (100) for a steering system in connection with a knuckle (6) and a wheel mounting assembly (7). Fig. 2 only shows the left side of the steering system, and a symmetrical configuration exists on the right side of the steering system. The steering system includes a rack and pinion mechanism. The rack and pinion mechanism include a circular gear called pinion [not shown] that is provided on a steering column [not shown], and a linear gear shaft called rack bar (2) with gears [not shown] partially defined along the length of the rack bar (2). Further, a steering wheel may also be fixedly attached to one end of the steering column. The pinion gears of the steering column [not shown] may engage with the gears of the rack bar (2).

The rack bar (2) which engages with the steering column by a plurality of gears may also be provided with a rack bar housing (1). The rack bar housing (1) may accommodate the rack bar (2) and may also allow for the linear movement of the rack bar (2) within the rack bar housing (1). Further, either ends (the left end and the right end) of the rack bar housing (1) may be provided with at least one supporting flange (11). The supporting flange (11) may be provided on the surface of the rack bar housing (2) and facilitates pivotal connection with a first link (3). One end of the first link (3) may be pivotally connected to the supporting flange (11), and the other end of the first link (3) may be pivotally connected to a second link (4). The second link may include at least three pivot points (8, 9 and 10) including a center area of pivot, and a pivot point at either ends. The pivot point (8 and 10) at either of the second link (4) may be referred as first and third pivot points, whereas the second pivot point (9) i.e. center area of pivot may be defined between the first and the third pivot points (8 and 10). The second pivot point (9) may be defined along a central region of the second link (4).

As seen from Fig. 2, one end of the first link (3) may be connected to the supporting flange (11), whereas the other end of the first link (3) is pivotally connected to the first pivot point (8) of the second link (4). Further, the rack bar (2) may be connected to the second pivot point (9) of the second link (4). The tie rod (5) may be pivotally connected to the second link (4) at a third pivot point (10) that is at the end of the second link (4). Thus, one end of the tie rod (5) may be pivotally connected to the third pivot point (10) of the second link (5), whereas the other end of the tie rod (5) may be connected to a knuckle (6) by means of a ball socket (12). Further, the knuckle (6) may be provided with a suitable wheel mounting assembly (7). The knuckle (6) may pivot about its axis and allows for a suitable movement of the wheel mounting assembly (7).

In an embodiment of the disclosure, the supporting flanges (11) may not only be configured at the ends but may be provided at any suitable location along the length of the rack bar housing (1).

Fig. 3 illustrates a plan view of a dual link mechanism (100) for a steering system. Fig. 3 only illustrates the dual link mechanism (100) used along the left side of the steering system, and a symmetrical arrangement may also be used on the opposite side or on the right side of the steering system. When the steering wheel is rotated by the driver, the rack bar (2) along the left side of the steering system may move forward and exert a force along longitudinal direction (A) on the second link (4). Accordingly, the bottom end of the second link (4) rotates in a clockwise direction (B) with respect to the first pivot point (8). Since, the first link (3) is pivotally connected to the first pivot point (8) of the second link (4), the forward force (A) exerted by the rack bar (2) onto the central pivot point (9) causes the first link (3) and the bottom end of the second link (4) to rotate in a clock wise direction (B). As the bottom end of the second link (4) rotates in a clock wise direction, the top end of the second link (4) also rotates in a clock wise direction (C) with the second pivot point (9) as the central pivot axis. Since, the complete second link (4) rotates in a clockwise direction with the second pivot point (9) as the center, the tie rod (5) is accordingly retracted. The tie rod (5) which is connected to the third pivot point (10) of the second link (4), moves backwards or gets retracted due to the clockwise directional rotation of the second link (4). The retracting motion of the tie rod (5) further causes the knuckle to rotate in an anticlockwise direction and accordingly the wheels of the vehicle rotate leftwards. Similarly, when the steering wheel is rotated in an opposite direction, an anti-clockwise directional rotation of the second link (4) is achieved. Consequently, the second link (4) on the left side of the steering system, rotates in an anti-clockwise direction and accordingly pushes the tie rod (5). Thereby, the knuckle (6) rotates in a clockwise direction and a turn of wheels in the rightwards direction is achieved.

The above disclosed working of the dual link mechanism (100) is along the left hand side of the steering system. However, a symmetrical arrangement exists on the right hand side of the steering system, where a similar dual link mechanism (100) is connected between the tie rod (5) and the rack bar (2). As described above, the sliding action of the rack bar (2) when the steering wheel is rotated in one direction causes the tie rod to retract or move backwards on the left hand side of the steering system, whereas the tie rod on the opposite side or the right hand side of the steering system moves forward. Similarly, when the steering wheel is rotated in an opposite direction, the tie rod (5) on the left hand side of the steering system moves forward, whereas the tie rod (5) on the right hand side of the steering system retracts or moves backwards.

Figs. 4, 5 and 6 illustrates different embodiments of the dual link mechanism (100) from Fig. 3. Fig. 4 illustrates an embodiment where the rack bar (2), the tie rod (5) and the first link (3) are pivotally connected to the third, second and the first pivot points (10, 9 and 8) respectively of the second link (4). As the rotation of the steering column is initiated, the rack bar (2) applies a force (A) onto the third pivot point (10) of the second link (4). Consequently, the second link (4) rotates in an anti-clockwise (D) direction with the bottom end or the first pivot point (8) of the second link (4) as the rotational axis. This rotation of the second link (4) causes the tie rod (5) to retract, thereby rotating the knuckle (6) and achieving a turn towards the left of the vehicle. As described above, the rotation of the steering wheel in an opposite direction, will cause the tie rod (5) on the left hand side of the steering system to move forwards. Consequently, the knuckle (6) transmits this motion of the tie rod (5) to the wheels of the vehicle and causes the vehicle to turn towards the right.

Fig. 5 illustrates an embodiment, where the rack bar (2), the tie rod (5) and the first link (3) are pivotally connected to the first, second and third pivot points (8, 9 and 10) respectively of the second link (4). Further, Fig. 6 illustrates an embodiment where, the rack bar (2), the tie rod (5) and the first link (3) are pivotally connected to the second, first and third the pivot points (9, 8 and 10) respectively of the second link (4). The working of the embodiments illustrated in the Figs. 5 and 6 are same as embodiments described in the above paragraphs.

In an embodiment of the disclosure, the configuration of the dual link mechanism (100) between the tie rod (5) and the rack bar (2) reduces load on the steering rack and hence allows for a smaller power assistance system to be used. Consequently, enabling the usage of a smaller motor provides more space and reduces the power consumption from the battery. The smaller motor that consumes lesser power from the battery, significantly contributes towards providing the vehicle with an increased range for electric vehicles.

In an embodiment of the disclosure, intermediate dual link mechanism (100), prevents the tie rod (5) and the rack bar (2) from being completely stretched out to an almost horizontal position and accordingly reduces the driver’s effort in making hard left or hard right turns.

In an embodiment of the disclosure, the reduction of steering rack loads by the usage of dual link mechanism (100), allows for the rack bar (2) size to be reduced and provides a greater ability to tune the system with two worm and wheel connections in the system. This can be varying the length of arm connections in the dual link mechanism (100).

Equivalents

With respect to the use of substantially any plural and/or singular terms herein, those having skill in the art can translate from the plural to the singular and/or from the singular to the plural as is appropriate to the context and/or application. The various singular/plural permutations may be expressly set forth herein for sake of clarity.

It will be understood by those within the art that, in general, terms used herein, are generally intended as "open" terms (e.g., the term "including" should be interpreted as "including but not limited to," the term "having" should be interpreted as "having at least," the term "includes" should be interpreted as "includes but is not limited to," etc.). It will be further understood by those within the art that if a specific number of an introduced claim recitation is intended, such an intent will be explicitly recited in the claim, and in the absence of such recitation no such intent is present. For example, as an aid to understanding the description may contain usage of the introductory phrases "at least one" and "one or more" to introduce claim recitations. However, the use of such phrases should not be construed to imply that the introduction of a claim recitation by the indefinite articles "a" or "an" limits any particular claim containing such introduced claim recitation to inventions containing only one such recitation, even when the same claim includes the introductory phrases "one or more" or "at least one" and indefinite articles such as "a" or "an" (e.g., "a" and/or "an" should typically be interpreted to mean "at least one" or "one or more"); the same holds true for the use of definite articles used to introduce claim recitations. In addition, even if a specific number of an introduced claim recitation is explicitly recited, those skilled in the art will recognize that such recitation should typically be interpreted to mean at least the recited number (e.g., the bare recitation of "two recitations," without other modifiers, typically means at least two recitations, or two or more recitations). Furthermore, in those instances where a convention analogous to "at least one of A, B, and C, etc." is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., "a system having at least one of A, B, and C" would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). In those instances where a convention analogous to "at least one of A, B, or C, etc." is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., "a system having at least one of A, B, or C" would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). It will be further understood by those within the art that virtually any disjunctive word and/or phrase presenting two or more alternative terms, whether in the description, or drawings, should be understood to contemplate the possibilities of including one of the terms, either of the terms, or both terms. For example, the phrase "A or B" will be understood to include the possibilities of "A" or "B" or "A and B."

While various aspects and embodiments have been disclosed herein, other aspects and embodiments will be apparent to those skilled in the art. The various aspects and embodiments disclosed herein are for purposes of illustration and are not intended to be limiting, with the true scope and spirit being indicated in the description.

Referral Numerals:

Referral numeral Description
1 Rack housing
2 Rack bar
3 First link
4 Second link
5 Tie rod
6 Knuckle
7 Wheel mounting assembly
8 First pivot point
9 Second pivot point / central pivot point
10 Third pivot point
11 Supporting flange
12 Ball socket
100 Dual link mechanism