THE FOLLOWING SPECIFICATION PARTICULARLY DESCRIBES THE NATURE OF THE INVENTION AND THE MANNER IN WHICH IT IS TO BE PERFORMED: -

FIELD OF THE INVENTION :
This invention relates to the field of Mechanical engineering and subfield of Automobile engineering and
mainly focuses on Steering system.
This invention is associated with automobile steering and its maneuvering.
Particularly, this invention relates in achieving different turning angles of steered wheels while taking a turn
which is achieved by using four racks having a set of module and two different or same module pinion.
More Particularly, this invention relates to a steering system which can be used to steer any automobile.
BACKGROUND OF INVENTION :
Automobile was invented more than 100 years ago. As an important part of automobile, automobile steering system was created with automobile evolution in the configuration,
function and appearance aspect. An integrated automobile steering system contains control mechanism, steering gearing and drive gearing. The steering control mechanism consists of steering wheel, steering shaft and column tube. Its function is to transfer power from the driver on steering wheel to the redirector; there are two kinds of steering gearing-mechanical steering gearing and power steering gearing.
The Mechanism Evolvement of Automobile Steering System
Along with the development of automobile technique and performance itself, automobile steering system
needs to be innovated by increasing system dynamization and controllability step by step.
In order to be adapt to the mutative environments, it comes to a point where the steering system has to have an
increase its flexibility and changeability.
In early times when automobile was just invented, the driver turned a handle or a rail with a steering shaft in
his hand to drive. The automobile had a pinion-rack steering gearing, which was the earliest ancestor of
automobile steering gearing. The ratio of steering gearing was 1 to 1. It needed much power to drive. When
automobile prepositive engine were developed in 1891, the weight of the head of automobile was increased,
thus steering system vibration might be transferred to the driver by turning handle or rail, and it made the
driver feel too tired.
As a single-hinge mechanism, the original handle or rail with a steering shaft should be improved, and its flexibility should be increased to avoid the disadvantage.

Rudolph Ackermann
Around the early 1800's Rudolph Ackermann invented the first design that allowed steering components to turn in their own path (arc). Designed a steering system made of knuckles and angled steering arms. Not compatible with independent suspension systems Each wheel moved separately from one another. Inner wheel turned at a sharper angle, minimizing tire wear.
Then,
Parallelogram Steering System
Developed in late 1800's, Allows steering wheel and suspension system to work together. Steering system now able to compensate for independent motion of front wheels.
Consists of:
Two tie-rod assemblies of equal length. Pitman Arm, Idler Arm Center Link
Provides: Good steering geometry Directional Stability Good Control
Recirculating-Ball Steering Gears
Introduced in 1923 and is still used today. Integral unit, Mostly used in trucks. Uses Power steering pump to deliver fluid to gear valve assembly. Pitman Arm connects steering gear and steering linkage. Idler Arm is the pivot point. Center Link connects the entire system.

Rack & Pinion
Improves ride quality and handling through gear reduction, which allows wheels to turn easier. The gears are enclosed in a housing made of either aluminum or a combination of steel and aluminum. The pinion gear connects to the steering wheel through the steering shaft. When the driver turns the steering wheel, the pinion gear rotates and moves the rack in a linear motion. (Converts rotational motion from steering wheel into linear motion used to move the wheels). Tie-Rod assemblies connect the rack to the wheels. The rack movement can then steer the wheels.
In the evolution of automobile steering system, Eliot-steering elements in which two front wheels substitute shaft drive is applied firstly; pinion-rack steering gearing design went to theorization later, and it was processed precisely, thus pinion-rack steering gearing is applied in automobiles formally. With automobile techniques improving themselves, automobile steering system also developed rapidly.
Parallel link mechanism patent was got, and was improved to echelon link mechanism soon, which had approached to modern integrated automobile steering technique. Parallel link mechanism had a vertical hinge which fixed attachments of steering shaft and wheels with bodywork. There was a tie-bar which connected the attachments of steering shaft one another. A special steering rack controlled the tie-bar moving to the right and left, and made the inner wheel and outer wheel turn. The mechanism with a gear reducer made the automobile system more flexible to control, and insulated vibration. The handle and rail were replaced by circular steering wheel. And the circular steering wheel with a steering shaft moved to the right or left. The former vertical fixing had developed to gradient fixing for both steering wheel and steering shaft. The flexibility and controllability of automobile steering system was innovated continuously with the automobile technique renovation, and they were improved better and better. Mechanical steering gearings trend to diversification such as pinion rack gearing, worm gearing, and circular ball gearing.

PRIOR ART:
Ackermann steering mechanism is a geometric arrangement of linkages in the steering of a locomotive or other vehicle which intends to solve the problem of wheels on the inside and outside of a turn needing to trace out circles of different radii..
It is the intention of Ackermann mechanism is to avoid the need for tyre's to slip sideways when following the a certain path around a curve. The geometrical solution to this is for all wheels to have their axles arranged as radii of circles with a common centre point. The rear wheels being fixed, this centre point must be present on a line extended from the rear axle. For the axes of the front wheels to intersect on this line, it is required that the inside front wheel is turned while steering and through a greater angle than the outside wheel. It is present steering system which is used to steer vehicles has a space constraint of obtaining true rolling of wheels at higher turns. If the constrained set up of known steering mechanism is altered, then true rolling of wheels at higher turns will be compromised.
Modern cars do not use pure Ackermann steering mechanism, partly because it ignores important dynamic and compliant effects and also for the reason that the principle is sound for low-speed maneuvering.
It is observed that some racing cars even use reverse Ackermann geometry to compensate for the large difference in slip angle between the outer and inner front wheels while cornering at high speed. With the use of such geometry, reduces tyre temperatures are obtained during high-speed cornering but it compromises performance in low-speed maneuvering.
It is observed that the present steering system lack flexibility of position and generates need for system which can be placed either ahead, behind or on the rolling axis of steered wheel. It means need of steering system which can be placed in all possible motion transmitting positions.
It is also observed that there is a need of steering mechanism which can be converted as Ackerman to Anti-Ackerman by mere changes.

STATEMENT OF INVENTION:
A system to obtain different turning angles of steered wheels at higher degree of turns with two racks, one for
each steered wheel.
A system in which a single rack houses another rack and the system has two different pinions in ""any one
dimensional constraint"".
A system which can be placed in any possible motion transmitting orientation in the preferred space for
steering.
A system which can either be rotated with reference to pinion axis of rotation and placed in preferred angles to
obtain Ackerman or anti Ackermann.
OBJECT'OF THE INVENTION :
The purpose of invention is to achieve different turning angles of steered wheel at higher turning angles. To obtain true rolling at higher turning angles. To attain an axle mounted steering system.
To achieve anti and pro Ackermann in single assembly. It has already been proposed that the said invention can achieve anti and pro Ackermann in a single assembly of racks and pinions.
SUMMARY:
The present invention relates to the steering of a vehicle with the help of rack and pinion arrangement. Available design has a 4 bar mechanism which works on non Grashoff s law. The said invention works in opposition to this law. When the rack rotates, the tie rod connected to its ends make different angles with the said rack, thus an uneven linear travel of tie rod is obtained. The other end of the tie rod is connected to the knuckle; the uneven travel of the tie rod rotates the knuckle with different angles. In the said innovation, obtaining angles of tie rod with knuckle is eliminated, the uneven travel of rack is obtained by compound racks. In the said invention, the space required by 4 bar mechanism to form a trapezoidal shape is eliminated. Because of this constraint, the steering cannot be independently placed in the vehicle and provisions need to be made so that preferably, the steering mechanism works properly without compromising with the vital parts of the vehicle such as transmission, oil sump tank, etc. The said invention can be installed either ahead of the rolling axis of wheels either on the axis or behind the axis or even in inclined position with respect to the axis of tire roll in the plane of rest, same desired results for true rolling can be achieved.

BRIEF DESCRIPTION OF THE DRAWINGS:
The mechanism is an assembly of two racks which host smaller module rack either on or under the bigger rack. Then this assembly of racks meshes with an assembly of smaller module pinion, either placed on or under the bigger module pinion. This set of two pinions is connected to the steering column either by mechanical element or electric motor. The said invention includes a simple driven element (rack) and the driving elements (the pinions). When the pinion rotates the rack is driven according to the direction of rotation of the pinion. These racks are attached to tie rods via fasteners, the other end of the tie rod is fastened to the knuckle hub of the wheel.
The component description is as follows:
Drawing sheet, the number indicates
Reference numeral 1- Rack with smaller module on front side
Reference numeral 2- Rack with larger module on front side
Reference numeral 3- Pinion with smaller module
Reference numeral 4-Pinion with larger module
Reference numeral 5-Rack with smaller module on rear side
Reference numeral 6- Rack with larger module on rear side
Reference numeral 7- casing with rack and pinion assembly
Reference numeral 8-tierod
Reference numeral 9-tierod
Reference numeral 10-knuckle hub
Reference numeral 11 - knuckle hub
Reference numeral 12-axis of rotation of wheel
Reference numeral 13-brake caliper attachment on knuckle upper
Reference numeral 14 - tierod mounting
Reference numeral 15-lower ball joint
Reference numeral 16- brake caliper attachment on knuckle lower
Reference numeral 17-brake caliper attachment on knuckle upper
Reference numeral 18-outer end of tierod
Reference numeral 19- outer end of tierod
Reference numeral 20-strut mount
Reference numeral 21 -tierod ball j oint
Reference numeral 22-rack tierod fastener
Reference numeral 23-rack tierod fastener
Reference numeral 24- tierod ball joint
Reference numeral 25-strut mount
Reference numeral 26-casing cover

Reference numeral 27-keyed shaft via both pinion Reference numeral 28-steering joint Reference numeral 29-steering column Reference numeral 30-steering joint Reference numeral 31 -steering wheel
Figure 1. illustrates the normal position of both rack and pinions during straight position of wheels. Figure 2. illustrates the position of system while turning towards left. Figure 3. illustrates the position of system while turning towards right.
DETAILED DESCRIPTION OF THE INVENTION :
This system includes a set of two pinions mounted one above the other with module X,Y and racks with module XF, YF and a set of racks with module XB,YB.
These said module racks and pinions are either mounted one over the other or are fabricated from one piece. The racks of module XF,XB (2,6) are made to mesh with pinion of module X (4), at higher turning angles only one rack (either 2 or 6) meshes with the pinion (4), there are no teeth on the rack which does not mesh. Being in this state, the rack which does not mesh houses a YF or YB module rack (1 or 5) which in this state, meshes with the pinion of module Y (3). At higher turning angles one set of XF module rack and X module pinion mesh together while at the same time YB module rack and Y module pinion meshes in the other set. The linear travel of the rack with module XF is different than the linear travel of the rack with module YB, these racks are attached to tierod (8, 9) to their end. The tierod (8, 9) travel with different linear distance of DF, DB. The outer end of the tierod (18, 19) is attached to the knuckle (10, 11) on the said tierod mounting (14). The said knuckles lower ball joint (15) and knuckle strut mount (20, 25). The linear travel of DF, DB from the said tierod rotates the said knuckles by 9F and 0B.
In figure 1 the racks and compound pinions are in normal positions and at this instant both the wheels are pointing straight or turn with equal angles.
In figure 2 the front racks appears to have moved a further more leftwards, this condition is while taking a left turn. During the left turn the steering column will be rotated leftwards and the pinions will be assisted to move in the same direction. At a point the front rack would engage its YF module rack with the Y module pinion and rear side will have its XB module rack and X module pinion engaged. As the inner side wheel or left wheel in this case needs to be turned at smaller degree than the outer wheel, this purpose can be well achieved by this meshing to obtain anti-Ackermann.

In figure 3 the rear racks appear to have moved further more rightwards, this condition is while taking the right turn. During a right turn the steering column will be rotated rightwards and the pinions will be assisted to move in the same direction. At a point the front rack will engage its XF module rack with the X module pinion and rear side would have its YB module rack and Y module pinion engaged. As the inner side wheel or right wheel in this case needs to be turned at higher degree than the outer wheel is achieved by this system. The whole system can be reversed by rotating the assembly of (1,2,3,4,5,6,7) in its plane of rest by 180 degrees. The whole system can be made with helical rack and pinion or with circular rack. While this detailed description has disclosed certain specific embodiments of the present invention for illustrative purposes, various modifications will be apparent to those skilled in the art which do not constitute departures from the spirit and scope of the invention as defined in the following claims, and it is to be distinctly understood that the foregoing descriptive matter is to be interpreted merely as illustrative of the invention and not as a limitation.

WE CLAIM:
1. A System for Maneuvering Of Vehicle, Comprising:
a Pinion of module X and a Pinion of module Y, wherein the said Pinions are placed on each other;
a Rack of module XF;
a Rack of module YF;
a Rack of module XB;
a Rack of module YB;
the said system comprises of a Rack which is Combination of said Rack of module XF and said Rack
of YF; the said combination of Rack of modules XF and module YFis placed in front of Pinions;
the said system comprises of a Rack which is Combination of said Rack of module XB and said Rack
ofYB;
the said combination of Rack of modules XB and module YB is placed behind the Pinions;
wherein the said system the said Pinions and the said Racks Mesh with each other which forms a mechanism;
the said system comprises of Casing;
wherein the said system the said mechanism is placed in the Casing;
2. A system according to claim 1, wherein said Pinion of Module X when meshed with said Rack of Module XF leads to a linear Travel of Rack L is different than, result of the said Pinion of module Y if meshed with rack of module YB .
3. A system according to claim 2, wherein the said System comprises of Tie Rods; the said Tie Rods are of Lx, LY lengths;
the said Rack which is Combination of said Rack of module XF and said Rack of YF placed in front of said Pinions is attached at its end to the said Tie rod of Lx length.
the said Rack which is Combination of said Rack of module XF and said Rack of YF placed behind the said Pinions is attached at its end to the said Tie rod of LY length.
The said system as per claim 1, comprises of two Knuckle hubs;
the said system consists an Axis of Rotation wheel means the axis about which wheels rotate; the said Tie Rod is attached to said Knuckle hub in front of Axis of rotation of wheel; the said Tie Rod is attached to said Knuckle hub behind the Axis of rotation of wheel;
wherein the said system the rack of XF module linearly moves by DF Distance the said tie rod attached also linearly moves by DF distance, wherein the said system the rack of YF module linearly moves by DB Distance the said tie rod attached also linearly moves by DB distance.

4. A system according to claim 1, wherein the said tie rod is attached to said knuckle hub in the said
manner;
the said Tie Rod when linearly travels by distance DF it rotates the knuckle hub by 6F angle about its pivotal point;
the said Tie Rod when linearly travels by distance DB it rotates the knuckle hub by 0B angle about its pivotal point;
5. A system according to claim 1, wherein when the System is rotated by 180° on its Resting Plane the
System can give Results of anti- Ackerman System.