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Rack and Pinion
Utilizes a rack and pinion gear system to turn rotational (steering wheel) motion into linear motion, which in turn moves the other linkages to make the wheels turn.
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I think you are well on the way to having a good idea of what it takes to design in proper Ackerman.
To answer your question, no there is no reason to be concerned about using angles going the opposite way of convention.
Your arms are pointing inward toward the front, but your rack also is aft of the outboard tie-rod ends. So the effective angle between the tie rod and the steering arm is near 90*. That 90* angle alone would give you zero Ackerman since a lot of what creates Ackerman is that on the inside wheel that angle is obtuse and getting more obtuse, and on the outside that angle is approaching 90*, then going acute. The point at which you are at a right angle is the point where you get the least movement and the farther you go from a right angle the more steering movement you get on that wheel.
In your case, you start at about a right angle in both sides and one goes more acute at approximately the rate the other goes more obtuse. The rack being aft means that as the rack moves, the angle between the lateral axis of the car and the tie rod is going to be different on each side, which will give the different steering behaviors on each side, providing Ackerman.
This is what I was alluding to with longitudinal adjustments of the rack to adjust Ackerman through testing. I've never seen a solar car team have an adjustable rack, but it would be possible as long as it is mounted securely.
Anti-Ackermann vs Ackermann
https://www.f1technical.net/forum/viewtopic.php?t=8874
The above forum contains comments that explain basic anti-Ackermann vs Ackermann quite well in layman's terms.
Due to material properties within the tire, every type of tire will have a different slip angle (the difference in traveling direction and the direction the tire is pointed in) preference for maximum grip at different loading conditions. When cornering very fast and turning tightly, the vertical loads on the tires will change, and the tires will want to see a certain slip angle for maximum performance. Ackermann can be applied because pro-Ackermann will introduce more slip angle for the inner tire while anti-Ackermann will introduce less slip angle. Tires can prefer more or less slip angles in a turn. By knowing tire characteristics, the type of geometry can be chosen. Normally, when turning, the inner wheel will normally see reduced loads.