T3-1 Steering Systems

Erasmus LLP Intensive Programme
Steering systems
Subtitle: this is the subtitle of the presentation
Powering the Future With Zero Emission and Human Powered Vehicles Terrassa 2011
Your speaker
Mark Pecqueur Onsiphore Pecqueur (1792 1852) Professor at KdG University college Independent expert on Engines and vehicles More than 18 years active in the world of alternative
fuels and drive systems
Powering the Future With Zero Emission and Human Powered Vehicles Terrassa 2011 2
Overview
Introduction
Understeer & oversteer The perfect steering system Different steering principles
The Ackermann steering system Forces & Moment on the wheel Properties of the steering system Cornering performance Conclusion
Understeer & oversteer
Understeer & oversteer
The perfect steering system

Equation of the straight AM:
y =x
l b r+ 2
Equation of the straight BM:
(x b )
f
l b r 2
From geometry we know that the mirroring is around Y axle equal to reversing the direction coefficient of straight. The equation for straight BS is then equal to: l l l b y = (x b ) y =x b b b r r r 2 2 2
f f f f f

If we define:
l b r + 2
f f
Q
f
l r
b 2
l b b r 2
Than we can say that AM is equal to:

y = x P and BS: y = x Q W
We will now calculate the X and Y coordinates of the intersection of this two straights with r as parameter: W AM = BS x p = x Q W X is than:x Q p = W x = Q p l l Qp = b b r r+ 2 2
f f

If we work this out we get:
l r +l Qp
=
b + b l r l 2 2 b + b r 2 r 2
f f f
Finaly:
Qp
2 l r b r 4
2 f 2
If we combine this with (d) we can calculate x:

l b b r 2 x = l 2 r b r 4
f f 2 f 2
+ bf b r 2 f= = 2 r
b r b + 2 2 r
f
2 f
2 r b +b = x 4 r
f
2 f
This is the equation of the x coordinate of the intersection of straight AM and BS we can now also calculate the y coordinate in the intersection.
9

y =x p
Fill in x and P and we get:

+ bf r 2 bf = r 2 l
b 2 In the end we get: r

+
bf l
2 r
2 f
2 r b +b x= 4 r
f
10

In a first evaluation we calculate the coordinates x and y during straight ahead driving. This means that the curvature is than equal to: Applying this to the equation we get:
2 r b +b x = lim 4 r
f r
2 f
=0 2 r b During this situation the intersection is: , 0 2
b 2
y = lim
r
bf l
We find this point in the middle of the front axle of the vehicle.
The second interesting point is the point with the smallest turning circle. This is when the vehicle is turning around his rear wheel the curvature is than equal to:
b 2
Aplying this value into the equation for x and y we b l get: 2 r b +b = y = lim = lim x b b 2 r 4 r b
2 f f
f
= l
11
Different steering principles
Turntable steering system
12

Pivot steering system
13

tg ( WU ) =
l r
+
tg ( Wi ) =
and
b 2
f
l r
b 2
The realtion between the two angels is than:

tg ( Wi ) tg ( WU ) =
l
f
ore:
b b r r+ 2 2 1 1 =b tg ( ) tg ( ) l
WU Wi
l
f
l b b r 4
f 2
2 f
14

30,00
25,00
20,00 wheel angle ()
15,00
10,00
5,00
0,00 5 7 9 11 13 15 17 19 21 23 25 27 29 31 33 35 37 39 41 43 45 47 49 51 53 55
radius (m)
15
16
17
The Ackermann steering system
18
Forces & Moment on the steering angle center line.

Moments du to vertical forces
Influence of or caster
Fncos() Fnsin()
19

Moments du to vertical forces
M=Fnsin()sin()ra
offset tot increase stability
20

Influence of the lateral forces
M=lsFs n=lscos() The caster is relative small so cos() is almost equal to 1 so we get: MFsn
21

Tire trail
Influence of the lateral forces
22

Tire properties
Gough-diagram of a 195/70 VR 14 at a tire pressure of 2,2 bar


Influence of the camber offset
FRl FRr
24

Influence of the tire deformation on the moment around the king pin
displacement from the camber offset while driving in a curve
25
Properties of the steering system
wa=(wl+wr) is=ishiss
26

Dynamic steering ratio
+ i =
sw sdyn wgem
Left
Average steering angle
Right
27

stiffness of the steering system
28

stiffness of the steering system
29
Cornering performance
Stationary cornering just not drifting out of the curve
F cos( ) G sin( ) = F
c c
sl
+ F sr + F nr )
F cos( ) G sin( ) = (F
nl
F cos( ) G sin( ) =
c
F c sin( ) + G cos( )
The centriugal force is equal to:

m v = G v F = g r r
2 c 2
G v cos( ) G sin( ) = g r
2
2 G v sin( ) + G cos( ) g r
v g
G tg ( ) =
2 v tg ( ) + 1 g r
30
Stationary cornering just not drifting put of the curve
Now we calculate the speed v: g r v

2
1 tg ( ) = + tg ( )
+ tg ( ) g r 1 tg ( )
=
g max
+ tg ( ) g r 1 tg ( )
Let us suppose that we drive on a flat road we have than:
v = gr
Stationary cornering just not roll over
F cos( ) h G sin( ) F sin( )

c c
b b G cos( ) = 0 2 2
Replacing Fc by
G v g r
and deviding by cos() we get:
g r
b h tg ( ) 2
= tg ( ) + b h 2
tg ( ) h v
k max
b 2 g r b h tg ( ) 2
+
32
k max
> v g max
+
Cornering stability
tg ( ) h
b 2 g r b h tg ( ) 2
>
+ tg ( ) g r 1 tg ( )
Square both terms and deviding by gr:

tg ( ) + b h 2 tg ( ) > + tg ( ) 1 tg ( ) b h 2
<
2
33

Friction coefficient 0,5 0,55 0,6 0,65 0,7 0,75 0,8 0,85 0,95 0,95
Track Width Track Width Track Width Track Width 0,70 0,75 0,80 0,85 Height C G Height C G Height C G Height C G 0,70 0,75 0,80 0,85 0,64 0,68 0,73 0,77 0,58 0,63 0,67 0,71 0,54 0,58 0,62 0,65 0,50 0,54 0,57 0,61 0,47 0,50 0,53 0,57 0,44 0,47 0,50 0,53 0,41 0,44 0,47 0,50 0,37 0,39 0,42 0,45 0,37 0,39 0,42 0,45 0,70 0,90 Height center of gravity 0,80 0,70 0,60 0,50 0,40 0,30 0,5 0,6 0,7 0,8 0,9 1 friction coefficient 0,75 0,80 0,85
http://www.youtube.com/watch? v=o2ApDSgcnuQ&feature=relat ed
34
Instationary cornering behavior
Mg=Jgg
35
Instationary cornering behavior Slalom test
During this test the drive turns the steering wheel from left to right with a give frequency at a given speed. During the test the yaw rate and the lateral acceleration are measured. If we take a close look we see that the knik in the yaw rate and the drop in the lateral acceleration always accur between 1 and 2 Hz. This is the natural frequency of the suspension system in this situation. If the speed go up the lag also gos up. At 100 km/hour the lag is equal to 90. This means that the drive has already turned the steering wheel for 90 before he get any information back aboud the behavior of the vehicle.
Conclusion
Cornering stability of the HPV is a serious issue The basics are the same bud the implementations must
be different
Light weight is a must Make a good project!
37
Thanks
Questions?
Mark Pecqueur +32 476 40 87 44
38

T3-1 Steering Systems

Transféré par

Informations du document

Copyright

Formats disponibles

Partager ce document

Partager ou intégrer le document

Options de partage

Avez-vous trouvé ce document utile ?

Ce contenu est-il inapproprié ?

Droits d'auteur :

Formats disponibles

T3-1 Steering Systems

Transféré par

Droits d'auteur :

Formats disponibles

Erasmus LLP Intensive Programme

Erasmus LLP Intensive Programme

Erasmus LLP Intensive Programme

Erasmus LLP Intensive Programme

Understeer & oversteer

Erasmus LLP Intensive Programme

Understeer & oversteer

Erasmus LLP Intensive Programme

The perfect steering system

Erasmus LLP Intensive Programme

The perfect steering system

Equation of the straight BM:

Erasmus LLP Intensive Programme

The perfect steering system

Than we can say that AM is equal to:

Erasmus LLP Intensive Programme

The perfect steering system

If we combine this with (d) we can calculate x:

Erasmus LLP Intensive Programme

The perfect steering system

Fill in x and P and we get:

b 2 In the end we get: r

Erasmus LLP Intensive Programme

The perfect steering system

=0 2 r b During this situation the intersection is: , 0 2

Erasmus LLP Intensive Programme

Different steering principles

Turntable steering system

Erasmus LLP Intensive Programme

Different steering principles

Erasmus LLP Intensive Programme

Different steering principles

The realtion between the two angels is than:

Erasmus LLP Intensive Programme

Different steering principles

20,00 wheel angle ()

Erasmus LLP Intensive Programme

Different steering principles

Erasmus LLP Intensive Programme

Different steering principles

Erasmus LLP Intensive Programme

The Ackermann steering system

Erasmus LLP Intensive Programme

Forces & Moment on the steering angle center line.

Erasmus LLP Intensive Programme

Forces & Moment on the steering angle center line.

offset tot increase stability

Erasmus LLP Intensive Programme

Forces & Moment on the steering angle center line.

Erasmus LLP Intensive Programme

Forces & Moment on the steering angle center line.

Erasmus LLP Intensive Programme

Forces & Moment on the steering angle center line.

Gough-diagram of a 195/70 VR 14 at a tire pressure of 2,2 bar

Erasmus LLP Intensive Programme

Forces & Moment on the steering angle center line.

Erasmus LLP Intensive Programme

Forces & Moment on the steering angle center line.

displacement from the camber offset while driving in a curve

Erasmus LLP Intensive Programme

Properties of the steering system

Erasmus LLP Intensive Programme

Properties of the steering system

Average steering angle