Steering Report:

Aim:

The main objectives of the steering system are to provide the driver with
an accurate, predictable, and reliable method for navigating a Baja vehicle
over rough terrain. A small turning radius provides the driver with a
responsive and controllable ride. In addition, the steering system does not
interfere with the suspension, allowing for optimal negotiation of off-road
conditions.

Design:

The prerogative of a steering system in our BAJA vehicle is to achieve

static directional stability, achieve a good turning radius and to provide
directional control at high speeds.
Ackermann Steering geometry is used taking into consideration that it
theoretically gives
perfect steering at low speeds by being tangent to concentric circles
about a turning centre
which lies on a line through the rear and also that it results in toe out of
the outside wheel in a turn. This perfectly fits the conditions on track at
BAJA when compared to parallel or
anti geometries for the situation. In this case, the tires are at small slip
angles and therefore,
a 100% Ackermann Geometry best suits the plot.

Considerations:

i. To obtain optimal turning radius

ii. Improve steering returnability for better control.
iii. Minimize bump-steer.
iv. Optimizing the wheel alignment in order to utilize maximum traction
available while cornering and enhance the steering feel.
v. Design according to packaging constraints

Rack and pinion system is chosen because:

Give a much better feel for the driver and a positive response.
Small space requirement and simplicity in design
Rarely wears
No slop or slack associated, as compared to pitman arm
Relative simplicity to install and low cost.
For our vehicle we decided to use a 14'' rack with 4.25 inches of
travel, having a gear ratio of 12:1 and a lock to lock of 1.5 turns

Tie Rod Calculations:

Following data was forwarded from the suspension team:

The hard-points for the tie rod were obtained so that bump steer is
minimized. Ideally the tie rod should be positioned such that its length
should lie along the imaginary lines A and B. The imaginary line passing
through tie rod should pass through the Suspension Roll Centre created by
the two control arms. This setting will minimize the bump steer.

In order to minimize the height of the rack from the LFS, the tie rod is
considered at the same y -coordinate of the lower pivot point, which is 1.5
inches above the LFS. Thus, we get the y and z coordinates for the tie rod
on the rack to be (-177.8,424.2). Following the above stated rule, we get
the coordinate of the tie rod on the spindle to be (-611.632,174.4)(All
coordinate dimensions are in mm)
Thus the length of tie rod required will be around 19.71in.
For the sake of simplicity, we take the z coordinates of the tie rod on rack
and the tie rod on spindle to be the same. Also this means that at static
condition it will be a trapezoid steering geometry, which gives results
extremely similar to that of Ackermann (We take the distance of rack from
front centreline as 5'')

Steering Arm Calculations:

Data forwarded by the suspension team:
Wheelbase = 60
Track Width = 54

Assumptions:

Zero slip condition for slow turning

Front inner wheel angle(maximum)=40

Cot i = Cot(40)= 1.1917

Cot =(w/l)+Cot i
=(54/60)+1.1917
=2.0917
=25.5515
The Ackermann angle( approximated) = = arctan(kingpin centre to
centre distance/2*(wheelbase))=arctan(54-2.0956/60*2)=23.3902

Distance of the rack from the front wheel centreline h= 5

Steering arm length = h/cos = 5.4476
Rack travel required for centre to lock = r*{sin ( + ) sin } =2.7079
Thus no. Of turns to centre to lock = 1.5*2.7079/4.25(considering the 540
lock to lock rack on desert karts)
Steering ratio achieved with above configuration = (0.9557*360)/40
=8.6017:1

Here x coordinate of other end of steering arm will be=26.2426

IF WE CONSIDER THE PRESENT RACK:

Thus no. Of turns to lock to lock = 2.7079*25.4/42.2

Steering ratio achieved with above configuration = (0.9643*360)/40
=14.6688:1
I would consider getting a new rack a good option, as it would improve
handling and cut down on 2-3 kgs of weight.

Turning Radius:

a2 = distance of the CG from the rear axle

l=60''
i=40
=25.5515

From suspension data:

Static weight on front

axle(kg): 142.5
Static weight on rear axle
(kg) : 157.5

a2=(142.5*60+157.5*0)/300=28.5''
R=102.5437''=2.6 m

Calculations for steering effort:

Weight of the car = 3000kg

Weight in the front = 142.5 kg
Weight on each tire = 71.25 kg

Some part of the steering effort comes from the forces that act on the tire
contact patch
This force would come due to the offset kingpin, scrub radius and due to
the caster trail
From suspension data:
Scrub Radius=2.37in
Caster Trail=1.45in
Thus torque developed at tire contact patch=[-
(2.37)+1.45]*71.25*9.81*25.4
60717.47445+25742.78888
Torque Required=65.948N-m
DONT USE THIS IN THE REPORT. VALUES ARE WAY OFF.I don't know
what's wrong here. Please let me know if you do. Most webpages told me
to just draw a FBD and proceed. I'll search further.

For Now:
Weight of the car = 300kg
Weight in the front = 142.5 kg
Weight on each tire = 71.25 kg
Coefficient of friction in longitudinal direction = 0.4
Thus the lateral force = Force applied on the rack = 279.3 N
Torque applied on the pinion = 1.35x 25.4x279.3 = 9577.197 N-
mm(Doubtful about size of pinion gear- need to ask when ordering)
Torque transmitted to the steering wheel = 9577.197N-mm
Thus steering effort = 9577.197/(5.5x25.4) N = 68.555 N

Calculations for steering column:

Considering a column made of mild steel:

Sy=250MPa
Ssy=0.5*Sy=125MPa

=Tdo/2J=4704.588*16*do/((do)-(di))( Need to take do&di-Does

anyone have any estimates of the diameters in the currently used column)
nf=Ssy/

Check that tie rod and steering arm are never in a straight line:

At maximum turn, i=40

thus =25.7723(using Ackermann approximation)
=20.655(using trapezoid geometry)

Also,

where s= distance of rack from the front axle

this gives us =7.6,which is the maximum value which will reach,

while the minimum value of is 25.7723.
alternatively when we use trapezoid geometry, we get a =8.656, while
the minimum value of is 20.655.

From the diagram, it is evident that for steering arm and tie rod to be in a
straight line, = .Thus never would the steering arm and tie rod
ever be in a straight line. Thus never would the arrangement be flipped.

Calculations of under steer gradients:

Cornering Stiffnesses :

Due to unavailability of tire data the cornering stiffnesses had to be

estimated

CF = front tire cornering stiffness =-9.455 * (WF/2.0) LB/RADIAN =

-673.668 LB/RADIAN
where, wf=weight of the vehicle supported by the front tires

Assuming the STATIC MARGIN for the car to be +0.05 .

(the static margin varies as +0.05-0.07 for ATVS)

Now calculating the cornering stiffness for the other tire using the formula
where a=distance of CG from front axle=28.5''
b=distance of CG from rear axle =31.5''

We get the CR as -744.5804 LB/RADIAN

Derivative approach to determine US characteristics of the car:

where Y=net lateral force acting on the 2DF car model

N=net yaw moments acting on the vehicle

The following table explains the physical significance of the derivatives:

Calculation of derivatives:

Y = -1418.2484 LB/RADIAN
Y = +673.668 LB/RADIAN
N = 354.562 FT-LB/RADIAN
N = 1599.9615 FT-LB/RADIAN

Yr and Nr are dynamic parameters, which depend on instantaneous

velocity and are hence not included in calculation.

Calculation of US parameters

Stability Factor k:

The stability factor k is used to calculate various other parameters as well

as determine the US characteristic of the vehicle.

MATHEMATICALLY:
Where m=mass of vehicle
l=wheelbase
C=CR+CF
Thus K = +0.0188
According to SAE DEFINITION a positive k indicates US.
Considering that last year's design had a similar stability factor, I think
this should work fine.
According to RCVD they've only explained the significance with respect to
the sign of stability factor which is obtained. No mention is made about
the magnitude obtained

UNDERSTEER GRADIENT
In derivative terms the US gradient is

It comes out to be +5.4 (Basically a measure of US of the car)