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
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

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 )
=x
y
b
b
b
r
r
r
2
2
2
f

If we define:
l
b
r +
2
l b
b
r
2
b
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

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

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

y =x p
Fill in x and P and we get:
+ bf
r 2 bf
2 r
b
2
In the end we get:
y
bf l
2 r
2 r b +b
x=
4 r
f
2
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
b
2
y = lim
bf l
=0
2 r
b
During this situation the intersection is: , 0

2
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
x lim
b
b 2 r
4 r
b
2
= l
11
Turntable steering system
12

Pivot steering system
13

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

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

30,00
25,00
wheel angle ()
20,00
15,00
10,00
5,00
55
53
51
49
47
45
43
41
39
37
35
33
31
29
27
25
23
21
19
17
15
13
11
0,00
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

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

angle center line.
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

angle center line.
Tire trail
Influence of the lateral forces
22

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

23

angle center line.
Influence of the camber offset
FRl
FRr
24

angle center line.
Influence of the tire deformation on the moment around the king pin
displacement from the camber offset while driving in a curve
25
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
Stationary cornering just not drifting out of the curve
F cos( ) G sin( ) = F
c
sl
+ F sr
F cos( ) G sin( ) = (F
c
F cos( ) G sin( ) =
c
nl
+ F nr )
F c sin( ) + G cos( )
The centriugal force is equal to:

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

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

tg ( ) b
h
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
0,75
0,80
0,85
http://www.youtube.com/watch?
v=o2ApDSgcnuQ&feature=relat
ed
Height center of gravity
0,90
0,80
0,70
0,60
0,50
0,40
0,30
0,5
0,6
0,7
0,8
0,9
friction coefficient
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.
36
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

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Erasmus LLP Intensive Programme

Erasmus LLP Intensive Programme

Erasmus LLP Intensive Programme

The Ackermann steering system

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:

This is the equation of the x

Erasmus LLP Intensive Programme

The perfect steering system

Fill in x and P and we get:

Erasmus LLP Intensive Programme

The perfect steering system

During this situation the intersection is: , 0

We find this point in the middle of the

Aplying this value into the equation for x and y we

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

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

Erasmus LLP Intensive Programme

Forces & Moment on the steering

offset tot increase stability

Erasmus LLP Intensive Programme

Forces & Moment on the steering

Erasmus LLP Intensive Programme

Forces & Moment on the steering

Influence of the lateral forces

Erasmus LLP Intensive Programme

Forces & Moment on the steering

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

Erasmus LLP Intensive Programme

Forces & Moment on the steering

displacement from the camber offset while driving in a curve

Erasmus LLP Intensive Programme

Properties of the steering system