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Steering Class
Steering Class
Ackerman Geometry
δo δi
Basic layout for
passenger cars, trucks,
and ag tractors
δo = outer steering Center of
angle and δi = inner L Gravity
R Turn
steering angle Center
δi
R= turn radius δo
L= wheelbase and Figure 1.1.
t=distance between t Pivoting
tires Spindle
(Gillespie, 1992)
Cornering Stiffness and
Lateral Force of a Single
Tire
Lateral force (Fy) is the force produced by
the tire due to the slip angle.
The cornering stiffness (Cα) is the rate of
change of the lateral force with the slip
angle. α
V
Fy t
Figure 1.2. Fy
C Fy acts at a
(1) distance (t) from
the wheel center
known as the
pneumatic trail
W f *V 2
f (2)
α
Cf * g * R V
Wr *V 2
r Fy
t
Cr * g * R (3)
W = weight on tires
C α= Cornering Stiffness
Figure 1.2.
g = acceleration of gravity Repeated
V = vehicle velocity
(Gillespie, 1992)
Steering angle
The steering angle (δ) is also known as the Ackerman angle and is the
average of the front wheel angles
For low speeds it is:
δi
δo
For high speeds it is:
L
(4)
R Center
L of
L R
f r Gravity
δi
R (5) δo
αf=front slip angle
Figure 1.1.
αr=rear slip angle t
Repeated
(Gillespie, 1992)
Three Wheel
Figure 1.3. Three wheel
vehicle with turn radius
and steering angle
shown
R
δ
Can have
shorter
turning radius
Allows front
and back axle Figure 1.6. Articulated
to be solid vehicle with turn radius
and steering angle
shown
Aligning Torque of a
Single Tire
Aligning Torque (Mz) is the resultant
moment about the center of the wheel
due to the lateral force.
M z Fy * t (6) α
V
t
Fy
Figure 1.7. Top Mz
view of a tire
showing the
aligning torque.
Figure 1.10.
Camber angle on
an actual tractor
Wheel Caster
Pivot Axis
The axle is placed
some distance
behind the pivot
axis
Promotes stability
Steering becomes
more difficult Figure 1.11. Wheel
caster creating
stability
(Gillespie, 1992)
Understeer
The steered wheels must be steered to a
greater angle than the rear wheels
The steer angle on a constant radius turn is
increased by the understeer gradient (K) times
the lateral acceleration. α
V
t
L ay
K * ay (7)
R
Figure 1.2.
Repeated
(Gillespie, 1992)
Understeer Gradient
If we set equation 6 equal to equation 2 we can see that K*a y is equal
to the difference in front and rear slip angles.
Substituting equations 3 and 4 in for the slip angles yields:
Wf Wr
K (8)
Cf Cr
Since
2
V
ay (9)
g*R
(Gillespie, 1992)
Characteristic Speed
The characteristic speed is a way to
quantify understeer.
Speed at which the steer angle is
twice the Ackerman angle.
57.3 * L * g
Vchar (10)
K
(Gillespie, 1992)
Oversteer
The vehicle is such that the steering wheel
must be turned so that the steering angle
decreases as speed is increased
The steering angle is decreased by the
understeer gradient times the lateral
acceleration, meaning the understeer
gradient is negative
Front steer angle is less than rear steer angle
(Gillespie, 1992)
Critical Speed
The critical speed is the speed
where an oversteer vehicle is no
longer directionally stable.
57.3 * L * g
Vcrit (11)
K
(Gillespie, 1992)
Lateral Acceleration Gain
Lateral acceleration gain is the ratio of lateral
acceleration to the steering angle.
Helps to quantify the performance of the system
by telling us how much lateral acceleration is
achieved per degree of steer angle
V2
ay 57.3Lg (12)
KV 2
1
57.3Lg
(Gillespie, 1992)
Example Problem
A car has a weight of 1850 lb front axle and 1550 lb on the
rear with a wheelbase of 105 inches. The tires have the
cornering stiffness values given below:
L 105 / 12
0.117 rad.
R 75
Or 6.68 deg
Basic System Components
Steering Valve
Cylinder/Actuator
Filter
Reservoir
Steering Pump
Relief Valve
– Can be built into
pump
Pump
(3)
(10)
U=Underlap of valve
(Merritt, 1967)
Open Center Flow Gain
(12)
(Merritt, 1967)
Pressure Sensitivity
Pressure sensitivity is an indication of the effect
of spool movement on pressure
It is given by the following equation from
Merritt:
(4)
Open Center Pressure
Sensitivity
In the null position, the open center
pressure sensitivity is:
(13)
U = underlap
(Merritt, 1967)
Open Center System
Non-Reversing-
Cylinder ports are
blocked in neutral
valve position, the
operator must steer
the wheel back to
straight
Open Center Circuit,
Reversing
Reversing –
Wheels
automatically
return to
straight
Open Center Circuit,
Power Beyond
Any flow not used
by steering goes to
secondary function
Good for lawn and
garden equipment
and utility vehicles
Auxiliary
Port
Open Center Demand
Circuit
Contains closed center load
sensing valve and open
center auxiliary circuit valve
When vehicle is steered,
steering valve lets pressure
to priority demand valve,
increasing pressure at priority
valve causes flow to shift
Uses fixed displacement
pump
Closed Center System
Pump-variable delivery, constant pressure
– Commonly an axial piston pump with
variable swash plate
– A compensator controls output flow
maintaining constant pressure at the
steering unit
– Usually high pressure systems
Possible to share the pump with other
hydraulic functions
– Must have a priority valve for the
steering system
Closed Center Circuit,
Non-Reversing
Variable displacement pump
All valve ports blocked
when vehicle is not being
steered
Amount of flow dependent
on steering speed and
displacement of steering
valve
Closed Center Circuit with
priority valve
With steering
priority valve
– Variable volume,
pressure
compensating pump
– Priority valve ensures
adequate flow to
steering valve
Closed Center Load
Sensing Circuit
A special load sensing valve is
used to operate the actuator
Load variations in the steering
circuit do not affect axle
response or steering rate
Only the flow required by the
steering circuit is sent to it
Priority valve ensures the
steering circuit has adequate
flow and pressure
Arrangements
Steering valve and metering unit
as one linked to steering wheel
Metering unit at
steering wheel,
steering valve
remote linked
Design Calculations-
Hydraguide
Calculate Kingpin Torque
Determine Cylinder Force
Calculate Cylinder Area
Determine Cylinder Stroke
Calculate Swept Volume
Calculate Displacement
Calculate Minimum Pump Flow
Decide if pressure is suitable
Select Relief Valve Setting
(Parker, 2000)
Kingpin Torque (Tk)
First determine the
coefficient of friction
(μ) using the chart. E
(in) is the Kingpin Figure 3.10.
Coefficient of
offset and B (in) is
Friction Chart
the nominal tire width and Kingpin
Diagram
(Parker)
(Parker, 2000)
Kingpin Torque
Information about the tire is needed. If we
assume a uniform tire pressure then the following
equation can be used.
Io
T W * * E2 (1)
A
W=Weight on steered axle (lbs)
Io=Polar moment of inertia of tire print
A=area of tire print
μ.= Friction Coefficient
E= Kingpin Offset
(Parker, 2000)
Kingpin Torque
If the pressure distribution is known then the
radius of gyration (k) can be computed. The
following relationship can be applied.
Io
k 2
(2)
A
If there is no information available about the tire
print, then a circular tire print can be assumed using
the nominal tire width as the diameter
B2
Tk W*μ E2 (3)
8
(Parker, 2000)
Calculate Approximate
Cylinder Force (Fc)
TK
FC (4)
R
Fc= Cylinder Force (lbs) Figure 3.11 Geometry
R = Minimum Radius Arm Diagram (Parker)
Fc
Ac (5)
P
Fc=Cylinder Force (lbs)
P=Pressure rating of steering valve
Select the next larger cylinder size
-For a single cylinder use only the rod area
-For a double cylinder use the rod end area plus the bore
area
(Parker, 2000)
Determine Cylinder Stroke (S)
(Parker, 2000)
Swept Volume (Vs) of Cylinder
Swept Volume (in3) One Balanced Cylinder
VS * ( DB DR ) * S
2 2
(6)
4
DB=Diameter of bore
DR=Diameter of rod
S = Stroke
Vs = Swept volume
(Parker, 2000)
Swept Volume of Cylinder
One Unbalanced Cylinder
– Head Side
* DB2
Vs *S
4 (7)
– Rod Side
-Same as one balanced
Two Unbalanced Cylinders
*S
Vs ( 2 * DB DR )
2 2
(8)
4
(Parker, 2000)
Displacement
Vs
D (9)
n
D= Displacement
n= Number of steering wheel turns lock to lock
Vs = Volume swept
(Parker, 2000)
Minimum Pump Flow
D * Ns
Q (10)
231
Ns = steering speed in revolutions per minute
Q = Pump Flow is in gpm per revolution
D = Displacement
(Parker, 2000)
Steering Speed
(Parker, 2000)
Hydraulic Power Assist
Full Time
– The valve is installed without centering springs.
Any movement of the steering wheel results in
hydraulic boost being applied.
(Vickers, 1967)
Electrohydraulic Steering