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Running gear
Published in Andrew Livesey, Practical Motorsport Engineering, 2019
When the steering wheel is turned, this turns the steering column that operates the mechanism of the steering box. The cross-shaft is the output from the steering box, which moves the drop-arm. This pushes or pulls the drag link, which operates the steering lever, which is attached to the offside stub axle. The offside wheel is thereby moved in the required direction. The wheel hub is mounted on the stub axle, which pivots on the king pin in the beam axle. The track rod is attached to the offside steering lever, so that it moves transversely when the offside wheel is turned. This moves the nearside track rod end (TRE) which is attached to the nearside steering arm that steers the nearside stub axle and the nearside wheel.
Suspension and Steering
Published in Andrew Livesey, Basic Motorsport Engineering, 2012
When the steering wheel is turned, this turns the steering column that operates the mechanism of the steering box. The cross-shaft is the output from the steering box, which moves the drop-arm. This pushes or pulls the drag link, which operates the steering lever, which is attached to the offside stub axle. The offside wheel is thereby moved in the required direction. The wheel hub is mounted on the stub axle, which pivots on the kingpin in the beam axle. The track rod is attached to the offside steering lever so that it moves transversely when the offside wheel is turned. This moves the nearside track rod end (TRE), which is attached to the nearside steering arm, which steers the nearside stub axle and the nearside wheel.
Manual steering
Published in M.J. Nunney, Light and Heavy Vehicle Technology, 2007
This is known also as the steering side tube and is fitted with a ball joint connecting socket at each end. The front and rear sockets embrace ball pins retained in the lower end of the drop arm and the outer end of the axle steering arm respectively. The drag link thus acts as a pull-and-push rod to convey steering movements from the chassis-mounted steering box to the spring-mounted axle.
Implementation and validation of a three degrees of freedom steering-system model in a full vehicle model
Published in Vehicle System Dynamics, 2019
Jan Loof, Igo Besselink, Henk Nijmeijer
A typical truck steering-system is shown in Figure 1(b). The driver actuates the steering-wheel, which is connected to the steering-column. Two universal joints are present to facilitate the height adjustment and the cabin motion. The second universal joint is connected to the input side of the steering-house, where the input torque is amplified by a hydraulic system. A simplified approach to model this hydraulic system is shown in Figure 1(a) where a boost-curve is shown. This boost-curve defines the resulting output torque of the steering-house as a function of input torque. The output of the steering-house is connected to the pitman-arm which moves the drag-link. The drag-link motion is converted to a rotation of the left wheel by means of a wheel-lever. The left wheel is connected to the right wheel via a tie-rod. Figure 3(a) shows the internals of a typical steering-house. The input torque is applied to the torsion-bar. This torsion-bar is connected to the spindle which converts the rotation into a translation of the piston. The piston has teeth on the bottom to actuate the sector-shaft which is the output of the steering-house. Upon deflection of the torsion-bar, the valve system gets actuated as shown in Figure 3(b). The inner part moves with respect to the outer part and the oil flow to one chamber gets restricted and the flow-path to the other chamber is opened. This results in a pressure difference across the piston. This pressure difference can only be influenced by torques on the output side of the steering-house resulting from the tyre feedback or by torques on the steering-wheel side resulting from the driver, there are no other inputs available.