China
Africa
Explore chapters and articles related to this topic
Running gear
Published in Andrew Livesey, Practical Motorsport Engineering, 2019
The steering box is bolted to the chassis. The steering column is attached to the steering box; the steering wheel is attached to the inner part of the steering column. The cross-shaft is attached to the steering linkage underneath the car. The steering box does a number of different jobs, the main ones are: Turning the drive through a right-angle (90 degrees) between the steering column and the cross-shaftGiving a reduction gear ratio of about 14:1 so that the turning force applied by the driver to the steering wheel is increased at the cross-shaft. The movement of the cross-shaft will be reduced by an equivalent (14:1) movement ratioStops bumps caused by road surface irregularities being passed on to the driver With worm and peg steering, the peg is at the end of the rocker shaft. The tip of the peg sits in the worm. The worm is fitted on the end of the steering column. When the steering column is turned by the steering wheel the worm turns too. The peg follows the helical thread of the worm; this moves the rocker shaft that is attached to the cross-shaft. The cross-shaft turns move the steering linkage.
Suspension and Steering
Published in Andrew Livesey, Basic Motorsport Engineering, 2012
The steering box is bolted to the chassis. The steering column is attached to the steering box; the steering wheel is attached to the inner part of the steering column. The cross-shaft is attached to the steering linkage underneath the car. The steering box does a number of different jobs, the main ones are: Turning the drive through a right-angle (90 degrees) between the steering column and the cross-shaft.Giving a reduction gear ratio of about 14:1 so that the turning force applied by the driver to the steering wheel is increased at the cross-shaft. The movement of the cross-shaft will be reduced by an equivalent (14:1) movement ratio.Stops bumps caused by road surface irregularities being passed on to the driver.
Our Ambassadors
Published in Tim Turner, One Team on All Levels, 2011
Toyotas also have front and rear energy-absorbing crumple zones and side impact door beams, to protect the occupants during a collision. Another safety feature Toyotas have is hill start assist (HSA), which prevents the vehicle from rolling backward while taking off from a stop on an incline. A twelfth security feature is a collapsible steering column, which means that upon impact of the steering column, the steering column will collapse, preventing the steering wheel from being pushed into the driver’s body. All Toyota vehicles also have an engine immobilizer system (EIS), which means that it is impossible to hotwire the vehicle or have it stolen. The vehicle will not start unless the correct key fob with the correct ID is inserted into the key-fob slot or sensed via the smart key system. There is also a center high-mount stop lamp (CHMSL) on Toyota vehicles, which makes it easier for drivers of larger and taller vehicles, like the Toyota Tundra or Sequoia, to see the brake lights and prevent a rear-end collision. Toyotas also include a temporary spare tire.
Development and implementation of a time- and computationally-efficient methodology for reconstructing real-world crashes using finite element modeling to improve crash injury research investigations
Published in Computer Methods in Biomechanics and Biomedical Engineering, 2022
Casey Costa, James P. Gaewsky, Joel D. Stitzel, F. Scott Gayzik, Fang-Chi Hsu, R. Shayn Martin, Anna N. Miller, Ashley A. Weaver
To quantify the alignment between reconstruction and case kinematics, a novel metric, the Contact Kinematic Score (CKS), was developed and calculated for each case using Eq. (2): where binary variables represent whether the given contact occurred (C = 1) or not (C = 0) in the reconstruction (CR) or case (CC), and CL is the confidence level for the given contact (unknown = 0, possible = 1, probable = 2, certain = 3). Since CC represents case contacts, it always equals 1. Eq. (2) weighs each contact based on its confidence level. The resulting CKS is a value between 0 and 1, with 0 representing no matches between case and reconstruction and 1 representing that the M50-OS contacted all known case contacts. In the reconstructions, case contacts were positive if the M50-OS contacted the reported section of the vehicle in the same location. For the steering wheel assembly, steering column collapse and physical contact were both considered positive for contact. The same approach is used to determine steering wheel contact in CIREN since the absence of direct contact does not mean the steering assembly did not contribute to injury through the airbag.
Two Nash-equilibrium-based steering control models for representing a driver’s interaction with vehicle automated steering
Published in Vehicle System Dynamics, 2022
Xiaoxiang Na, David J. Cole, Gang Li
In the experiment, the AFS control law (4) has been programmed into the driving simulator. The AFS system, as described in [11,12], can superimpose a steering angle on the steering column independently of the driver’s steering wheel angle. As a result, the steering action applied to the vehicle is a blend of the driver’s and the AFS controller’s steering angles. The influence of these two sources of steering angles on vehicle dynamics is illustrated in Figure 1, and numerically implemented via (1). Note that the steering control performed by the AFS system is powered by the AFS actuator. Hence, the driver is less likely to perceive extra steering effort when the AFS system is in operation. However, the driver may recognise the intervention of the AFS control as it does affect the vehicle’s directional response, e.g. in terms of pulling the vehicle in a direction opposite to the driver’s target path. The vehicle parameters and AFS controller parameters used by the driving simulator are the same as those employed in the simulation study, as described in Section 3.
A system optimisation design approach to vehicle structure under frontal impact based on SVR of optimised hybrid kernel function
Published in International Journal of Crashworthiness, 2021
Xianguang Gu, Wei Wang, Liang Xia, Ping Jiang
Vehicle crashworthiness can be evaluated by parameters such as the peak acceleration, absorbed energy and firewall intrusion [28,31,32]. The peak acceleration indicates the motion characteristics of vehicle in a frontal impact. The smaller the peak value is, the smoother the vehicle crash process is, and the smaller the impact damage to passengers is. The capacity of the energy absorption of the vehicle body plays an important role in occupant protection. The kinetic energy that is not absorbed during the impact is transmitted to the compartment, causing it to be severely deformed and leading serious injuries to the occupants. The firewall is located in the front of the cab, and its intrusion must be strictly controlled. Over-deformation of the firewall will lead to large displacement of steering column and steering wheel, endangering the safety of passengers. Meanwhile, the structure lightweight also needs to be considered in the optimisation design in order to decrease the fuel consumption and make the products environmentally friendly.