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Front Axle and Steering Systems
Published in G. K. Awari, V. S. Kumbhar, R. B. Tirpude, Automotive Systems, 2021
G. K. Awari, V. S. Kumbhar, R. B. Tirpude
The requirements of steering are To provide accurate and light steering control with minimum steering wheel movement.Minimum shocks to the driver.At the time of moving from parking, steering effort of the driver should be minimum.It must be possible to drive the vehicle accurately, i.e. without any unusual steering corrections.There should not be any play in the mechanical parts of vehicle. .The entirety of the mechanical transmission devices must be able to take all types of loads in all operating conditions.The steering linkage must have sufficient strength to withstand the failures and cracks during unusual driving manoeuvres, such as driving over obstacles and road irregularities.In case of failure of assisted steering, the force required to actuate the system mechanically should not exceed beyond the capacity of the driver.
Gears and Gear Trains
Published in Eric Constans, Karl B. Dyer, Introduction to Mechanism Design, 2018
A typical rack and pinion gearset is shown in Figure 8.8. A rack is a set of gear teeth machined onto a straight bar, and is best understood as being an ordinary spur gear with infinite diameter. Racks are most commonly used to change rotary motion to linear motion. In a “rack and pinion” steering system, rotary motion from the steering wheel is converted to linear motion of the steering linkage.
Chassis systems
Published in Tom Denton, Automobile Mechanical and Electrical Systems, 2018
In the type of steering that is now almost universal on light vehicles, the steering linkage is operated by a rack and pinion. Two designs are encountered as shown in Figure 4.51, number 1 being by far the more common. The rack either forms part of the track rod or acts directly on the split track rod.
Force sensors for active safety, stability enhancement and lightweight construction of road vehicles
Published in Vehicle System Dynamics, 2023
Giampiero Mastinu, Massimiliano Gobbi
In [47], using the brush tyre model, the friction potential is evaluated at the left and right tyres respectively, by measuring with piezo-load cells the axial forces at the two connecting rods of a steering linkage system. The friction potential estimation requires the contact length information. In [48], the ESC is proposed to be enhanced by measuring forces at the steering linkage, authors claim encouraging results. In [227], tie-rods of the steering linkage are instrumented to derive the self-aligning torque, other relevant variables are estimated. The electronic power steering current is used to estimate the force applied at the steering rack. The friction of the steering linkage is somehow cancelled and considering the tyre self-aligning torque, the lateral grip margin is estimated. In [53], steering torque provided by electric power steering is used to estimate the self-aligning torque and the friction potential. In [54], a vehicle measurement system is used to derive tyre characteristics to be compared with indoor reference measurement. This vehicle instrumentation is only indirectly pertinent with the force and measurement technology dealt with in this paper.
Time-dependent mechanism reliability analysis with imprecise probability distributions based on envelope function
Published in Mechanics Based Design of Structures and Machines, 2023
Zheng Zhang, Changcong Zhou, Qi Chang, Haihe Li, Zhufeng Yue
As shown in Table 10, we can draw similar conclusions to the above examples that errors of the upper and lower bounds of failure probability estimated by MEVF refer to the MCS procedure are less than 6%. It indicates that MEVF can guarantee the accuracy in this rack-and pinion steering linkage mechanism. As for the calls to the limit state function, that required by MEVF to estimate is 210 × 54× comparing with 106×100 × 65× by MCS. And for the upper bound of failure probability of MEVF is 210 × 111× while it is 106×100 × 106× for MCS. The results listed in Table 10 show that MEVF is reasonable and more efficient in this mechanism.
Friction detection from stationary steering manoeuvres
Published in Vehicle System Dynamics, 2020
The data collected include the steering angles and tyre forces. Since the P1 vehicle has independent left and right steering systems, the steering angles are recorded from encoders on the steering servomotors. These encoders have a resolution of 0.00225 degrees per tick at the output of the steering gearbox. The gearbox angle is transformed through the steering linkage kinematics to obtain the roadwheel angle. Backlash and compliances in the linkage are likely present, but equipment has not been available to quantify these effects. As a result, they are neglected in the model but observed effects are noted in the discussion of the experimental results. The architecture of the system is illustrated in Figure 5 below.