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Chassis systems
Published in Tom Denton, Automobile Mechanical and Electrical Systems, 2018
Ball joints allow parts of the steering linkage to rotate about the longitudinal axis of the ball joint (Fig. 4.53). They also allow limited swivel movements transversely to the longitudinal axis. The lubricated ball pivot is supported in steel cups or between preloaded plastic cups. A gaiter prevents lubricant losses. Ball joints are generally maintenance free and must always be renewed if the gaiter is damaged.
A hybrid of CFD and PSO optimization design method of the integrated slipper/swashplate structure in seawater hydraulic axial piston pump
Published in Engineering Applications of Computational Fluid Mechanics, 2022
Ruidong Hong, Hui Ji, Songlin Nie, Hao He, Ming Guo, Fanglong Yin, Xiaopeng Yan
The configuration of a traditional SHAPP is illustrated in Figure 2. The rotating kit mainly includes a cylinder which is connected to the drive shaft and piston/slipper assembly. A slipper is coupled to the piston through a pair of ball and socket joint to form a ball joint friction pair. When the shaft rotates, the piston/slipper assembly slides on the swashplate, and forces each piston to make a periodic linear reciprocating motion inside the cylinder. Generally, the main lubrication interfaces of SHAPP would adopt the ‘soft-to-hard’ material combination of corrosion-resistant metals and engineering materials, such as PEEK/17-4PH (Huang et al., 2020; Nie et al., 2019). However, those underwater equipment would be subject to the increased working pressure and rotational speed in some specific occasions, which will lead to the abnormal work of SHAPP. The high-working pressure significantly would be inclined to cause the deformation of softer material and increase the lateral force on the piston, bend the piston and accelerate its wear, especially in poorly lubricated seawater (Nie et al., 2021; Yin et al., 2021a,b; Zhu et al., 2020); the high shaft speed would make the slipper generate considerable centrifugal force due to its own structure causing severe sliding wear (Bergada et al., 2010; Suo et al., 2021).
Friction detection from stationary steering manoeuvres
Published in Vehicle System Dynamics, 2020
The kingpin axis intersection with the tyre patch, given by and , was obtained from the vehicle's suspension design by projecting the kingpin axis, as defined by the ball joint locations, to the tyre patch area. In this work, the kingpin inclination angle was assumed to be sufficiently small such that rotations about the kingpin axis produce tyre brush deformations that are approximately equivalent to those resulting from a rotation about a vertical axis. The justification for this assumption is that the work is performed with the vehicle at zero speed and thus the suspension is at ride height, at which it is generally designed to keep the tyres in relatively flat contact with the ground to improve handling and reduce tyre wear. A known condition for the test vehicle where this assumption breaks down is at the extremes of the steering lock, where there is a moderate camber change that can be observed in the component force measurements from the wheel force transducers. To avoid erroneous friction measurements, the use of the algorithm can simply be prevented at these extreme points in the steering range.