DOCSLIB.ORG

Method and Apparatus for Compensating Torque Steer

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Method and Apparatus for Compensating Torque Steer Europäisches Patentamt *EP000787642B1* (19) European Patent Office Office européen des brevets (11) EP 0 787 642 B1 (12) EUROPEAN PATENT SPECIFICATION (45) Date of publication and mention (51) Int Cl.7: B62D 6/00 of the grant of the patent: // B62D101:00, B62D119:00, 06.05.2004 Bulletin 2004/19 B62D121:00, B62D127:00, (21) Application number: 96120210.8 B62D137:00, B62D153:00 (22) Date of filing: 16.12.1996 (54) Method and apparatus for compensating torque steer Verfahren und Vorrichtung zum Ausgleich von Drehmoment-Lenkeffekten Procédé et appareil pour la compensation d’effet du couple entraînant sur la direction (84) Designated Contracting States: • Mantjios, Chris DE FR GB IT Troy, MI 48098 (US) (30) Priority: 30.01.1996 US 594253 (74) Representative: Geyer, Ulrich F., Dr. Dipl.-Phys. et al (43) Date of publication of application: WAGNER & GEYER, 06.08.1997 Bulletin 1997/32 Patentanwälte, Gewürzmühlstrasse 5 (73) Proprietor: TRW Automotive U.S. LLC 80538 München (DE) Livonia, Michigan 48150 (US) (56) References cited: (72) Inventors: DE-A- 19 536 989 • Blandino, Don Sterling Heights, MI 48313 (US) • "TORQUE STEER CONTROL SYSTEM" • Miller, Joseph D. RESEARCH DISCLOSURE, no. 327, 1 July 1991, Farmington, MI 48331 (US) EMSWORTH, GB, page 488 XP000258688 Note: Within nine months from the publication of the mention of the grant of the European patent, any person may give notice to the European Patent Office of opposition to the European patent granted. Notice of opposition shall be filed in a written reasoned statement. It shall not be deemed to have been filed until the opposition fee has been paid. (Art. 99(1) European Patent Convention). EP 0 787 642 B1 Printed by Jouve, 75001 PARIS (FR) 1 EP 0 787 642 B1 2 Description present invention, an apparatus is provided for compen- sating torque steer in a vehicle having a power assist Technical Field steering system. The apparatus comprises means for sensing at least one operating characteristic of a vehicle [0001] The present invention is directed generally to 5 indicative of torque steer, said means for sensing at controlling a vehicle power steering system and specif- least one operating characteristic including means for ically directed to a method and apparatus for compen- sensing engine rotations-per-minute of the vehicle en- sating torque steer in front wheel drive vehicles. gine. Means are provided for sensing an operator ap- plied steering torque. The apparatus further includes Background of the Invention 10 control means for controlling the power assist steering system in response to the sensed operator applied [0002] In most front wheel drive vehicles, a phenom- steering torque and in response to the at least one enon known as "torque steer" is experienced. Torque sensed operating characteristic so as to compensate for steer is a vehicle steering effect resulting from the torque torque steer, said at least one operating characteristic developed by a vehicle engine. There are two primary 15 being engine rotations. causes of torque steer. First, torque steer results when [0009] In accordance with a preferred embodiment of torque developed by the vehicle engine is transferred the present invention, the means for sensing an operat- unevenly to the vehicle front wheels. Second, uneven ing characteristic of a vehicle indicative of torque steer progress of the vehicle front wheels in response to the is engine speed. torque developed by the vehicle engine also results in 20 [0010] In accordance with another embodiment of the torque steer. present invention, a method is provided for compensat- [0003] The concept of torque steer is most easily un- ing torque steer in a vehicle power assist steering sys- derstood by way of example. Assume a driver is travel- tem. The method comprising the steps of sensing at ling in a front wheel drive vehicle on a straight path down least one vehicle operating characteristic indicative of a straight road. If this driver suddenly accelerates, i.e., 25 torque steer including sensing rotations-per-minute of rapidly increases engine revolutions-per-minute the vehicle engine, sensing applied steering torque by ("RPMs"), the vehicle will tend to steer either left or right a vehicle operator, and controlling the power assist as a result of the torque steer effect on the vehicle. This steering system to compensate for torque steer said situation thus requires the driver to compensate for the controlling being responsive to the sensed applied torque steer effect so as to maintain his correct path of 30 steering torque and the sensed operating characteristic travel down the road. indicative of torque steer, said at least one operating [0004] Attention is drawn to the article "Torque Steer characteristic being engine rotations. Control System", Research Disclosure, No. 327, July 1, [0011] In accordance with a preferred embodiment, 1991, Emsworth GB (page 488), which shows an appa- the step of sensing an operating characteristic indicative ratus and a method for compensating for torque steer 35 of torque steer includes either the step of sensing rota- in a steer-by-wire front steer vehicle, comprising the fea- tions-per-minute of the vehicle engine or the step of tures defined in the preamble of claim 1 or 5. The degree sensing road wheel drive torque. of torque steer is measured by an appropriate yaw sen- sor having a response time faster than the response Brief Description of the Drawings time of the driver. Further, a sensor for sensing whether 40 the vehicle driver is trying to steer the vehicle, is provid- [0012] The foregoing and other features and advan- ed. If the driver is not steering, but the yaw sensor indi- tages of the present invention will become apparent to cates that the vehicle is steering, a steering control mod- one skilled in the art to which the present invention re- ule is activated to compensate for the undesired torque lates upon consideration of the following detailed de- steer. 45 scription of the invention with reference to the accom- [0005] In accordance with the present invention, an panying drawing, wherein: apparatus and a method for compensating torque steer as set forth in claims 1 and 5, respectively, are provided. Fig. 1 is a block diagram of a torque steer compen- [0006] Preferred embodiments of the invention are sation system made in accordance with the present claimed in the dependent claims. 50 invention. Summary of the Invention Description of Preferred Embodiments [0007] The present invention is directed to a method [0013] Referring to Fig. 1, a vehicle torque steer com- and apparatus for compensating for torque steer in front 55 pensation system 10, in accordance with the present in- wheel drive vehicles and eliminate the need for driver vention, includes a vehicle steering wheel 12 connected interaction to correct for the effects of torque steer. to an input shaft 14. A pinion gear 16 is connected to an [0008] In accordance with one embodiment of the output shaft 18. The input shaft 14 is coupled to the out- 2 3 EP 0 787 642 B1 4 put shaft 18 through a torsion bar 20. The torsion bar 20 addition to the torque command output 40, the steering twists in response to torque applied to the vehicle steer- torque command circuit 36 provides a sign output 42 ing wheel 12 and permits relative rotation between the which has a sign value indicative of the direction the ap- input shaft 14 and the output shaft 18. Stops, not shown, plied steering torque (i.e., left turn or right turn) indicated limit the amount of relative rotation between the input 5 by the output on line 34 of the torque sensor 32. The shaft 14 and the output shaft 18 in a manner known in operation of a torque command circuit, such as circuit the art. 36, for control of an electric assist motor in response to [0014] The pinion gear 16 has helical gear teeth (not applied steering torque and vehicle speed is known in shown) which are meshingly engaged with straight cut the art and a detailed description of such operation is gear teeth (not shown) on a linear steering member or 10 not discussed herein in detail. An example of a torque rack 22. The rack 22 is coupled to vehicle steerable command circuit in accordance with the present inven- wheels 24 and 26 through steering linkage in a known tion is described in U.S. Patent No. 5,257,828 to Miller manner. The pinion gear 16 together with the rack 22 et al.. forms a rack and pinion gear set. [0020] The output 40 of the steering torque command [0015] The vehicle's engine 27 is drivably coupled to 15 circuit 36 is connected to one input of a summing circuit the wheels 24, 26 in a known manner. The wheels 24, 44. A multiplier circuit 46 provides a torque steer com- 26 are the front wheel drive vehicle. The present inven- pensation output 48 which is connected to another input tion is also applicable to an all wheel drive vehicle. of the summing circuit 44. The summing circuit 44 pro- [0016] When the steering wheel 12 is turned, the rack vides a compensated torque command output 50 which and pinion gear set converts the rotary motion of the 20 is equal to the sum of the torque command value on out- steering 22 moves linearly, the steerable wheels 24 and put 40 and the torque steer compensation value on out- 26 pivot about their associated steering axes and the put 48. The value of the compensated torque command vehicle is steered. An electric assist motor 28 is drivingly output 50 is the value of the assist torque needed to connected with the rack 22 through, preferably, a ball- cause the motor 28 to: 1) provide the desired steering nut drive arrangement (not shown).
Load more

Recommended publications
  • Advances in Truck and Bus Safety
    EVALUATING THE NEED FOR CHANGING CURRENT REQUIREMENTS TOWARDS INCREASING THE AMOUNT OF LIGHTING DEVICES EQUIPPING SEMI TRAILERS Krzysztof Olejnik Motor Transport Institute Poland Paper No. 07 – 0135 the driven truck in relation to the unilluminated ABSTRACT objects. The similar situation takes place when The report has pointed out the need to manoeuvres are carried out in none lit up place and provide the truck driver with a semi trailer, the there are unilluminated objects either side of the ability to see the contour of the semi trailer and road vehicle. illumination in the insufficient lighting conditions. The need for equipping the vehicle with additional THE ESTIMATION OF THE SITUATION AND contour light and lamps illuminating the section of CHANGES PROPOSED. the road overrun by the semi trailer wheels has been assessed. The driver of the vehicle or group of vehicles should This is particularly important during have the possibility to observe the surroundings of manoeuvring with such truck – semi trailer unit at the vehicle together with the elements of the night to ensure safety, as the semi trailer has a contour of this vehicle – see Figure 1 [1,2]. The different tracking circle than the towing truck. drawing presented below shows these areas around Current regulations are too (categorical) restrictive the vehicle. and limiting possibility of introducing additional The driver should have the ability to observe them lights. The proposal for technically solving this during driving, both during a day and at night. It problem as well as amending the regulations, has should be possible under the street lighting and been presented.
    [Show full text]
  • C2101, C2201, C2103 & C2203
    INSTALLATION INSTRUCTIONS S/S COMPETITION TRACTION BARS P/N'S: C2101, C2201, C2103 & C2203 Competition Engineering Leaf Spring Traction Bars are designed especially for use in drag race classes that require a bolt-on traction device such as Stock Eliminator and Bracket Racing. These bars will eliminate wheel hop and improve traction by applying the force which normally produces unwanted tire spin into a downward force where the tire meets the pavement. These bars are capable of handling horsepower levels up to 450hp. They are designed with a snubber location that is positioned directly under the front spring eye bolt, eliminating spring damage and increasing the lever effect on the rear tires. NOTE: These traction bars may not work with the stock rear sway bar on some vehicle models. We recommend that you modify the bar to fit or remove it. PARTS LIST 2) Competition Traction Bars 4) 1/2" J-Bolts 2) 7/16" Square U-Bolts 2) Rubber Snubbers 8) 1/2"-20 Nuts 8) 1/2"-20 Locknuts 12) 1/2" Flat Washers 4) 7/16"-14 Locknuts 4) 7/16"-14 Nuts 2) 3/8"-16 Locknuts INSTALLATION 1) Check rear springs for broken leaves. Replace if necessary. 2) Jack up the rear of the car and place two jack stands under the frame member directly in front of the rear spring. Allow the rear housing to hang down with its weight on the springs. 3) Disconnect the shock absorber at the lower mounting point. Remove the stock lower spring plates and U-Bolts. NOTE: When replacing U-Bolts with the supplied J-Bolts, you must use either the factory T-Bolt or a 1/2" Grade 8 bolt.
    [Show full text]
  • Service Bulletin
    ATTENTION: IMPORTANT - All GENERAL MANAGER q Service Personnel PARTS MANAGER q Should Read and Initial in the boxes CLAIMS PERSONNEL q provided, right. SERVICE MANAGER q © 2019 Subaru of America, Inc. All rights reserved. SERVICE BULLETIN APPLICABILITY: 2018-19MY STI NUMBER: 04-25-19R SUBJECT: Torque Steer Diagnostics and Repair Procedure DATE: 04/25/19 REVISED: 08/28/19 INTRODUCTION: The primary focus of this bulletin is to provide a procedure to follow when diagnosing a customer concern of Torque Steer, defined as a pulling condition to either the left or right when under full acceleration which requires a somewhat greater than standard correction of steering wheel input from the driver to counteract. As part of this diagnosis, it will be necessary to first eliminate two other conditions a customer may misinterpret as torque steer. These are: Steering Pull and Steering Off-Center. This will prevent incorrect or over-repair, both of which can negatively impact customer satisfaction. This bulletin applies only in cases where the original factory equipment wheels, tires, and all suspension components are currently installed and, the outlined condition is confirmed to be present. SERVICE PROCEDURE / DIAGNOSTIC INFORMATION: Definition of Terms: • Torque Steer: A pull to either the left or right during full acceleration (high engine torque) which requires a somewhat greater than standard steering wheel input from the driver to counteract and keep the vehicle moving straight ahead. • Steering “Pull”: A tendency for the vehicle to pull or “drift” to the left or right while at speed (not under acceleration) and holding the steering wheel straight ahead.
    [Show full text]
  • Car Suspension and Handling Fourth Edition
    Car Suspension and Handling Fourth Edition List of Chapters: Preface to the Fourth Edition 3.8 Tire Uniformity 3.9 Aspect Ratios Preface to the First Edition 3.10 Tire Selection and Air Chamber Geometry Notation 3.11 References Chapter 1 Introduction Chapter 4 Steering 1.1 Scope and Layout of the Book 4.1 Dynamic Function of the Steering 1.2 The Function of the Suspension System System 4.2 Steering Angles: Effects of Tire Slip 1.3 Suspension Geometry Angles and Steering and Suspension 1.4 Kinematics and Compliance (K&C) Kinematics 1.5 Vehicle Dynamics 4.3 Relative Positions of Front- and Rear- 1.6 References Wheel Tracks 4.4 Understeer and Oversteer Chapter 2 Disturbances and Sensitivity 4.5 Directional Stability 2.1 Road Irregularities 4.6 Torque in the Steering System 2.2 Influence of Wheel Size 4.7 Steering Torque Effects Due to 2.3 Subjective Assessment of Ride Steering Geometry 2.4 Human Sensitivity to Vibration 4.8 The Steering Column 2.5 Measurement Standards for Vibration 4.9 Steering Gear 2.6 Influence of Noise on Assessment of 4.10 Constant Velocity (CV) Driveshaft Ride Comfort Joints 2.7 Influence of Phase of Differential 4.11 Torque Steer Effects Vibration on Assessment of Ride 4.12 Front-Wheel Steering Oscillations— Comfort Shimmy 2.8 References 4.13 Power Assistance 4.14 Electric Power Steering Chapter 3 The Wheel and Tire 4.15 Rear-Wheel Steering Systems 3.1 Introduction 4.16 References 3.2 The Wheel Rim 3.3 Tire Size Designation Chapter 5 Suspension Systems and 3.4 Tire Construction Types Their Effects 3.5 Tire Properties
    [Show full text]
  • The Automotive Chassis Engineering Principles List of Chapters
    The Automotive Chassis Engineering Principles List of Chapters Preface 2.2.2 Radial ply tyres 2.2.3 Tubeless or tubed 1 Types of suspension and drive 2.2.4 Height-to-width ratio 1.1 General characteristics of wheel suspensions 2.2.5 Tyre dimensions and markings 1.2 Independent wheel suspensions - general 2.2.6 Tyre load capacities and inflation 1.2.1 Requirements pressures 1.2.2 Double wishbone suspensions 2.2.7 Tyre sidewall markings 1.2.3 McPherson struts and strut dampers 1.2.4 Rear axle trailing-arm suspension 2.2.8 Rolling circumference and driving 1.2.5 Semi-trailing-arm rear axles speed 1.2.6 Multi-link suspension 2.2.9 Influence of the tyre on the 1.3 Rigid and semi-rigid crank axles speedometer 1.3.1 Rigid axles 2.3 Wheels 1.3.2 Semi rigid crank axles 2.3.1 Concepts 1.4 Front-mounted engine, rear-mounted drive 2.3.2 Rims for passenger cars, light 1.4.1 Advantages and disadvantages of commercial vehicles and trailers the front-mounted engine, rear- 2.3.3 Wheels for passenger cars, light mounted drive design commercial vehicles and trailers 1.4.2 Non-driven front axles 2.3.4 Wheel mountings 1.4.3 Driven rear axles 2.4 Springing behaviour 1.5 Rear and mid engine drive 2.5 Non-uniformity 1.6 Front-wheel drive 2.6 Rolling resistance 1.6.1 Types of design 2.6.1 Rolling resistance in straight-line 1.6.2 Advantages and disadvantages of driving front-wheel drive 2.6.2 Rolling resistance during cornering 1.6.3 Driven front axles 2.6.3 Other influencing variables 1.6.4 Non-driven rear axles 2.7 Rolling force coefficients and sliding friction
    [Show full text]
  • Hydraulic Power Steering System Design in Road-Analysis, Testing
    avhandling marro 2007/01/14 20:34phd_andjo page2005/08/17 iii 13:51 page 1 Link¨oping Studies in Science and Technology. Dissertations Linköping StudiesNo. in Science1068 and Technology. Marcus Rösth Dissertations No.1068 965 DesignHydraulic Principles Power Steering for Noise System Reduction Design in in HydraulicHydraulicRoad Power PistonVehicles Steering Pumps SystemSimulation,Analysis, Optimisation Design Testing and in andEnhanced Road Experimental Functionality Vehicles Verification Analysis, TestingarcuMarcuss andRs Enhancedth Rösth Functionality RoadVehicles Hydraulic Power Steering System Design in Marcus R¨osth Linköping 2005 Hydraulic Piston Pumps Design Principles for NoiseAndreas Reduction Johansson in Division of Fluid and Mechanical Engineering Systems Department of Mechanical Engineering Division of FluidLink and¨oping Mechanical University Engineering Systems DepartmentSE–581 83 of Link Mechanical¨oping, Sweden Engineering 2007 Linköpings universitet SE–581 83 Linköping, Sweden Link¨oping 2007 Linköping 2005 August 17, 2005 1 avhandling marro 2007/03/07 20:41 page i Hydraulic Power Steering System Design in Road Vehicles Analysis, Testing and Enhanced Functionality avhandling marro 2007/03/07 20:41 page ii avhandling marro 2007/03/07 20:41 page iii Link¨oping Studies in Science and Technology. Dissertations No. 1068 Hydraulic Power Steering System Design in Road Vehicles Analysis, Testing and Enhanced Functionality Marcus R¨osth Division of Fluid and Mechanical Engineering Systems Department of Mechanical Engineering Link¨oping University SE–581 83 Link¨oping, Sweden Link¨oping 2007 avhandling marro 2007/03/07 20:41 page iv ISBN 978-91-85643-00-4 ISSN 0345-7524 Copyright c 2006 by Marcus R¨osth Department of Mechanical Engineering Link¨oping University SE-581 83 Link¨oping, Sweden Printed in Sweden by LTAB Link¨opings Tryckeri AB, 2007.445 avhandling marro 2007/03/07 20:41 page v To my wife Jennifer M¨angden tror att allt sv˚arfattligt ¨ar djupsinnigt, men s˚a ¨ar det icke.
    [Show full text]
  • Torque Split Between Left and Right Drive Shaft Over a Front Wheel Drive Differential
    Torque split between left and right drive shaft over a front wheel drive differential Mechanical and Automotive Engineering Master’s Thesis in the Mechanical and Automotive Engineering Msc MARC OLLÉ BERNADES Department of Applied Mechanics Division of Vehicle Dynamics and Autonomous Systems Vehicle Dynamics Group CHALMERS UNIVERSITY OF TECHNOLOGY Göteborg, Sweden 2012 Master’s thesis 2012:21 MASTER’S THESIS IN VEHICLE DYNAMICS AND AUTONOMOUS SYSTEMS Torque split between left and right drive shaft over a front wheel drive differential MARC OLLÉ BERNADES Department of Applied Mechanics Vehicle Dynamics and Autonomous Systems Vehicle Dynamics Group CHALMERS UNIVERSITY OF TECHNOLOGY Göteborg, Sweden 2012 Torque split between left and right drive shaft over a front wheel drive differential MARC OLLÉ BERNADES © MARC OLLÉ BERNADES 2012 Master’s Thesis 2012:21 ISSN 1652-8557 Department of Applied Mechanics Division of Vehicle Dynamics and Autonomous Systems Vehicle Dynamics Group Chalmers University of Technology SE-412 96 Göteborg Sweden Telephone: + 46 (0)31-772 1000 Cover: There is shown a brief representation, starting from the differential design, of all the steps that are followed (Modelling, Rig design, FEM analysis, Rig Test and Dynamic simulations) during this Thesis Work. Chalmers University of Technology / Department of Applied Mechanics Göteborg, Sweden 2012 Torque split between left and right drive shaft over a front wheel drive differential Master’s Thesis in Mechanical Engineering MARC OLLÉ BERNADES Department of Applied Mechanics Division of Vehicle Dynamics and Autonomous system Chalmers University of Technology ABSTRACT Steering feel and vehicle steering motion is affected by wheel torques from propulsion, especially for front wheel drive cars.
    [Show full text]
  • Torsen LSD in Conventional and Electric Axles with EPS Tuning (Electric Power Steering)
    EAWD’19 Torsen LSD in conventional and electric axles with EPS tuning (Electric Power Steering) Presented by Paolo Sacchettini JTEKT TORSEN EUROPE 1 Torsen is a registered trademark of JTEKT Corporation PROPRIETARY JTEKT CORPORATION Torsen LSD integration challenge topics : • New Torsen type D > achieves a new strength / compactness ratio landmark • Torsen LSD improves both Performance & Safety > maximize advantages & eliminate disturbances : & 1. "TOC" EPS tuning eliminates torque-steer while ensuring natural steering feel 2. ESC tuning eliminates initial understeer and boosts corrective yaw moments 3. Chassis tuning reduces initial understeer as well as unsmooth yaw transients + achieves adequate vehicle natural yaw balance 2 Torsen is a registered trademark of JTEKT Corporation PROPRIETARY JTEKT CORPORATION Torsen LSD integration challenge topics : • New Torsen type D > achieves a new strength / compactness ratio landmark • Torsen LSD improves both Performance & Safety > maximize advantages & eliminate disturbances : 1. "TOC" EPS tuning eliminates torque-steer while ensuring natural steering feel 2. ESC tuning eliminates initial understeer and boosts corrective yaw moments 3. Chassis tuning reduces initial understeer as well as unsmooth yaw transients + achieves adequate vehicle natural yaw balance 3 Torsen is a registered trademark of JTEKT Corporation PROPRIETARY JTEKT CORPORATION Torsen type D : robust & compact Size & Weight Reduction Smaller module & Lower helix angle Larger module & Higher helix angle 4 Torsen is a registered trademark of JTEKT Corporation PROPRIETARY JTEKT CORPORATION Torsen LSD integration challenge topics : • New Torsen type D > achieves a new strength / compactness ratio landmark • Torsen LSD improves both Performance & Safety > maximize advantages & eliminate disturbances : & 1. "TOC" EPS tuning eliminates torque-steer while ensuring natural steering feel 2.
    [Show full text]
  • SAE Vehicle Dynamics Technology Collection : Technical Papers
    SAE Vehicle Dynamics Technology Collection : Technical Papers 11th Annual SAE Brake Colloquium and Engineering Display 933070 Title: RTV—A friction material designers view 933071 Title: Practical evaluation and FEM-modelling of a squealing disc brake 933072 Title: Geometric induced instability in drum brakes 14th Annual Brake Colloquium and Engineering Display 962128 Title: Experimental analysis of low-frequency brake squeal noise 962130 Title: Development of correlation between experimental and analytical modal analysis of brake pads 17th Annual Brake Colloquium and Engineering Display 1999-01-3400 Title: Disc brake corner system modeling and simulation Title: A proposal to predict the noise frequency of a disc brake based on the friction pair interface 1999-01-3403 geometry 1999-01-3405 Title: Global NVH matrix for brake noise—A Bosch proposal 1999-01-3407 Title: Prediction of damping treatment dynamics as bonded to a brake shoe and lining Title: An experimental investigation of disk brake creep-groan in vehicles and brake dynamometer 1999-01-3408 correlation 1999-01-3410 Title: Calculation of average coefficient of friction during braking 18th Annual Brake Colloquium and Engineering Display 2000-01-2753 Title: Dynamic modeling of brake friction coefficients 2000-01-2760 Title: Ultra Q™process 2000-01-2763 Title: Cost-effective Aluminium MMC brake discs 2000-01-2764 Title: Modal participation analysis for identifying brake squeal mechanism 2000-01-2765 Title: On the analysis of brake squeal propensity using finite element method 2000-01-2766
    [Show full text]
  • Steering Drift and Wheel Movement During Braking: Parameter Sensitivity Studies
    Steering drift and wheel movement during braking: parameter sensitivity studies Item Type Article Authors Klaps, J.; Day, Andrew J. Citation Klaps, J. and Day, A.J. (2003). Steering drift and wheel movement during braking: parameter sensitivity studies. Proceedings of the Institution of Mechanical Engineers D: Journal of Automobile Engineering. Vol. 217, No. 12, pp. 1107-1115. Rights © 2003 IMechE. Reproduced in accordance with the publisher's self-archiving policy. Download date 24/09/2021 19:01:02 Link to Item http://hdl.handle.net/10454/882 1107 Steering drift and wheel movement during braking: parameter sensitivity studies J Klaps1 and A J Day2* 1Ford Motor Company,Belgium 2School of Engineering,Design and Technology, University of Bradford, Bradford, UK Abstract: In spite of the manysigni cant improvements in carchassis design over the past two decades, steering drift during braking where the driver must applya corrective steering torque in order to maintain course canstill be experienced under certain conditions whiledriving. In the past, such drift, or ‘pull’, would havebeen attributed to side-to-side braking torque variation[ 1], but modern automotive friction brakes and friction materialsare now ableto provide braking torque with such high levelsof consistency that side-to-side braking torque variationis no longer regarded asacause of steering drift during braking. Consequently, other inuences must be considered. This paper isthe rst of two papers to report on anexperimental investigation into braking-related steering drift in motor vehicles.Parameters that might inuence steering drift during braking include suspen- sion compliance and steering o set, and these havebeen investigated to establish the sensitivity of steering drift to such parameters.
    [Show full text]
  • MINI Compare Models 2011 Specifications-Pdf
    LET’S FORGET ALL OUR ASSUMPTIONS ABOUT CARS. If you’re going to motor, motor in a strange and wonderful alchemy of steel, aluminum, graphite, dreams and sweat. Motor in something built by designers who used paper and pencil instead of computers. By designers who listened to their hearts, not focus groups. Motor in a machine that’s more than a pretty face. Every MINI is small but packed with as many features as some cars costing three times as much. Read on and soon you’ll understand that even though there are three different body types, the MINI is still in a class of one. Cooper Cooper S Cooper Cooper S Cooper Cooper S Cooper Cooper S Cooper S John John Cooper John Cooper LET’S BE SMART. Hardtop Hardtop Convert. Convert. Clubman Clubman Countryman Countryman Countryman Cooper Works Works ALL4 Works Convert. Clubman 6 standard airbags w/ side curtains: Smart technology knows which airbags need to inflate when, and at what speed and force* 7 standard airbags w/ side curtains: Smart technology knows which airbags need to inflate when, and at what speed and force* Active Rollover Protection Bars and reinforced A-pillar and frame Four standard airbags: Smart technology knows which airbags need to inflate when, and at what speed and force* Side thorax airbags in the sides of the front seats that protect the bodies and the heads of the driver and front co-pilot* Advanced crumple zones re-channel forces around the passenger compartment The latest generation 4-channel Anti-lock Braking System (ABS). Vented front, solid back.
    [Show full text]
  • Alignment Theory Manual
    Fundamentals of Suspension & 4-Wheel Alignment Interactive Multimedia Edition Toe Toe In Out Copyright 1996 Fundamentals of Suspension & 4-Wheel Alignment Page - 2 Personal Notes Table of Contents SPRINGS ------------------------------------------------------------------------- 5 TORSION BARS ------------------------------------------------------------------------- 6 COIL SPRINGS ------------------------------------------------------------------------- 6 LEAF SPRINGS ------------------------------------------------------------------------- 7 AIR SPRINGS ------------------------------------------------------------------------- 8 SHOCK ABSORBERS ------------------------------------------------------------------------- 9 MACPHERSON STRUT ------------------------------------------------------------------------- 11 CONTROL ARMS ------------------------------------------------------------------------- 13 BALL JOINTS ------------------------------------------------------------------------- 15 STRUT ROD/BUSHINGS ------------------------------------------------------------------------- 18 SWAY BAR SYSTEM ------------------------------------------------------------------------- 19 STEERING SYSTEM ------------------------------------------------------------------------- 20 STEERING LINKAGES ------------------------------------------------------------------------- 22 PITMAN ARM ------------------------------------------------------------------------- 23 IDLER ARM ------------------------------------------------------------------------- 24 CENTER
    [Show full text]