Abstract
ABSTRACTThis paper describes the coupling between a three degrees of freedom steering-system model and a multi-body truck model. The steering-system model includes the king-pin geometry to provide the correct feedback torque from the road to the steering-system. The steering-system model is combined with a validated tractor semi-trailer model. An instrumented tractor semi-trailer has been tested on a proving ground and the steering-wheel torque, pitman-arm angle, king-pin angles and drag-link force have been measured during steady-state cornering, a step steer input and a sinusoidal steering input. It is shown that the steering-system model is able to accurately predict the steering-wheel torque for all tests and the vehicle model is accurate for vehicle motions up to a frequency where the lateral acceleration gain is minimum. Even though the vehicle response is not accurate above this frequency, the steering-wheel torque is still represented accurately.
Highlights
The number of road vehicles worldwide is growing every year
Simulations with a 44 degrees of freedom (DOF) multi-body tractor semi-trailer model in combination with a three DOF steering-system model and measurements with an instrumented tractor semi-trailer show that the complete model is an accurate representation of reality
Sinusoidal steering experiments show that the steering-system model is accurate for the complete measured range (0.1–3 normalised frequency units (NFU))
Summary
The number of road vehicles worldwide is growing every year. In 2010 the 1 billion units mark of vehicles in operation worldwide was exceeded. This paper provides verification results of the linearised relation between the steering-wheel angle and steering-wheel torque, most results are presented in the frequency domain This is one of the few works where the steering-system model of a truck is discussed. The model is validated for the full range of supply pressures in steady-state and up to frequencies above the maximum driver input frequency In these papers it is concluded that a three DOF steering-system model with dry friction and a hydraulic model is required. By separating the left wheel from the output of the steering-house and the left wheel from the right wheel, two additional DOF are introduced which adds up to five DOF The advantage of this way of modelling is that friction can be implemented at all relevant places in correspondence with the physical components such as bearings and seals.
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