A.
Constant Radius Test
For a constant turning radius, the slope of the curve is given by
The steer angle δf of the front tire or the angle of the steering wheel required
to maintain the vehicle on course at various forward speeds together with
the corresponding lateral acceleration are measured
B. Constant Speed Test
For a constant speed turn, the slope of the curve is given by
The steer angle δf and the lateral acceleration are measured. The results can
be plotted The handling behavior of the vehicle can then be determined from
the slope of the steer angle–lateral acceleration curve.
C. Constant Steer Angle Test
for a constant steering wheel angle, the slope of the curve is given by
From the test results, the curvature which can be calculated from the
measured lateral acceleration and forward speed is plotted against lateral
acceleration. The handling behavior can then be determined by the slope of
the curvature–lateral acceleration curve.
Define Load Transfer and State Parameters Affecting It
Load transfer occurs due to acceleration, braking, or cornering
and is influenced by:
Vehicle mass
Center of gravity (CG) height
Track width
Wheelbase
Suspension stiffness
ESP :
The electronic stability program (ESP®) supports the driver in nearly all
critical driving situations. It comprises the functions of the antilock braking
system (ABS) and the traction control system, but can do considerably more.
It detects vehicle skidding movements, and actively counteracts them. This
considerably improves driving safety.
Operation :
On the basis of the steering angle, the system recognizes the desired
direction of travel. Speed sensors on each wheel measure wheel speed. At
the same time, yaw-rate sensors measure vehicle rotation around its vertical
axis, as well as lateral acceleration. From this data, the control unit
calculates the actual movement of the vehicle, comparing it 25 times per
second with the desired direction of travel. If the values do not correspond,
the system reacts in an instant, without any action on the part of the driver.
It reduces engine power in order to restore vehicle stability. If that is not
sufficient, then it additionally brakes individual wheels. The resulting rotary
movement of the vehicle counteracts the skidding movement – within the
limits of the laws of physics, the vehicle remains safely on the desired
course.
Sensors used :
Steering Wheel Position Sensor
Registers the amount of steering angle in degrees. The systems primary function -
to recover the vehicle back to the intended steered path of the driver. The systems
intervention will feel intuitive, if, you steer where you want to recover too.
Remember: “your steering follows your eyes”. Look for your escape route and not at
the scenery, or an object, you are intending to avoid.
Throttle Position Sensor
Communicates with the control unit, to identify accelerator position and can be
overridden by the control unit, to reduce engine power. To be clear, if you have your
foot on the accelerator pedal, and the system considers you are demanding
excessive power and torque for the recovery of control, power is reduced by the
control unit, overriding the drivers input.
Wheel Speed Sensor
Communicates individual wheel speeds to the control unit. When understeering, the
front wheels are travelling more quickly than the rear wheels, and vice versa, for an
oversteer scenario. Accelerate and induce wheel spin, and a response will be
triggered, due to differing wheel speeds across the same axle.
As soon as the vehicle is moving, wheel speed sensors are accruing data. They are
searching for a discrepancy between the speed of each individual wheel, correlated
with the drivers steering input, versus vehicle trajectory. Hence, it is essential the
driver steers, to recover their course.
Yaw, Roll Rate & Lateral Acceleration Sensors
Mounted centrally low on the floor pan in the middle of the vehicle. Current systems
measure across 3 axis - X, Y & Z. Calculations are: vehicle roll rate; yaw rate;
rotation; lateral acceleration; longitudinal and vertical inputs.
Control Unit and Hydro Electronic Actuator
The control unit takes information from the sensors. The hydro electronic actuator
receives commands from the control unit, regulating brake line pressure to each
individual brake caliper.
FOUR-WHEEL STEERING SYSTEM
It makes the vehicle more efficient and stable on cornering, easier and safer
lanes change when on highways.
1. While driving at lower speeds, rear wheel turns in the opposite direction
from the front wheel. This is a negative phase.
2. At a moderate speed, the rear wheel remains straight or neutral.
3. At a higher speed, the rear wheel is in a positive phase turning in the
same direction as the front wheels.
FOUR-WHEEL STEERING PHASES
In the neutral phase, only the front wheels either runs in the right or left
direction and the rear wheel are the followers of the front wheels. This is the
drive we see in all the four wheels in every day's life. It is usually used at
medium speed.
In the negative phase, both front and rear axles move in the opposite
direction relative to each other. As both axles move in different direction
directions the radius of curvature while turning reduces. This means that the
vehicle will need less space for parking, and it will be helpful in places where
traffic and parking are a major problem.
In the positive phase, both the axle front and rear move in the same
direction relative to each other. This motion of both the front and rear axle
helps the quadra steering system capable vehicle to change the lane during
highway driving. It is generally applied at a higher speed.
