COPYRIGHT JiLIQSOCIETY OP AUTOMOTIVE ENGINEERS, INC.

700369

Effects of Compliance on Vehicle Handling Properties Effets de I'Elasticite sur la Manoeuvrabilite de I'Automobile Der Einfluss der Elastiizitat auf die Fahrzeug-Fahreigenschaften
Walter Bergman
Engineering Technology Office, Ford Motor Co.

ABSTRACT

This paper reviews various manifestations of compliance and their effects on vehicle handling behavior. It describes the effects of compliance on vehicle steer and roll characteristics and relates them to vehicle safety. Tests to measure the overall steering system compliance and also compliance in individual components of the steering system are described. These measurements are particularly important,

since they relate compliance phenomenon to design c r i t e r i a . The particular significance of steering gear and structure flexibility in steering system compliance is shown. Introduction of compliance in analysis of vehicle r o l l results in a new concept of r o l l axis and separation of "kinematic r o l l axis" from the conventional "dynamic" or "design roll axis". Measurements and computations illustrating the effects of compliance on "kinematic r o l l axis" are shown. The effects of compliance on overall vehicle handling "behavior are shown in numerical sample calculations, performed by using a sixdegree s-of -freedom vehicle handling model.

RESUME

C e document revoit certaines manifestations de 1'Elasticite" et ces effets sur la manoeuvrabilite'de 1'automobile . II decrit les effets de l ' e l a s t i c i t e sur la direction et le roulis de I1automobile et leurs influences sur sa securite'. Des essais pour m e surer l'-elasticite totale du systeme de direction et l ' e l a s t i c i t e ' de certaines parties du systeme y sont decrits. Ces essais sont ps.rticuJ.ierement importants en ce qu'ils relient le phenomene de l ' e l a s t i c i t e 226

aux considerations de dessin. L'importance particulier de la flexibilite de l'engrenage et de la structure de la direction est demontre'. D e 1'introduction de l'elasticite' dans les etudes de roulis de I1automobile re suite un nouveau concepte de l'axe de roulis et la separation de "l'axe de roulis cinetique" de l'axe de roulis conventionel "dynamique" ou "de dessin". Des mesures et calculs illustrant les effets de l'elasticite'' sur "l'axe de roulis cinetique" sont demontres. Les effets de l ' e l a s t i c i t e sur la manoeuvrabilite' de 1'automobile sont demontres a l'aide d'exemples de calculs, accomplis par 1'usage d'un modele c.e manoeuvrabilite' d'automobile a six degres de liberte.

ZUSAMMENFASSUNG

In diesem Vortrag wird ein Ueberblick igegeben ueber verschiedene Erscheinungen von Elastizitaet und deren Einfluesse auf die ^ahrzeug-Fahreigenschaften. Die Einfluesse der Elastizitaet auf Fahrzeuglenkung und Wankeigenschaften und deren Beziehungen zur Fahrsicherheit werden diskutiert. Versuche zur l'fessung von Gesamtlenkelastizitaet und auch der Elastizitaet in einzelnen Teilen der Lenkung ^nirden eroertert. Diese Messungen sind besonders irLchtig, da sie die Elastizitaetserscheinungen iait den Konstruktionsdaten in Beziehung bringen.

Der besondere Beitrag der Lenkgetriebe und der Fahrzeugrahmen zur Lenkelastiz.i.taet wurde betont. Die Beruecksichtigung von der Elastizitaet in der Untersuchung des Wankens fuehrte zu einem neuen Begriff der Rollachse, in dem die "kinematische Rollachse" zum Unterschied von der konventionellen "dynamisehen" oder "Konstruktionsachse" separat behandelt vlrd. Die Msssungen und Berechnangen, welche Elastizitaetswirkungen auf die kinematische Rollachse darstellen, werlen vorgefuehrt. Die Wirkungen der Elastizitaet auf die Fahrzeug-Fahreigenschafte:a wurden in Bespielrechnungen mit Hilfe der 5 Freiheitsgrade Fahrzeugmathematischer Modelie berechnet.

IN RECENT YEARS a considerable amount of compliance (flexibility) has been introduced i.nto the structure, suspensions and steering systems of American passenger cars in order to improve their ride characteristics. It has been found that these ride improvements produce considerable effects on vehicle handling properties. To compensate for these effects, compliance should be considered in vehicle design. This paper relates compliance phenomenon to individual design factors and describes tests and analytical methods for the determination of compliance effects on vehicle steer and roll properties. Introduction cf compliance in analysis of vehicle roll results in a new concept of roll and separation cf "kir.erra.tic roll axis" from the conventional "design roll axis". Measurements and calculations illustrating the effect of compliance en "deflection" of roll axis resulting from application of lateral tire forces are described in the paper. GENERAL REVIEW OF VARIOUS MANIFESTATIONS OF COMPLIANCE Compliance in vehicle suspension, steering and structural components affects vehicle steer and roll characteristics and, therefore, incluences vehicle handling behavior. Compliance affects vehicle steer characteristics in three different ways: (l)* by direct change of steer, which is known as "compliance steer" or "deflection steer" by change of camber, which is known as "compliance camber" or "deflection camber" by change of lateral deflection of the wheels, which may be called "lateral deflection steer". Generally speaking, deflection steer, deflection camber, and lateral deflection steer may be caused by forces and moments in any of the planes defined by the axis system. However, in most cases, only compliances caused by lateral force and aligning torque have been considered * * Numbers in parenthesis designate references at the end of paper. Note: These terms are defined in Appendix II.

in the automotive industry. While deflection steer and deflection camber affect vehicle understeer in steady state condition, lateral deflection steer produces steer effect in transient condition only and does not affect vehicle understeer in steady state condition. Compliance affects vehicle roll characteristics in two different ways: by changing position of the roll center, which may be called "roll center deflection" by changing the roll rates. The scope of this paper is limited to the discussion of: Deflection steer resulting from compliance in the steering system. This deflection steer will be referred to in the paper as "steering compliance' . The roll center deflection. STEERING COMPLIANCE Definitions - Steering compliance is defined as steering motion of the front wheels with respect to the sprung mass, resulting from flexibility in the steering system and forces transmitted through this system. Forces transmitted through the steering system are produced, by the road wheel torque, which is composed of four major componentsaligning torque, moment due to wheel caster, moment due to kingpin inclination and moment due to kingpin offset. Effect of Steering Compliance on Vehicle Handling Properties - Steering compliance increases vehicle undFrsteer and steering hysteresis and therefore, affects vehicle handling behavior. In testing it is very difficult to separate understeer produced by steering compliance on a driven vehicle from understeer resulting from other factcrs. However, such separation can be established more easily by computer simulation. (2^3) By using computer techniques, relative significance of understeering effects produced by steering compliance and other design factors have been established. Computed values of understeer produced by individual design factors are summarized in Table 1. These values are expressed percent of total understeer of a production vehicle.

227

228

Walter Bergman increases the overall steering ratio, a vehicle equipped with manual steering experiences a greater increase of overall steering ratio in a cornering maneuver than does a vehicle equipped with power steering. The amount of steering compliance increases wi~:h an increase of lateral acceleration, thus adding to vehicle understeer. Therefore, a change from manual to power steering in a given vehicle results in reduction of understeer. Since reduction of understeer resulting from the change from manual to power steering is confined to the front wheels only, it improves vehicle controllability without jeopardizing its directional stability. The above comparison between the steering compliance characteristics of manual steering and power steering is limited to power steering systems equipped with either a link type booster on an integral gear and is not applicable to a torque amplifier, in which the full torque is transmitted through -;he steering shaft and gear; the steering compliance characteristics of the latter system are; very similar to those of manual steering systems. Effects of Individual Design Factors of the Steering System on Steering ComplianceIt is very essential to translate the steering compliance phenomenon into design criteria. To do this it is necessary to determine the effects of individual design factors of the steering system on steering compliance. It was found that steering compliance can be broken down into the following components: (A) Windup losses between steering wheel and the Pitman arm: (1) Torsional deflection of the steering shaft and flexible coupling. (2) Internal losses in the steering gear: (a) rocking of the worm shaft (b) bending of the worm shaft (c) play between the sector gear and the worm. This varies with gear p:reload and wear. (d) bending of the sector shaft (3) Losses due to windup fo the frame side rail and steering box attachment . (B) Compliance losses between steering gear Pitman arm ball joint. These losses result from lateral displacement o r ? the Pitman arm ball joint due to: (1) bending of the sector shaft and sector shaift housing (2) deflections of the left side rail (3) bending of the Pitman arm (h) losses in the Pitman arm ball joint (C) Compliance losses in the steering linkage: (1) bending of the cross-link (2) bending of the tie-rods (3) losses in the inner and outer ball joints

Table 1 - The Values of Understeer Produced by Each Individual Design Factor

THE VALUE OF UNDERSTEER IN PER CENT OF TOTAL UNOERSTEER OF A TYPICAL PASSENGER CAR 14.86923372 18.06890681

FACTOR ALIGNING TORQUE FORE ANO AFT WEIGHT DISTRIBUTION ROLL ANO LATERAL WEIGHT TRANSFER DYNAMIC CAMBER STATIC CAMBER REAR AXLE STEER GEOMETRICAL TOE CHANGE STEERING COMPLIANCE STEERING BACKLASH ORIVESHAFT TORQUE ANTI DIVE ANTI SQUAT TOTAL

.575758962 27.28244280
.914004904 22.25847044 7.63880449 21.18821667 -.00736685427 * -11.62627292 1.162201218 100.00000

MINUS SIGN INDICATES OVERSTEER

VEHICLE B WITH MANUAL STEERING 2.00 VEHICLE A 1.60 VEHICLE C WITH LINK POWER GEAR

1.20

VEHICLE D WITH LINK TYPE POWER STEERING .40

40

80 120 160 200 ROAD WHEEL TORQUE FT-LBS

240

Pig. 1 - Steering compliance characteristics of various vehicles

Test Method to Measure Steering Compliance - To measure steering compliance, a test method was developed in which deflections in the steering system are measured in terms of steering wheel wlndup angle, with both front wheels positively locked in the test fixture and torque applied at the steering wheel. The test fixture contains transducers for measuring road wheel torque. To obtain deflection steer of the front wheels resulting from the road wheel torque, the values of steering wheel wlndup angle are divided by the overall steering ratio. The steering compliance characteristic of a vehicle is expressed by a curve showing deflection steer of the front wheels plotted vs. road wheel torque. Deflection steer coefficient is determined by the slope of this curve at zero torque. This method of expressing steering compliance is applicable to power steering as well as to manual steering. Steering compliance characteristics of various vehicles, determined by using the above method, are shown in Figure 1. The curve shown here illustrates that steering compliance is considerable larger on vehicles equipped with manual steering than on vehicles equipped with power steering. Since steering compliance

Effects of Compliance on Vehicle Properties

WONT FRONT LEFT RIGHT 17.0

229

8.5

15.5

28 0

25.6

OUTER BALL JOINT

GRO. LINE - O " L 0 C . O F INDICATOR IN THE OPPOSITE DIRECTION TO THOSE SHOWN ON THIS FIGURE. (J

TRUE

INDICATOR LOCATION

Fig. 3 - Location of dial indicator; in the side view on the test fixture in relation to outer ball joi nt
LEFT SIDE

Fig. 2 - Arrangement of dial indicators

(D) Compliance losses in the wheel assembly:

(1) bending of the steering arm (2) bending of the wheel spindle (3) bending of the wheel rim To measure co;npliance losses in individual components, tests were performed on a vehicle equipped with manual steering. Deflections in individual components were determined by measuring lateral displacements at various points of the steering linkage, steering gear arid frame, and angular displacements of the st.eering wheel shaft above and below the flexible coupling. Arrangement of dial indicators for measurment of lateral displacement at various points of the steering system, structure and test fixture is shown in Figure 2. Dial indicator A was mounted on the steering gear housing. This indicator measures lateral displacement y ^ _ of the reference point A on the extension of the Pitman arm relative to the sector shaft. The radius described by this reference point was 7-00 inches. Dial indicator B was mounted on the idler a m bracket. This indicator measures lateral displacement y^of the reference point B on the extension of the idler arm relative to the idler arm pivot. The radius described by this reference point was 98l25 inches. Dial indicators 1, 2, 3> and k measure lateral deflections yj_, y 2 , y-j, and y^ of the test fixture on the left and right side of the vehicle at the reference points shown in Figure 3. Figure 3 also shows location of the tie-rod outer ball joint. Dial indicators 9, 10, 11, and 12 measure lateral deflections y^, y i r v v i v an<^ V12 of the side rails at the reference points shown in Figure k. Figure k also shows locations of geometrical centers of Pitman arm and idler arm. The geometrical center of the Pitman arm is defined as the intersection of the center line of the sector shaft with the plane of rotation of the Pitman arm ball joint. The geometrical center of the idler arm is defined as the intersection of the center line of the idler arm pivot with the plane of rotation of the idler ana bushing. Dial indicators 13, 1^, H, and 18 measure lateral displacements y^g, y-j^, Yyj>

FRONT

FRONT

5.25

1.0

2.12 5.12

'/

f2.026.88

1.00 L GF.OMETRICAL CENTER OF THE IDLER ARM

^-GEOMETRICAL 26.75 CENTER OF THE PITMAN ARM GRO. LINE

Fig. 4 - Location of dial indicators on side rails in relation to geometrical centers of Pitman and idler arms and yj_g of outer and inner ball joints relative to the ground. Angular displacements L]_ and L2 of the steering wheel shaft, above and below the flexible coupling were measured with protractors. Dial indicators I, 6, 7, 8, 15, 16, 19, and 20, which were used, for measuring vertical deflection of the test fixture, fender deflection, and fore and aft displacement of ball joints, are not shown in Figure 2, since their readings were not utilized in evaluation of test results. It was fcund that the values measured with these indicators have practically no effect on steering compliance losses. Compliance in individual components computed from measured values by using the procedure shown in the Appendix and were expressed in terms of windup angle at the steering wheel. The measurements were performed by increasing the steering wheel torque in 3 ft.-lb. increments up to 18 ft.-lb. in left and right turns. The results of these measurements are shown in Figures 5 and 6. The values of steering compliance in individual components measured at 18 ft.-lb. torque at the steering wheel are summarized in Table 2. Table 2 shows that steering gear and the left side rail produce 67 percent of the overall steering compliance and, therefore, can be considered as major factors governing steering compliance. A detailed description of the procedure for determining compliance in individual components is shown in the Appendix.

230
80
UJ

Walter Bergman
LEFT SIDE RAIL WIND UP - SECTOR SHAFT-PITMAN ARM-PITMAN ARM BALI. JOINT - LEFT SIDE RAIL LAT. OEFL. TIE ROD INNER BALL JOINTS - TIE ROO AXIAL DEFLECTION WHEEL-SPOL. ASSY-TIE ROD OUTER BALL JOINT ASSY. FIXTURE

70 u a 60

= o

30 20

S 10
t

li 9 12 STEERING WHEEL TORQUE (FT-LB)

ROLL CENTER HEIGHT

TIRE GROUNO CONTACT POJNP

Fig. 5 - Steering system compliance losses in degrees of windup angle at the steering wheel at various steering wheel torques. Vehicle A manual steering. Right hand linkage, right turn
7 0

Fig. 7 - Graphical procedure for determination of design roll center height of an independent suspension tively. The roll axis is generally treated as a fixed axis, which is believed to coincide with the longitudinal axis of a vehicle in the plan view. It is generally assumed that the axis serves a dual purpose: it establishes the center of rotation of the car body and also determines the moment arm of the overturning couple in roll (distance between the center of gravity and the roll axis). The position of the roll axis is established by the positions at the front and the rear roll center heights, which are determined by the geometries of the suspensions. The roll center height values are obtained by using either graphical or test methods. A graphical procedure for the determination of a roll center height of a vehicle equipped with an independent suspension is shown in Figure "J. According to definition, the roll centers are supposed to be in the centers of rotation of the car body during roll, but the conventional graphical procedure determines the roll centers by assuming that the body does not roll and, therefore, that both wheels are in their design position. As a result of this assumption, the instantaneous radii of the tire contact points always intersect each other in the vertical plane through the longitudinal axis of symmetry of a vehicle, and therefore, the roll centers and, consequently, the roll axis appear to be located in this plane of symmetry. The roll axis and the roll center heights determined by using this procedure might be called the "design" roll axis and the "design roll center heights", respectively. The conventional static test procedure for the determination of the position of the roll centers was developed under an assumption that the roll centers are located in the vertical plane of the symmetry of the car body. As a result of this assumption, the roll center height positions are determined from their heights only. In this test procedure, the roll center height is dete:rmined as the point of intersection of the reference line on a vehicle body in the rolled position with the stationary vertical reference line. (See Figure 8 ) . Prior to body roll, both reference lines coincide with each other and pass through the longitudinal axis of symmetry of a vehicle. The roll of the

UJ

60 u
UJ

LEFT SIDE RAIL WIND UP SECTOR SHAFT-PITMAN ARM & BALL JOINT LEFT SIOE TAIL LAT. OEFL TIE ROO INNER BALL JOINTS TIE ROO AXIAL DEFLECTION WHEEL SPOL. ASSY-TIE ROD OUTER BALL

2 50
UJ

t 40

30

io 0 6 9 12 IS 18

STEERING WHEEL TORQUE (FT.-LB.)

Fig. 6 - Steering system compliance losses in degrees of windup angle at the steering wheel at various steering wheel torques. Vehicle A manual steering. Right hand linkage, left turn

Table 2 - Compliance Losses in Individual Steering Components of Vehicle A with Manual Steering
STEERING COMPLIANCE LOSSES IN PERCENT OF TOTAL WINOUP OF THE STEERING WHEEL 1.94

IN DEGREES OF STEERING WHEEL WINDUP FLEXIBLE COUPLING STEERING GEAR SECTOR SHAFT. PITMAN ARM ANO PITMAN ARM BALL JOINT LEFT SIDE RAIL WINOUP LEFT SIOE RAIL LATERAL DEFLECTION RIGHT TIE-ROD INNER BALL JOINT RIGHT TIE-ROD AXUL DEFLECTION

1.5 29.16 6.91 14.8 7.83 1.16 1.69 12.19 2.26 77.5

37.625 8.92 19.095 10.10 1.50 2.18 15.73 2.91

100

RIGHT WHEEL ASSY. ANO RIGHT TIE-ROD OUTER BALL JOINT RIGHT SIOE TEST FIXTURE TOTAL

ROLL CENTER DEFLECTION In automotive design practice, roll centers are usually defined as points of intersection of the roll axis with the vertical planes through the front and rear axles re spec-

Effect of Compliance on Vehicle Properties

STATIONARY VERTICAL REFERENCE LINE COINCIDES WITH THE CENTER LINE OF A VEHICLE REFERENCE LINE ON THE CAR BODY

231

DOWN 30 25 20 15 10 5 0 5 10 15 LATERAL POSITION INCHES 20 25 30

ROLL CENTER HEIGHT

Fig. 8 - Conventional static test method for measurement of roll center heights body is accomplished by the lateral shift of weights from one side of the vehicle to another without application of lateral forces. As a result of the compliances in the suspensions and the tires, the roll center height values obtained by using this test procedure are noticeably lower than those of the design roll centers. Furthermore, the values of the roll center heights usually decreases with an increase of the roll angle. Although the roll center height values obtained by using these methods allow the establishment of an approximate value of the moment arm of the overturning couple, they do not determine the actual positions of the centers of rotation of the car body. The instantaneous centers of rotation of the car body are determined at the points of the intersection of the instantaneous radii of the two arbitrarily-selected points on the car body. The imaginary line connecting the instantaneous centers of rotation on the front and the rear end of the car body constitutes the instantaneous axis of rotation during roll of the car body. To distinguish between the instantareous axis of rotation and the roll axis which establishes the moment arm of the overturning couple, let us call the former the "kinematic" roll axis and the latter the "dynamic" roll axis. Accordingly, the roll centers determining the positions of these two roll axes might be called the "kinematic" and "dynamic" roll centers, respectively. The positions of the kinematic roll axis are determined by the suspension geometries and the compliances in suspensions and tires. Neglecting the effects of the compliances in suspensions and tires, one can obtain the instantaneous positions of the kinematic roll centers by using a conventional graphical method for various positions of vehicle roll, or by a simple calculation simulating this method. Figure 9 shows the calculated and measured positions of the kinematic roll center of the front suspension of a typical passenger car plotted for various positions of vehicle roll. Figure 9 illustrates that the kinematic roll center shifts laterally and vertically as the vehicle roll progresses. It is interesting that the measured kinematic roll center experiences

Fig. 9 Measured and calculated positions of the kinematic front roll center of a typical passenger car at various degrees of roll
3 2
UP OESIGN ItOLL CENTER POSITION^ CENTER LINE OF A VEHICLE

1
GROUND LIME VERTICAL POSITION INCHES

ROLL TO . 2 ^ w ^ . 2 " ^ROLL TO T H E L E F K ^ ^ - < < T ^ ^ < ^ T H E RIGHT

1 DOWN

2 -5.0VX i i i i i

5.r
i i

14 12 10 8 6 LEFT

2 4

6 8 10 12 14 RIGHT

Fig. 10 Measured positions of trie kinematic roll center of a typical passenger car at various degrees of roll a larger shift than the calculated one. The compliances in the suspension and tires contribute to the difference between the measured and calculated values. To reduce the effect of compliance to a minimum, the test in this study was conducted by rolling the body without the application of external, lateral forces. The measured positions of the kinematic roll center was determined as the points of intersection of the instantaneous radii at the tire contact points (perpendicular to the wheel paths). The positions of the kinematic roll center can also be determined by using instantaneous radii of two arbitrs.ry points on the car body; however, this results in a considerable scatter of the instantaneous positions of the kinematic roll center, as illustrated in Figure 10. To separate the effects of the lateral compliance in tires from those of suspensions, tests were conducted by rolling the car body by means of: (a) lateral shift of weights (the effects of lateral compliances in tires and suspensions were reduced to minimum) (b) a lateral force applied at the center of gravity. In the latter case, the measurements were performed in two different ways: (b.l) with respect to the rear axle (only the effect of lateral

232

Walter Bergman

Table 3

Roll Center Height Values in Inches Front Rear

(a)
The effects of lateral compliance in suspensions and tires are reduced to minimum The effects of lateral compliance in suspensions are included The effects of lateral compliance in suspensions and tires are

+2.03

+7.2

-l.k -15.5*

+5-9 -6.5

included
*Note: The minus sign indicates that the roll center is located below the ground.

compliance in the suspension system was included) (b.2) with respect to the ground (the effects of lateral compliances in both tires and suspensions were included). The effects of lateral compliances in suspensions and tires on the kinematic roll center heights of a typical passenger car are shown in Table 3 The above table shows that the lateral elasticity of tires causes the front and rear kinematic roll centers to move downward ll+.l inches and 12.h inches respectively. Contrary to this, the effect of lateral compliance in suspensions is less significant. It reduces the kinematic roll center heights by only 3.1+3 inches on the front and by 1.3 inches on the rear. These values constitute roll center deflection, which is defined as vertical displacement of the roll center from its static position, resulting from compliance in the suspension system. In the case of vehicles which have a considerable amount of compliance built into their suspensions, the effect of lateral compliance in the suspension on the kinematic roll center height is rather significant. For example, the measurements conducted on an experimental vehicle, which had a lateral compliance rate of the rear suspension equal to 2,000 lb./in., showed that the kinematic roll center height moved 8.?2 inches downward as a result of the lateral compliance in the suspension. The measurements were performed with respect to the rear axle and, therefore, the effects of lateral elasticities of tires were excluded. The height of the kinematic roll center can also be determined by simple calculation: Kx where = kinematic roll center height (inches) = design roll center height (inches) 9

F = sum of lateral forces at the axle (lb.,) K x = lateral deflection coefficient of suspension and tires (lb./in.) 9 = roll angle ( ' rad.) The term F in the above equation expresses the roll center deflection. In the above example, hd = 8.87 inches, K x = 2000 lb./in., and F/Q = 168J+6 lb./rad.; then, the roll center deflection will become: l6Qk6 _ 8.^2 inches and kinematic 2000 " roll center height will become t^ = 8.87 - Q.h2.~ . 1 + 5 inches, as compared to a measured value of 35 inches. This example shows reasonable correlation between the calculated and measured values.

CONCLUDING REMARKS. Compliance lias a significant effect on vehicle steering characteristics as well as on the vehicle roll axis. Steering compliance usually produces an increase of vehicle understeer. It has been found that in case of a typical passenger car., steering compliance contributes approximately 20 percent to the total amount of vehicle understeer. Ivfcasurements show that compliance losses in the steering gear and the left side rail, to which the steering gear is attached, are the major sources of steering compliance. Compliance in vehicle suspension is responsible for the phenomenon of roll center deflection. The roll center deflection usually results in a downward shift of the kinematic roll center. The reduction of roll center height caused by compliance is quite significant, Even in the case of a vehicle with stiff suspension bushings, it exceeds three inches; however, in the case of a vehicle with intentionally "built-in" compliance, it can be over eight inches. Considering the significant effects of compliance on vehicle steering characteristics and roll axis, it appears to be essential to view compliance as an important parameter in vehicle design.

E ffect of Compliance on Vehicle Properties BIBLIOGRAPHY (1) (2) Vehicle Dynamics Terminology SAE 670a W. Bergman, E. A.. Fox, E. Saibel, "Dynamics of an Automobile in a Cornering Maneuver On and Off the Highway'V

233
Paper presented at the 1st International Conference on the Mechanics of Soil Vehicle Systems, Turino, Ittly - June 1961 W. Bergman, "The Ba;ic Nature of Vehicle Understeer Oversteer", 1966 SAE Transactions pp 387-422

(3)

APPENDIX I Method for Determination of Compliance Losses la Individual Components of the Steering System Li-st of Symbols Angular displacement of the steering wheel shaft and below the flexible coupling respectively. y. Lateral displacement of the reference point A on the extension of the Pitman arm relative to the sector shaft. y.. Lateral displacement of the reference- point B on the extension of the idler arm relative to the idler arm pivot. Y\fY2>Yri>Yh Lateral deflections of the -* test fixtures on the left and right side of the vehicle at the reference points shown in Figure 3. Lateral deflections of the side rails at the reference points shown in Figure 4. Lateral displacements of outer and inner ball joint relative to the ground. Lateral displacements i, and ip of left and right t:Le-rod outer ball joints produced by deflections of test fixtures are computed as follows: Lj_ and L2 Lateral displacement of the Pitman arm ball joint relative to the geometrical center of the Pitman arm is computed as follows: 1 _ Where the ratio

4.74

4.74 s the ratio of Pitman arm

7.00 radius to a radius described by a reference point on the extension of the Pitman arm (position of dial indicator A ) , lateral displacement of the idler arm bushing relative to the geometrical center of the idler arm is computed in the similar way as the value ir"*". 1 _

4.74 ' B 9.8125

Neglecting lateral displacsment of the idler arm pivot due to deflection of idler arm pivot bushing as insignificant, the lateral displacement of the idler arm bushing relative to the ground becomes:

Total compliance losses in the steering linkage structure (except windup losses), wheel assembly, and test fixture can be expressed in terms of lateral displacement of Pitman arm, i.e. in terms of quantity i c -. These compliance losses can be broken down into compliance losses in individual components of the steering linkage structure, wheel assembly, and test fixture

17

= Ai,
Dimensions (15.5 a-nd 17*0) showing positions of dial indicators in relation to outer ball joint are shown in Figure 3Lateral displacements io and i^ of geometrical centers of Pitman arm and idler arm, produced by deflection of side rails, are computed as follows:
1

Ai-

for the left side and

10
Ai-, - i. for the right side where; compliance; losses due to deflection of left side test fixture:. complia.ncelosses due to deflection of the right side test fixture. Ai, = compliance losses in the left wheel assembly (bending of wheel spindle and steering arm) and left tie-rod outer ball joint, compliance losses in the right wheel assembly and right tierod outer ball joint.

3"
'
y

- y9)
+ (y

4.25 5.25

5.12 Dimensions (4.25, 5-25, 4.12 and 5.12) showing positions of dial indicators in relation to the geometrical centers of the Pitman arm and idler arm are shown in Figure 4.

io

i2

234 compliance losses due to latezal deflection of the left tie-rodl compliance losses due to lateral deflection of the right tie-rod. compliance losses in the left A i y = i/- -y]_7 tie-rod inner ball joint, A in - i - y-io compliance losses in the right tie-rod inner ball joint, compliance losses due to lateral deflection of the left side rail, compliance losses due to bendAi-,Q : ir ing of the sector shaft, the sector shaft housing, Pitman arm and losses in the Pitman arm ball joint. A iX
= yy 17 -

Walter Bergman

l7

obtained from the following expression:

A Li o

-K

- AL 11

where Lo = angular displacement of the steering wheel shaft below the coupling and .1 K 15 absolute value of steei'ing wheel windup angle due to compliance losses resulted from lateral displacements of steering components. Compliance losses in the flexible coupling become: where LT_= angular displacement of the steering wheel shaft above the coupling. Then total steering compliance losses for left- and righthand linkage respectively expressed in degrees of steering wheel windup become:

The quantities Ai<v> Aig, a.nd A i 1 0 also include compliance losses due to deflection of idler arm bracket bushing and losses due to bending of the cross-link. However, these additional losses are considered to be negligible compared to the principal losses listed previously under each of these quantities. The values of linear compliance losses in individual components Ai]_, A i 2 Aijj_ expressed in inches are converted into angular windup losses at the steering wheel by multiplying each of them by the quantity K z 57-3i where i = 19.9 = steering gear R ratio at zero torque and R = 4.74 = Pitman arm radius. The steering compliajace losses produced by l a t e r a l displacements of individual steering components and expressed in degrees of windup at the steering wheel become:

Sample calculation:

Right turn at 18 ft lbs torque

- -.0084"

...009V1

y 9 +(yn-y 9 ) ^ AL2 =K li.

= .O22+(.O35-.O22) 1^ - .0325"

V
Kol
Note that absolute values ofAiare used for computation of windup angles. Total steering compliance losses are composed of compliance losses due to lateral displacements of individual steering components and direct windup losses. Direct windup losses consist of: (A) Losses due to vindup of the left side rail. (B) Losses in the steering gear. (C) Losses in the flexible coupling. Losses due to windup of the left side rail are computed as follows: i J- - y
6 B

itii 2 . = .015+( .019015) ^ ^ 5.12 5-12 = .0182"

4/74 _ . 7.00
<196L11

. .. 7-00 l^g9.8125
= z

1 ^ 1 _ - -.166 9.8125

-.090"

i 6 = i ^ 1 + % r -.090 + .0182 Ai1= ^

z

-.0718"

-.0084"

A i 2 = 2 = -.0094" Ai Ai^; Ai5= y -i - -.057 - (-.0084)

:

-.0486" -.0506"

y^ - 2 = --060 - (-.0094) r

AL11

57-31
1.0

y 1 ? - y 1 3 = - .060 - (-.057) : -.003"

=

where i = 19-9 = gear ratio and 1.0" = fore-and-aft distance between dial indicators 9 and 11. (See Figure 6) Compliance losses in the steering gear are

A i 6 = y l Q - yk - - .067 - (-.060) Aiy = ig - y - - .073.8 - (-.060)

:

- .007" -.0118" -.0048"

-.0718 - (-.067)