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Ralph Willems
Forschungsgesellschaft Kraftfahrwesen mbH Aachen (fka)
400 Commonwealth Drive, Warrendale, PA 15096-0001 U.S.A. Tel: (724) 776-4841 Fax: (724) 776-5760
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ISSN 0148-7191
Copyright 1998 Society of Automotive Engineers, Inc.
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Ralph Willems
Forschungsgesellschaft Kraftfahrwesen mbH Aachen (fka)
1
Figure 1. ika-kinematics and compliance test rig
The complete system is controlled by a reliable computer In Fig. 4 - 6 typical measurement results of the test bench
system to reduce the operator’s influence on the results are shown. Fig. 4 shows the toe and camber angle as
and to achieve an optimum reliability and repeatability of function of the suspension travel of an typical twist-beam
the measurements. Extensive routines shall exclude a rear suspension. Fig. 5 shows th same curves for an
malfunction of the test bench to avoid a damage of the McPherson front suspension system. In Fig. 6 toe and
vehicle. camber angle are shown as function of the lateral force in
Fig. 7 as function of braking force for an twist-beam rear
Typical characteristics which are supposed to be exam-
suspension.
ined are: roll axis position, roll stiffness or steering com-
pliance. But also complete driving maneuvers such as
‘steady state cornering’ or ‘breaking maneuvers’ can be
simulated at the test bench. Knowledge can be gained
about the self steering properties of the vehicle by using
this method.
The technical data of the test rig are:
• variable wheelbase: 2000 to 3250 mm
• variable track width: 1180 to 1650 mm
• max. vertical displacement at the wheel: 400 mm
• max. wheel load: 14 kN
• max. lateral force (per wheel): 10 kN
• max. brake force (per wheel): 10 kN
• max. traction force (per wheel): 5,5 Kn
Because of the compliance steer forces, and moments Figure 2. Measuring of camber and toe angles with
between the tire and the ground cause changes to the optical Autocollimators
kinematic qualities of a suspension.
2
front plan vertical plan
application
of driving
torque
application
of lateral forces
hydraulic
actuators
for lateral and
longitudinal
forces
hydraulic cylinders
for vertical forces
Figure 3. Configurations for the simulation of lateral and longitudinal forces in the wheel contact area to the ground
Camber Angle
Camber Angle
Angle
Angle
Toe Angle
Toe Angle
Suspension Travel
Suspension Travel
Figure 4. toe angle and camber angle as function of Figure 5. toe angle and camber angle as function of
suspension travel of an twist-beam suspension travel of an McPherson-
suspension Suspension
3
of rigid bodies can hereby be analyzed mathematically
Angle very exactly.
Camber Angle
Toe Angle
4
After comparing the results from the simulation and the In this paper the maneuver ‘Steady state cornering’ is
testing, the simulation results can be changed by modify- presented. Fig. 10 shows the results of this simulation:
ing the qualities of the elastic bushing-elements in the steering angle as function of lateral acceleration. In addi-
computer model. This modification will be repeated as tion to the results of the model with compliance steer,
long as the results of the simulation and the testing don’t results of a rigid body model without compliance steer
match. In Fig. 9 the results of the test bench are com- are also shown.
pared to the results of the ADAMS-Model. The similarity
The figure shows that both vehicles have understeering
of both curves is so precisly that the validation of the
self-steering properties. The steering wheel curve of the
model can be considered as quite perfect.
model with compliance steer is little bit lower than the one
of the rigid model. That means that the rigid model under-
steers more than the model with comliance steer.
To explain this effect we have to look at the compliance
steer angles of the rear axle. Particularly the outer wheel
Testing must be observed. As Fig. 11 shows, the angle of the
rigid model is as expected zero. The compliance angle of
Simulation
the outer wheel of the model with compliance steer rises
proportionally to the lateral accelaration.
Angle
Camber Angle
without compliance
steer
Toe Angle
with compliance
steer
Steering Wheel Angle [°]
5
ance steer improves the road performance of the vehicle.
By further modifications to the elastic elements of the
without compliance model, it will be possible to obtain further improvements
in the road performance. If the result is satisfactory,
Compliance Steer of the outer wheel [°]
steer
requirements on the construction can be made from the
with compliance simulation. As a consequence, the number of suspension
steer prototypes can be reduced clearly.
Therefore a way was shown within this contribution how
modern test benches and the use of modern simulation
software can help to develop a complex new suspension
systems with defined compliance steer. By using this
method time and costs for the development of a new
vehicle-chassis can be reduced.
REFERENCES
1. [DIN94]DIN 70 000
Straßenfahrzeuge, Fahrzeugdynamik, Begriffe
1994
2. [PAE96]PAEFGEN, F.-J.; TIMM, H.
Der neue Audi A3
Automobiltechnische Zeitschrift 98 (1996), Nr. 7/8, S. 370-
378
3. [ROM94]ROMPE, H.; HEIßING, B.
Objektive Testverfahren für die Fahreigenschaften von
Lateral Acceleration [m/s²] Kraftfahrzeugen
Verlag TÜV Rheinland GmbH, Köln, 1994
Figure 12. Compliance Steer Angle of the Outer Rear 4. [STR96]STRAETEN, F.
Wheel as Function of Lateral Acceleration Theoretische Reifenmodelle in der Computersimulation
Studienarbeit am Institut für Kraftfahrwesen Aachen,
RWTH Aachen, Aachen, 1996
SUMMARY AND CONCLUSION 5. [ZOM87]ZOMOTOR, A.
Fahrwerktechnik: Fahrverhalten
At the ‘Institut für Kraftfahrwesen Aachen’ a new test Vogel Buchverlag
bench has been built up for the measuring of axle kine- Würzburg, 1987
matics and compliance for complete vehicles and for sus-
pension systems. By using this test bench, even CONTACT
prototypes can be analyzed to get all characteristic val-
ues of the axle geometry and the compliance steer. The If you are in interest in further informations on the test
complete system ist controlled by a computer system that bench or the driving simulation work please contact:
produces values to simulate certain driving situations, as Dipl.-Ing. Peter Holdmann
for example ‘steady state cornering’. Based on this infor- Institut für Kraftfahrwesen Aachen (ika)
mation, the self steering properties can be determined. RWTH Aachen
By the help of the multybody simulation tool it has been Steinbachstraße 10
shown how to validate a computer model of a vehicle D-52074 Aachen
regarding its compliance steer values. With that model Tel.: +49 / 241 / 80-56 11
the maneuvers ‘steady state cornering’ and ‘straitline Fax.: +49 / 241 / 88 88-147
braking’ have been carried out. Moreover the difference e-mail: holdmann@ika.rwth-aachen.de
was determined particularly between the elastic and the
rigid model in terms of road performance. It could be
pointed out, in what way the interpretation of the compli-