STEERING AND CONSTANT STEER TEST ANALYSIS OF …€¦ · were computed continuously by CarSim and...

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International Journal of Mechanical Engineering and Technology (IJMET) Volume 8, Issue 10, October 2017, pp. 928–935, Article ID: IJMET_08_10_101

Available online at http://www.iaeme.com/IJMET/issues.asp?JType=IJMET&VType=8&IType=10

ISSN Print: 0976-6340 and ISSN Online: 0976-6359

© IAEME Publication Scopus Indexed

STEERING AND CONSTANT STEER TEST

ANALYSIS OF FSAE VEHICLE USING CARSIM

S.Dinesh, V.Sakthi Murugan

Assistant Professor, Department of Automobile Engineering,

Saveetha School of Engineering Saveetha University, Chennai, India

Jaganathan.R, Aarvindakshaan.S, Nirmal Kumar.N, Jerome Robin.R

UG Scholar, Department of Automobile Engineering,

Saveetha School of Engineering Saveetha University, Chennai, India

ABSTRACT

The steering framework is a basic part of all ground vehicles notwithstanding of

their drive source. Undercarriage directional control is given by the steering

framework, which thus transfers profitable input about the street and vehicle conduct.

As the essential input channel to the driver, the steering framework additionally

conveys the beginning impression of a vehicle's dealing with and responsiveness to the

customer. Thus, the steering framework is an essential part of the vehicle's assessment

what's more, obtaining process, regardless of the possibility that drivers are

uninformed of its immediate impact in their basic leadership. With vehicle buys

conceivably depending on the steering framework, a need exists for a superior

comprehension of steering inclination through a centered research venture. In this

examination, driver steering inclinations have been contemplated utilizing a propelled

equipment on top of it vehicle steering test system. Moreover, vehicle run-rough

terrain circumstances have been contemplated, which happen when a portion of the

vehicle wheels float off the street surface and the driver recoups through steering

summons. In any case, the target steering inclination metric permits this progression

to be mechanized, opening the entryway for the advancement of a programmed tuning

steering framework.

Keywords: steering, street test analysis, fsae vehicle using carsim

Cite this Article: S.Dinesh, V.Sakthi Murugan, Jaganathan.R, Aarvindakshaan.S,

Nirmal Kumar.N and Jerome Robin.R, Steering and Constant Steer Test Analysis of

Fsae Vehicle Using Carsim, International Journal of Mechanical Engineering and

Technology 8(10), 2017, pp. 327–334.

http://www.iaeme.com/IJMET/issues.asp?JType=IJMET&VType=8&IType=10

Steering and Constant Steer Test Analysis of Fsae Vehicle Using Carsim


1. INTRODUCTION

The steering framework is a vital part of the vehicle from operational security and driver

delight points of view. It is one of the essential control and criticism instruments in the driver-

vehicle-street interface, both presenting and curing the absolute most extraordinary hazards a

vehicle may confront. In spite of the fact that drivers frequently get starting vehicle preparing

through driver instruction programs, instinctive utilize of the steering framework ordinarily

comes through individual experience. For example, far reaching driving situations, vehicles,

and in the driver's seat driving encounters help shape a driver's steering inclinations

consistently. The assorted variety of these inclinations and how they identify with a driver's

socioeconomics and driving conduct will be inspected in this exposition. The exploration has

been separated into four particular stages: test system improvement, subjective steering

inclinations, target steering inclinations, and vehicle mediation.

2. STEERING SIMULATOR

The principal phase of concentrate the driver/vehicle steering interface was the advancement

of a steering test system. Many sorts of driving test systems exist, albeit most exist to

contemplate non-steering driving conduct. Steering test system investigate ordinarily centered

around vehicle conduct as opposed to the driver's inclinations. Zhang et al. (2000) composed

an equipment on the up and up (HIL) steering test system to consider the impact of physical

segments, steering framework elements and other factors like soil firmness on rough terrain

vehicles. Heydinger et al. (2002) built up a vehicle progression simulation demonstrate for use

in the National Highway Traffic Safety Organization's (NHTSA's) National Advanced

Driving Simulator. Andonian et al. (2003) utilized a settled based 14 DOF driving test system

to look at the path following execution of guineas pigs utilizing a joystick steering controller

against a traditional hand wheel. Setlur et al. (2003) assessed a half and half vehicle steer-by-

wire framework utilizing an equipment on top of it and virtual reality test condition. The basic

topic is that test systems intended for human subject testing need steering criticism

authenticity, and those outlined with exact steering input were most certainly not intended for

human subject testing. The steering test system Figure 1was created for the sole reason for

precisely duplicating a car's steering feel to examine driver steering inclinations. Past

reasonable steering feel, the steering must be exceedingly flexible and give situations that

reproduce normal driving circumstances.

Figure 1 Steering simulator

S.Dinesh, V.Sakthi Murugan, Jaganathan.R, Aarvindakshaan.S, Nirmal Kumar.N and Jerome Robin.R


3. VIRTUAL ENVIRONMENT

With the presentation of the CarSim programming bundle, the test system now included a

quality scene rendering device. Through CarSim and its going with activity program,

"Surfanim", custom driving situations could be produced. This was a major advance in

making a practical driving background. CarSim permits the client to enter the (x,y,z)

directions of the middle line of the proposed street and also include landscape, trees, arches,

and houses utilizing a graphical UI (GUI). Basically, Surfanim interfaces with CarSim to

render the scene continuously in light of the vehicle's directions. Virtual Environment Four

driving situations were made as well as connected in the test system for steering assessments.

These were blandly named: city, nation, parkway, also, demonstrating ground. The city

condition was a straightforward level network populated with houses and stop signs. It was

intended to assess the key factors in a crossing point mode (e.g., basically high steering edges

and low speed). The nation condition was an uneven winding street intended to catch the

enjoyable to-drive parts of the steering alongside directional control. The parkway condition

had smooth turns and incidental arches to compel drivers to move to another lane, which

assessed the simplicity of control at high speeds. The demonstrating ground had a rapid oval,

a substantial level cleared range, and an associated race track.

4. STEERING VALIDATION

The steering wheel torque dynamics depended on a lessened request four level of-freedom

mass, spring, damper, and friction model. This model spoke to an improvement over the

simple feedback model. The dispersed physical mass (inactivity) inside the model

incorporated the steering wheel, steering shaft, steering rack, and wheel/tire assembly. Tire

vertical forces, Steering Feel Validation Fz , lateral forces, Fy , and aligning moments, Mz ,

were computed continuously by CarSim and provided to the steering model.

The parameters I sw, B sc, K fr and τsc mean the lumped steering wheel inertia, damping,

stiffness, and the dry friction, respectively. The steering column and torsion bar stiffness go

about as two linear springs in series because the spool valve was modeled as an element with

negligible inertia. The angular displacement of the spool valve, sp θ , was a consequence of

the torsion bar windup. The parameters w I and w B represent the lumped inertia and damping

of the wheel and linkage assembly.

The final tuned parameters are given in Table .The holding effort test was performed on a

50m radius circle. This test consisted of steering the vehicle with the goal that it tracked a

painted circle while gradually increasing the speed. The steering torque was measured at

different rates while the driver kept the vehicle on the circle.

Table 1 Tuned parameters in steering model of steering torque



5. CONSTANT STEER ANGLE TEST

This test was carried out for consistent hand wheel steer edge estimations of 45 degrees, 60

degrees, 90 degrees and 120 degrees. A slowly increasing rate profile with a rate of speed

increase of 0.625 km/h every second (approximately 0.170 m/s every second) was utilized.

Figure 2 Speed data-Constant Steer Test

The speed profile in Figure 2 was utilized for this method. The analysis was made for a

lateral acceleration scope of 0.05 g to 0.3 g. The understeer gradient esteems obtained for this

test method are given in Table 2.

Table 2 Constant Steer Test Understeer Gradient (Simulation)

K (deg/g)

45 deg 60 deg 90 deg 120 deg

1.89 1.88 1.86 1.82

6. RESULTS AND DISCUSSION

The understeer gradient esteems obtained for the steady test are believed to diminish slightly

with an increase in the estimation of the steer angle. Figure (3) demonstrates the comparison

of way ebb and flow versus lateral acceleration for different steer angle esteems. Figure (4)

and (5) demonstrate the comparison of rate of lateral acceleration and yaw rate respectively.

`

Figure 3 Path Curvature versus Lateral Acceleration



Figure 4 Lateral Acceleration versus Time Comparison

Figure 5 Yaw Rate versus Time Comparison

The steer angles from the steering wheel angles divided by steering ratio were plotted in

comparison with the street wheel steer angles. The consistent steer test is executed by locking

the steering wheel at a desired angle. It was observed that, according to the test requirement,

the steer angle computed from the steering wheel angle and steering ratio remains steady

through the test. But the street wheel angles don't remain consistent through the test. The plots

in Figure 6 demonstrate these outcomes at various angles.



Figure 6 Steer Angle versus Lateral acceleration Comparison at various angle

The results from the simulation and experimental constant steer test are discussed in this

section.

Figure 7 Understeer Gradient (Constant Steer Test)

Figure (7) demonstrates the understeer gradient esteems from the simulation of steady

steer test for the FSAE. The outcomes are for steady steering wheel angle estimations of 45

degree, 60 degree, 90 degree and 120 degree. The first arrangement of information appeared



in the plot speaks to the understeer esteems obtained for the original FSAE model. The second

arrangement of information speaks to the outcomes obtained for the FSAE model with zero

compliance. Both these sets demonstrate that the understeer gradient esteem diminishes as the

estimation of steer angle increases.

Figure7 Lateral Acceleration versus Time Comparison (Constant Steer Test)

Figure (7) shows the comparison of lateral acceleration rate for various steering angle

values for the vehicle. Lateral acceleration rate increases as the steer angle increases.

7. CONCLUSION

From the examination of the understeer gradient regards acquired from most of the understeer

tests, we observe that the understeer gradient regards got for the first FSAE display utilizing

roadwheel points are not the same as those got for the zero consistence model. To understand

the reason for this difference, we have to investigate further the vehicle reaction and

development of slip angles and lateral acceleration during these maneuvers.

From both the experimental and simulation consequences of every one of the three

understeer methods, it is observed that a lower understeer gradient esteem is obtained if the

rate of buildup of lateral acceleration is higher. The estimation of understeer gradient

apparently decreases as the rate of lateral acceleration increases.

REFERENCES

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International Journal of Vehicle Design, vol. 44, nos. 1/2, pp. 188-208, 2007.

[2] Andonian, B., Rauch, W., and Bhise, V., Driver Steering Performance Using Joystick vs.

Steering Wheel Controls, SAE Paper, 2003-0100118, 2003.

[3] Black, J., Wagner, J., Alexander, K., and Pidgeon, P., Vehicle Road Runoff – Active

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[8] Gillespie T. D, Fundamentals of Vehicle Dynamics, SAE, Warrendale, PA, 1992

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Volume 8, Issue 6, June 2017, pp. 125–129

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