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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.
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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
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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
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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
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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.
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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
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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.
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