Harper Adams Engineering Department

Engineering Test Report (ETR)

Title: Report Number 1

TM2 Tom Car Suspension redesgin

Parts Tested: KNL/KNR

Project description, and test purpose:

Improve reduce tire scrub, and decrease sharpness of the TM2 tom car by redesigning the front steering knuckles, the test purpose is to evaluate the
steering angle of the improved system and ensure that it provides sufficient steering capability and maneuverability to the vehicle under various load and
driving conditions. The test will involve measuring the steering angle while turning the vehicle through its full range of motion and checking if it meets
the specified requirement for steering angle
Test Date start: Test date end:
02/05/2023 02/05/2023

Test summary:
The steering angle test was conducted to evaluate the steering angle of the improved system and ensure that it provides
sufficient steering capability and maneuverability to the vehicle. The test was conducted using a steering turn table to
accurately measure the steering angle of the improved system while turning the vehicle through its full range of motion.

The tests were conducted in a level and flat section of ground suitable for jacking the vehicle up, ensuring that the vehicle
was properly secured on jack stands for safety. Steering turn tables were used to accurately measure the steering angle
during the test, and the steering turn tables were set to zero before conducting the test.

The test was conducted on the test vehicle equipped with the improved steering system, and the data was collected by
sweeping through full lock one way, and every 5 degrees on the passenger side of the vehicle. The steering angles for each
wheel were recorded, and the data was analyzed to evaluate the effectiveness of the improved steering system.

In addition to the data recorded during the test, the steering angle values for each wheel were averaged to obtain a mean
value for the steering angle of the improved system. The mean value was then compared to the specified requirement for
steering angle to determine compliance with the client's requirements. The use of averaging helped to provide a more
representative measurement of the steering angle of the improved system, as it accounted for any variations in the
steering angle during the test.

The primary pieces of equipment used in the test were the steering turn tables and measuring equipment for steering
angle. The test was conducted on a single test vehicle, and the results were analyzed to ensure compliance with the
specified requirements of the client and the University Health and Safety Procedures.

Test results:
The test results show that the test concluded that the test is a pass for Ackerman, with it conforming to standard industry standard for Ackerman value –
with the Ackerman value decreasing towards full lock, this is less desirable but this could be due to the flex in the bracket cause by a cut and weld needed
as the engineering workshop welded in the track rod pickup sleeve the wrong way round. This combined with the high amount of play in the track rod
end ball joints may cause this skew in the graphs toward the extremes. The improved measure data is an extremely close match to the calculated
improved data showing our model for calculating is accurate bar the extreme (same reasons as stated before).

Conclusions:

The steering angle test was conducted using a steering turn table to accurately measure the steering angle of the
improved system while turning the vehicle through its full range of motion. The test was conducted on a single test
vehicle, and the mean value for the steering angle of the improved system was obtained by averaging the steering angles
for each wheel. The test results show that the improved system conforms to the standard industry requirement for
Ackerman value, with the slight decrease towards full lock possibly due to flex in the bracket and play in the track rod end
ball joints. Overall, the test results indicate that the improved system provides sufficient steering capability and
maneuverability to the vehicle.

Report Name: Date:

Rory McElhinney 02/05/2023

Approved by: James Croxford Date:

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 Harper Adams Engineering Department

Test Methodology:
Methodology.
1. Set the car steering to straight forward before jacking up the vehicle.
2. Locate a level and flat section of ground that is suitable for jacking the vehicle up. The ground must be hard
enough, or jacking boards should be used to ensure stability and safety during the test.
3. Set up the steering turn tables and adjust them to the zero position.
4. Jack up the test vehicle by the lower wishbone on one side, ensuring that the vehicle is properly secured on the
jack before lifting the vehicle.
5. Position the steering turn table and angle plate below the wheel on the jacked side of the vehicle, making sure
that the locking pins are in place and the turn table is set to zero.
6. Carefully lower the vehicle onto the steering turn table, ensuring that the wheel is centered on the turn table and
the turn table is set to zero.
7. Repeat steps 4-6 for the other side of the vehicle.
8. Remove locking pins from the steering turn tables once zero in the turn tables have been complete.
9. Sweep through full lock one way, and every 5 degrees on the passenger side of the vehicle, record the steering
angles for each wheel using the measuring equipment for steering angle.
10. Repeat the measurement 5 times for each side to ensure consistency and accuracy of the data.
Repeat steps 4-10 for the other lock side.

Constraints:
11. The test must be conducted in compliance with the specified requirements of the client and the University Health
and Safety Procedures.
12. The ground selected for jacking the vehicle up must be suitable for the purpose and ensure stability and safety
during the test.
13. The measuring equipment used for the test must be properly calibrated and adjusted to ensure accurate
measurement of the steering angle.
14. The steering turn tables must be set to zero position before conducting the test.
The test must be conducted within the limitations of the test vehicle and equipment used.

Personnel:
1. The same personnel were involved in conducting the test and analyzing the results to ensure consistency and
reliability of the data.
2. The personnel conducting the test were trained on the proper use of the measuring equipment and steering turn
tables to ensure accurate and reliable measurement of the steering angle.
3. The personnel conducting the test were responsible for ensuring that the test was conducted in compliance with
the specified requirements of the client and the University Health and Safety Procedures.
The personnel conducting the test were responsible for ensuring that the measuring equipment and steering turn
tables were properly set up, calibrated, and adjusted as necessary to ensure accurate measurement of the
steering angle.

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Analysis of Test Results:

Calculated 'Improved' value

60

40
Angle (degrees)

20

0
0 2 4 6 8 10 12 14
-20

-40
Measurement value
new right new left

Old upright values

40

30
Steering angle (degrees)

20

10

0
0 1 2 3 4 5 6 7 8
-10

-20

-30
Measurement value

left right

Measured 'improved' steering angles

These values are the
60 average of the 5
50 measurements for each
Steering angle (degrees)

40 data point. The standard

30 deviation was calculated
20 to 0.67 and the type b
10 uncertainty was 0.26.
0
-10 0 1 2 3 4 5 6 7 8 9
-20
-30
-40
Measuerment value

left (Degrees) right (Degrees)

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 Harper Adams Engineering Department

Ackerman Steering Goemtry graph

40
30
20
Right (degrees)

10
0
-40 -20 -10 0 20 40 60

-20
-30
-40
-50
Left (degrees)

Result analysis.
The result shows a similarity between the calculated improved value and the measured improved value; the only major
discrepancy is at the extremes. When discounting the last values, the measured values error to the calculated value is
extremely low, this larger error towards the end could be down to the flex in the upright due to the manufacturing error.
When looking at the Ackerman graphs It shows a distinct curve like the ideal steering as shown above but also shown
above in the dashed green line shows the sharp curve toward the extremes which are not present (it is slightly present
with in the lower left quadrant but is not present in the upper right quadrant). This is due to the wrongful prioritization of
optimization of Akerman at lower steering input, this was confirmed as the incorrect method by the customer after the
park had already been offer, this will allow for low scrub at higher speeds (where lower steering inputs are normally used)

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Additional Notes and Observations:

We must note that prototype was manufactured incorrectly to the given drawings, the track rod end ball joint sleeve was mounted upside down. To
correct this the top sheet metal section was cut and flip around. They were then weld back in place, this process causes a week point in the prototype
making it flex where It is not meant to, therefore the result may not be true to a correctly manufactured component therefore the test should be repeated

Amendments:
We do not have enough data to generate an Ackerman steering geometry graph for the original knuckle, therefore we would need to add this into the
test to do before swapping the uprights.

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