First video I've seen that clearly explains the math behind Ackermann steering, instead of just what it is mechanically. I was looking precisely for this, so thank you!
all the videoes about this are either like this one, or just talk about how it works in relation to them building a car, but I can't find one that explaines the math behind the mechanical setup, and not just the angles of the wheels
now is there a video that'll help me design for Ackerman? so am I to assume that the steering knuckle will have no affect on the Ackerman steering? what if i do not have the R value? or input for the steering angle? if there other ways to find/sovle for ackerman?
Nice video; however, you mention in 8:22 that the sum of the right angle and the other angle minus 180° is delta, when it should be -delta, since the sum of all angles in triangle is 180°. Otherwise it would be like: 90° + angle - 180 = delta, and therefore 90° + angle - delta = 180° which is not true. If -delta, then 90° + angle - 180° = -delta, and solving for 180°, we have 90° + angle + delta = 180°.
Don't understand the need for a 3rd center tire? Front steering left and right differences are enough. Also, unless there is another video, the geometry calculation basically comes down the angle a length of steering arms.
Your description is confusing in many angles but just to mention one, positioning the car silhouette in angle does not an accurate description of turning action there are two options. 1.The body of the car is turning 2 The wheels are turning. I don't understand why is your car silhouette projected in slight angle if there is no turning expected following the wheels directions and also what is the reference angle for the whole trigonometry behind it. I like your video but watching it a few times there are some foggy patches if you don't mind me to express my opinion. Ackerman was right about the horse and carts but modern design can't be based on 250years old crap even if it is convenient for the car manufacturers. Ackerman is only a good starting point but not the solution, the problem is much simpler and safe in design than this old paradigm.
The steering linkage depends on the car. You need the steering ratio of the vehicle. This steering ratio relates the tire angle to the one of the steering. A common ratio is 6:1, meaning six full turns of the steering wheel are required for one turn for the tire.
Watched a few vids, so far nobody has explained this. Just thinking about it a bit, I don't think there is any adjustment possible. Rather, it is inherent in the spindle geometry. The knuckle is quite in-board from the ball joint, so as the wheel points out (ie. the inner most wheel in the turn), it gets the most amount of turn since the tie rod and spindle are almost perpendicular.
so the ideal set up is delta delta i and delta o should be as near as possible to each other? ( have a modified off road vehicle that is all over the place as i drive)
I race go karts and go karts have an Ackerman bracket for adjusting steering quickness. I found this video because I wanted to research the bracket, after watching this I think I’m just going to move bolt positions and experiment lol.
The path itself does not get influenced by velocity but the smallest radius the car can turn without slipping does increase with velocity. If you had infinite grip you could turn the same radius at any speed.
What about the radius of the curvature path of the ideal tire, it should be slightly bigger then the radius of the rear tire, but you didn't show how to derive it...
Use Ackerman and some toe in on street cars. High aero download race cars are unique and steering set up is special. With Rally cars sliding on dirt alignment is more or less irrevant. Just open the throttle and steer a lot.
Yup I was just wondering if on a crosskart wouldn't that bit of toe just suffice to approx this Ackerman angle. It seems pretty hard instead, to achieve kind of an "ackerman accuracy" while the suspensions are under stresses, and I mean on track cars.
You are great at explaining ackermann.However,I'm afraid your knowledge level is way over some good ol'gearhead/fabricator's heads.Throwing myself in that mix,I made a video that Simplifies your explanation to us bleeding knuckles out here in the land of grease and gravel!Just for the heck of it,check out 'GoKart steering explained.Including Ackermann theory' (john wade,you tube).Thanks.
Why is that so many videos (and books) which explain stuff spend 80% of the time talking basic concepts and only spend 20% of the time talking about the advanced concepts?
There are the opposites too (80% advanced , 20% base) if you search. Not that you will find any high-tech in-depth explanation video in RUclips though..
First video I've seen that clearly explains the math behind Ackermann steering, instead of just what it is mechanically. I was looking precisely for this, so thank you!
This was exactly what I was looking for! Thank you!
Really good explanation, thank you.
very educative. Thank you regards. great teaching
This is beautifully explained. I hope you have some demonstration of all wheel vehicle dynamics
great video !!
all the videoes about this are either like this one, or just talk about how it works in relation to them building a car, but I can't find one that explaines the math behind the mechanical setup, and not just the angles of the wheels
clear presentation
now is there a video that'll help me design for Ackerman? so am I to assume that the steering knuckle will have no affect on the Ackerman steering? what if i do not have the R value? or input for the steering angle? if there other ways to find/sovle for ackerman?
ri and ro is the radius of 2 front wheels. So why did they stand with reer wheel. I think it need to be checked again.
Nice video; however, you mention in 8:22 that the sum of the right angle and the other angle minus 180° is delta, when it should be -delta, since the sum of all angles in triangle is 180°. Otherwise it would be like: 90° + angle - 180 = delta, and therefore 90° + angle - delta = 180° which is not true. If -delta, then 90° + angle - 180° = -delta, and solving for 180°, we have 90° + angle + delta = 180°.
Don't understand the need for a 3rd center tire? Front steering left and right differences are enough.
Also, unless there is another video, the geometry calculation basically comes down the angle a length of steering arms.
Your description is confusing in many angles but just to mention one, positioning the car silhouette in angle does not an accurate description of turning action there are two options. 1.The body of the car is turning 2 The wheels are turning. I don't understand why is your car silhouette projected in slight angle if there is no turning expected following the wheels directions and also what is the reference angle for the whole trigonometry behind it. I like your video but watching it a few times there are some foggy patches if you don't mind me to express my opinion. Ackerman was right about the horse and carts but modern design can't be based on 250years old crap even if it is convenient for the car manufacturers. Ackerman is only a good starting point but not the solution, the problem is much simpler and safe in design than this old paradigm.
Awesome video. Right on the point and covers all the aspects of the basic steering mechanism. Thank you
thank you very much! This video was super well explained!
You need to continue on and explain how to get the steering linkage to do what you have described in the math.
The steering linkage depends on the car. You need the steering ratio of the vehicle. This steering ratio relates the tire angle to the one of the steering. A common ratio is 6:1, meaning six full turns of the steering wheel are required for one turn for the tire.
Watched a few vids, so far nobody has explained this. Just thinking about it a bit, I don't think there is any adjustment possible. Rather, it is inherent in the spindle geometry. The knuckle is quite in-board from the ball joint, so as the wheel points out (ie. the inner most wheel in the turn), it gets the most amount of turn since the tie rod and spindle are almost perpendicular.
This is the best example of Achermann's Geometry that I have seen. Great job!
i know andhuke upload chesa
Very good explanation
Thks well done, ?how would a make a steering linkage to to implentment the inner & outer tire angle?
Nice! Now I would like to know how to calculate the next position of the car, given its speed and dt.
Do you distinguish the centre path by using the angle of steering 'full lock'?
so the ideal set up is delta delta i and delta o should be as near as possible to each other? ( have a modified off road vehicle that is all over the place as i drive)
I race go karts and go karts have an Ackerman bracket for adjusting steering quickness. I found this video because I wanted to research the bracket, after watching this I think I’m just going to move bolt positions and experiment lol.
Good starter video
Tread is usually called track. But otherwise, this is great.
I have a question, is the path influenced by the velocity somehow?
The faster the car goes, the bigger the radius of the circle right?
The path itself does not get influenced by velocity but the smallest radius the car can turn without slipping does increase with velocity. If you had infinite grip you could turn the same radius at any speed.
How does this theory work with a forward control vehicle?
Can you make a video on Front Steer vs Rear steer,
what should be the Ackerman percentage for off-road cars?
come to my tution i will explain ,fee 20k-90k$ only
Excellent
i know
Before calculating the tire-angles, don't you need to calculate the radius of the front-tire first?
Checked it. Yes, you need to calculate the ideal-frontire-radius first. This is be done by Pythagoras.
What about the radius of the curvature path of the ideal tire, it should be slightly bigger then the radius of the rear tire, but you didn't show how to derive it...
come to my tution i will explain ,fee 20k-90k$ only
Use Ackerman and some toe in on street cars. High aero download race cars are unique and steering set up is special. With Rally cars sliding on dirt alignment is more or less irrevant. Just open the throttle and steer a lot.
Yup I was just wondering if on a crosskart wouldn't that bit of toe just suffice to approx this Ackerman angle. It seems pretty hard instead, to achieve kind of an "ackerman accuracy" while the suspensions are under stresses, and I mean on track cars.
Hi thanks my go cart drive and steer very good
But... HOW TO DRAW THOSE TWO ARMS AND THE BAR TO MAKE THE WHEELS TURN ACORDING TO THIS ACKERMAN GEOMETRY???
You simply angle the steering arms so that they each point to the centre point of the rear axle. This gives 100% ackerman effect.
Give me pdf of ackerman steering mechanism..
wow
what is there in this idiot to say (wowowowwowoowowowowowowowowowowowowowowowowowowowowowowowowowowowowowowowow)^30
You are great at explaining ackermann.However,I'm afraid your knowledge level is way over some good ol'gearhead/fabricator's heads.Throwing myself in that mix,I made a video that Simplifies your explanation to us bleeding knuckles out here in the land of grease and gravel!Just for the heck of it,check out 'GoKart steering explained.Including Ackermann theory' (john wade,you tube).Thanks.
Why is that so many videos (and books) which explain stuff spend 80% of the time talking basic concepts and only spend 20% of the time talking about the advanced concepts?
There are the opposites too (80% advanced , 20% base) if you search. Not that you will find any high-tech in-depth explanation video in RUclips though..
ne antha kali ldhu le vaddiki
1.25x
Best for road racing......in drifting I run 0% same side to side....no fucks given....
Too complex, not needed. Best is to use few but correct words and drawings.