機(jī)動(dòng)車轉(zhuǎn)向系統(tǒng)外文原文及其翻譯

本文摘于《RaceCarVehicleDynamics》作者：WilliamF.MilikenandDouglasL.MilikenSteeringsystemsIntroductionThischapterbeginswithadiscussionofsteeringgeometry—casterangle,trail,kingpininclination,andscrubradius.ThenextsectiondiscussAckermanngeometryfollowedbysteeringracksandgears.Ridesteer(bumpsteer)androllsteerarecloselyrelatedtoeachother;withoutcompliancetheywouldbethesame.Finally,wheelalignmentisdiscussed.thischapteristiedtochapter17onsuspensiongeometry-whendesigninganewchassis,steeringandsuspensiongeometryconsiderationsarehighpriorities.19.1steeringgeometryThekingpininasolidfrontaxleisthesteeringpivot.Inmodernindependentsuspensions,introducedbyMauriceolleyatCadillacin1932,thekingpinisreplacedbytwo(ormore)balljointsthatdefinethesteeringaxis.Thisaxisisnotverticalorcenteredonthetirecontactpatchforanumberofreason.seefigure19.1toclarifyhowkingpinlocationismeasured.Infrontview,theangleiscalledkingpininclinationandtheoffsetofthesteeringaxisfromthecenterofthetireprintmeasuredalongthegroundiscalledscrub(orscrubradius).Thedistancefromthekingpinaxistothewheelcenterplane,measuredhorizontallyataxleheight,isthespindlelength.Insideviewthekingpinangleiscalledcasterangle;ifthekingpinaxisdoesnotpassthroughthewheelcenterthensideviewkingpinoffsetispresent,asinmostmotorcyclefrontends.Thedistancemeasuredonthegroundfromthesteeringaxistothecenterofthetireprintisthetrail(calledcasteroffsetinref.1)?Kingpinl.nclna:ionh—KingpinAxsHighL.BJTypicalTic御Location(RearStoor)I睇31TieRodLc^aticn(FrurtS?Kingpinl.nclna:ionh—KingpinAxsHighL.BJTypicalTic御Location(RearStoor)I睇31TieRodLc^aticn(FrurtS翌己0—iSdtjViewKincpi-^Caster(+)—MflohanicafTrii：UBJ777777///_J_FOSWARD'Whes：OffsetUpperBellJoint(High)ySpndleLength〔+)BFakeDiscLower-BallJo；nlFlange"77^^77777777777777777ecnibF.ndiua(-■shewn)UpoerDallJoint(L&wjFigure19.1Kih耍ingeametry.KingpinfrontviewgeometryAsmentionedinchapter17,kingpininclination,spindlelength,andscrubareusuallyacompromisebetweenpackagingandperformancerequirements.Somefactorstoconsiderinclude:Withapositivespindlelength(virtuallyeverycarispositiveasshowninfigure19.1)thecarwillberaisedupasthewheelsaresteeredawayfromcenter.Themorethekingpininclinationistiltedfromverticalthemorethecarwillberaisedwhenthefrontwheelsaresteered.Thiseffectalwaysraisesthecar,regardlessofwhichdirectionthewheelissteered,unlessthekingpininclinationistruevertical.theeffectissymmetricsidetosideonlyifthereisnocasterangle.Seethefollowingsectiononcasterangle.Foragivenkingpininclination,alongerpositivespindlelengthwillincreasetheamountofliftwithsteer.Theeffectofkingpininclinationandspindlelengthinraisingthefrontend,byitself,istoaidcenteringofthesteeringatlowspeed.Athighspeedanytrailwillprobablyswampouttheeffectthatraiseadfallhaveoncentering.Kingpininclinationaffectsthesteer-cambercharacteristic.whenawheelissteered,itwillleanoutatthetop,towardpositivecamber,ifthekingpinisinclinedinthenormaldirection(towardthecenterofthecarattheupperend).Positivecamberresultsforbothleft-andright-handsteer.theamountofthiseffectissmall,butsignificantifthetrackincludestightturns.Whenawheelisrollingoverabumpyroad,therollingradiusisconstantlychanging,resultinginchangesofwheelrotationspeed.Thisgivesrisetolongitudinalforcesatthewheelcenter.Thereactionoftheseforceswillintroducekickbackintothesteeringinproportiontothespindlelength.Ifthespindlelengthiszerothentherewillbenokickfromthissource.DesignchangesmadeinthelastmodeloftheGM“P”car(fiero)shortenedthespindlelengthandthisresultedinlesswheelkickbackonroughroadswhencomparedtoearlymodel"P”cars.Thescrubradiusshowninfigure19.1isnegative,asusedonfront-wheel-drivecars(seebelow).drivingorbrakingforces(attheground)introducesteertorquesproportionaltothescrubradius.Ifthedrivingorbrakingforceisdifferentonleftandrightwheelsthentherewillbeanetsteeringtorquefeltbythedriver(assumingthatthesteeringgearhasgoodenoughreverseefficiency).Theonlytimethatthisisnottrueiswithzeroscrub(centerpointsteering)becausethereisnomomentarmforthedrive(orbrake)forcetogeneratetorqueaboutthekingpin.Withverywidetiresthetireforcesoftenarenotcenteredinthewheelcenterplaneduetoslightchangesincamber,roadsurfaceirregularities,tirenonuniformity(conicity),orotherasymmetriceffects.Theseasymmetriescancausesteeringkickbackregardlessofthefrontviewgeometry.Packagingrequirementsoftenconflictwithcenterpointsteeringandmanyracecarsoperatemoreorlessokayonsmoothtrackswithlargeamountsofscrub.Forfrontdrive,anegativescrubradiushastwostrongstabilizingeffects:first,fixedsteeringwheel-ifonedrivewheellosestraction,theopposingwheelwilltoe-outanamountdeterminedbythesteercomplianceinthesystem.Thiswilltendtosteerthecarinastraightline,eventhoughthetractiveforceisnotequalside-to-sideandtheunequaltractiveforceisapplyingayawmomenttothevehicle.Second,withgoodreverseefficiencythedriver’shandsnevertrulyfixthesteeringwheel.Inthiscasethesteeringwheelmaybeturnedbytheeffectofunevenlongitudinaltractiveforces,increasingthestabilizingeffectofthenegativescrubradius.Underbrakingthesameistrue.Negativescrubradiustendstokeepthecartravelingstraightevenwhenthebrakingforceisnotequalontheleftandrightsidefronttiresome(duetodifferencesintheroadwayorthebrakes).CasterangleandtrailWithmechanicaltrail,showninfigure19.1,thetireprintfollowsbehindthesteeringaxisinsideview.Perhapsthesimplestexampleisonanofficechaircaster-withanydistanceoftravel,thewheelalignsitselfbehindthepoint.Moretrailmeansthatthetiresideforcehasalargemomentarmtoactonthekingpinaxis.Thisproducesmoreself-centeringeffectandistheprimarysourceofself-centeringmomentaboutthekingpinaxisatspeed.Someconsiderationsforchoosingthecasterangleandtrailare:Moretrailwillgivehighersteeringforce.withallcars,lesstrailwilllowerthesteeringforce.Insomecases,manualsteeringcanbeusedonheavysedans(insteadofpowersteering)ifthetrailisreducedtoalmostzero.Casterangle,likekingpininclination,causethewheeltoriseandfallwithsteer.unlikekingpininclination,theeffectisoppositefromsidetoside.Withsymmetricgeometry(includingequalpositivecasteronleftandrightwheels),theeffectofleftsteeristorollthecartotheright,causingadiagonalweightshift.Inthiscase,moreloadwillbecarriedontheLF-RRdiagonal,anoversteereffectinaleft-handturn.Thediagonalweightshiftwillbelargerifstifferspringingisusedbecausethisisageometriceffect.Thedistanceeachwheelrises(orfalls)isconstantbuttheweightjackingandchassisrollanglearefunctionsofthefrontandrearrollstiffness.Thisdiagonalloadchangecanbemeasuredwiththecaronscalesandalignment(weaver)plates.Keepinmindthatthefrontwheelsarenotsteeredverymuchinactualracing,exceptontheverytightesthairpinturns.Forexample,ona100-ft.radius(a40-50mphturn),a10-ft.wheelbaseneutralsteercarneedsonlyabout0.1rad.(5.7)ofsteeratthefrontwheels(witha16:1steeringratiothisisabout90degreeatthesteeringwheel).Forcarsthatturninonedirectiononly,casterstagger(differencesinleftandrightcaster)isusedtocausethecartopulltoonesideduetothecarseekingthelowestrideheight.casterstaggerwillalsoaffectthediagonalweightjackingeffectmentionedabove.Ifthecasterisopposite(positiveononesideandnegativethesamenumberofdegreesontheotherside)thenthefrontofthecarwillonlyriseandfallwithsteer,nodiagonalweightjackingwilloccur.Casterangleaffectssteer-camberbut,unlikekingpininclination,theeffectisfavorable.Withpositivecasterangletheoutsidewheelwillcamberinanegativedirection(topofthewheeltowardthecenterofthecar)whiletheinsidewheelcambersinapositivedirection,againlearningintotheturn.Inskidrecovery,“oppositelock”(steeroutoftheturn)isusedandinthiscasethesteer-camberresultingfromcasterangleisinthe“wrong"directionforincreasedfronttiregrip.conveniently,thisconditionresultsfromverylowlateralforceattherearsolargeamountsoffrontgriparenotneeded.Asdiscussedinchapter2,tireshavepneumatictrailwhicheffectivelyaddsto(andathighslipAnglessubtractsfrom)themechanicaltrail.Thistireeffectisnonlinearwithlateralforceandaffectssteeringtorqueanddriverfeel.Inparticular,thefactthatpneumatictrailapproacheszeroasthetirereachesthelimitwillresultinloweringtheself-centeringtorqueandcanbessignaltothedriverthatthetireisnearbreakaway.Thepneumatictrail“breakawaysignal”willbeswampedoutbymechanicaltrailifthemechanicaltrailislargecomparedtothepneumatictrail.5.Sometimesthetrailismeasuredinadirectionperpendiculartothesteeringaxis(ratherthanhorizontalasshowninfigure19.1)becausethismoreaccuratelydescribesthelever(moment)armthatconnectsthetirelateralforcestothekingpin.TierodlocationNotethatinfigure19.1ashadedareaisshownforthesteeringtierodlocation.Cambercomplianceunderlateralforceisunavoidableandifthetierodislocatedasnoted,theeffectonthesteeringwillbeintheundersteer(steeroutoftheturn)directionbecomesmuchmorecomplexthancanbecoveredhere.19.2AckermansteeringgeometryAsthefrontwheelsofavehiclearesteeredawayfromthestraight-aheadposition,thedesignofthesteeringlinkagewilldetermineifthewheelsstayparallelorifonewheelsteersmorethantheother.ThisdifferenceinsteerAnglesontheleftandrightwheelsshouldnotbeconfusedwithtoe-inortoe-outwhichareadjustmentsandaddto(orsubtractfrom)Ackermangeometriceffects.Forlowlateralaccelerationusage(streetcars)itiscommontouseAckermangeometry.asseenontheleftoffigure19.2,thisgeometryensuresthatallthewheelsrollfreelywithnoslipAnglesbecausethewheelsaresteeredtotrackacommonturncenter.Notethatatlowspeedallwheelsareonasignificantlydifferentradius,theinsidefrontwheelmuststeermorethantheouterfrontwheel.Areasonableapproximationtothisgeometrymaybeasshowninfigure19.3.Accordingtoref.99,RudolfAckermanpatentedthedoublepivotsteeringsystemin1817andin1878,CharlesJeantaudaddedtheconceptmentionedabovetoeliminatewheelscrubbingwhencornering.AnotherreasonforAckermanngeometry,mentionedbyMauriceolley,wastokeepcarriagewheelsfromupsettingsmoothgraveldriveways.Highlateralaccelerationschangethepictureconsiderably.NowthetiresalloperateatsignificantslipAnglesandtheloadsontheinsidetrackarelessthanontheoutsidetrack.Lookingbacktothetireperformancecurves,itisseenthatlessslipangleisrequiredatlighterloadstoreachthepeakofthecorneringforcetoahigherslipanglethanrequiredformaximumsideforce.DraggingtheinsidetirealongathighslipAngles(aboveforpeaklateralforce)raisethetiretemperatureandslowsthecardownduetoslipangle(induced)drag.Forracing,itiscommontouseparallelsteeringorevenreverseAckermannasshownonthecenterandrightsideoffigure19.2.ItispossibletocalculatethecorrectamountofreverseAckermannifthetirepropertiesandloadsareknown.Inmostcasestheresultinggeometryisfoundtobetooextremebecausethecarmustalsobedriven(orpushed)atlowspeeds,forexampleinthepits.AnotherpointtorememberisthatmostturnsinracinghaveafairlylargeradiusandtheAckermanneffectisverysmall.Infact,unlessthesteeringsystemandsuspensionareverystiff,compliance(deflection)undercorneringloadsmaysteerthewheelsmorethananyAckermann(orreverseAckermann)builtintothegeometry.ThesimplestconstructionthatgeneratesAckermannngeometryisshowninfigure19.3for“rearsteer".Here,therack(crosslinkorrelayrodinsteeringboxsystems)islocatedbehindthefrontaxleandlinesstaringatthekingpinaxis,extendedthroughtheoutertierodends,intersectinthecenteroftherearaxle.Theangularityofthesteeringknucklewillcausetheinnerwheeltosteermorethantheouter(toe-outonturning)andagoodapproximationof“perfectAckermann”willbeachieved.iigareJ2Ackemicirmsteermg￡en朋etry.SteeringRae*TitRudOulfc?rBell!JujritSteeringArmFigure193Ac:ke.rmanu^GmeTryiigareJ2Ackemicirmsteermg￡en朋etry.SteeringRae*TitRudOulfc?rBell!JujritSteeringArmFigure193Ac:ke.rmanu^GmeTry1withsBeringr^ckbehindtheaxleRj*Thesecondwaytodesign-indifferencesbetweeninnerandoutersteerAnglesisbymovingtherack(orcrosslink)forwardorbackwardsothatitisnolongeronalinedirectlyconnectingthetwooutertierodballjoints.Thisisshowninfigure19.4.with“rearsteer”，asshowninthefigure,movingtherackforwardwilltendmoretowardparallelsteer(andeventuallyreverseAckermann),andmovingittowardtherearofthecarwillincreasethetoe-outonturning.Athirdwaytogeneratetoewithsteeringissimplytomakethesteeringarmsdifferentlengths.Ashortersteeringarm(asmeasuredfromthekingpinaxistotheoutertierodend)willbesteeredthroughalargeranglethanonewithalongerknuckle.Ofcoursethiseffectisasymmetricandappliesonlytocarsturninginonedirection—ovaltrackcars.RecommendationWiththeconflictingrequirementsmentionedabove,theauthorsfeelthatparallelsteerorabitofreverseAckermannisareasonablecompromise.Withparallelsteer,thecarwillbesomewhatdifficulttopushthroughthepitsbecausethefrontwheelswillbefightingeachother.atracingspeeds,onlarge-radiusturns,thefrontwheelsaresteeredverylittle,thusanyackermanneffectswillnothavealargeeffectontheindividualwheelslipangles,relativetoareferencesteerangle,measuredatthecenterlineofthecar.

TOPVIEWTOPVIEWAppmximalelyParallelSteer'MoreTOPVIEWTOPVIEWAppmximalelyParallelSteerFigureJ9.4Modifiedsteecgeometry—movingsteeringrackforwardandbackward.文獻(xiàn)翻譯摘自《RaceCarVehicleDynamics》第19章轉(zhuǎn)向系統(tǒng)序言：本章以轉(zhuǎn)向幾何參數(shù)的討論為開(kāi)始，包括主銷后傾角，后傾拖距，主銷內(nèi)傾角，主銷偏置量。接下來(lái)的部分討論了轉(zhuǎn)向齒輪齒條以及阿克曼轉(zhuǎn)向幾何關(guān)系。跳動(dòng)轉(zhuǎn)向和側(cè)傾轉(zhuǎn)向之間是緊密相關(guān)的，如果沒(méi)有柔性這兩種情況是等同的。最后討論了車輪的調(diào)整。這一章與第17章的懸架幾何形狀密切相關(guān)，在設(shè)計(jì)新的底盤(pán)系統(tǒng)時(shí)，轉(zhuǎn)向和懸架幾何參數(shù)是優(yōu)先考慮的因素。19.1轉(zhuǎn)向幾何關(guān)系（定位參數(shù)）在整體式車橋上轉(zhuǎn)向節(jié)主銷是轉(zhuǎn)向時(shí)的樞軸。1932年MauriceOlley在Cadillac首次提出了現(xiàn)在的非獨(dú)立懸架，主銷因此而被兩個(gè)球絞連接定義的轉(zhuǎn)向軸線代替。因?yàn)楦鞣N原因這根軸并不是垂直的也不在輪胎接地中心處。主銷的位置表示見(jiàn)圖19.1。

—主銷軸線匕球頭接點(diǎn)（高）—、主銷內(nèi)傾角廠-上球頭接點(diǎn)（高）主銷偏距（+）典型的橫拉桿位置（后置梯形）車輪偏置距~上球頭接點(diǎn)（低）一d典型的橫拉—主銷軸線匕球頭接點(diǎn)（高）—、主銷內(nèi)傾角廠-上球頭接點(diǎn)（高）主銷偏距（+）典型的橫拉桿位置（后置梯形）車輪偏置距~上球頭接點(diǎn)（低）一d典型的橫拉?桿位置（前一4。置梯形）下球頭接點(diǎn)—側(cè)視主銷偏距輪輛擋邊主銷4傾角H）制動(dòng)盤(pán)匕球頭接點(diǎn)（低）下球頭接點(diǎn)777777777777777777777777777777771■前進(jìn)方向77777777777777777777777777777777777??^主情后傾拖距T卜主銷偏置量（示圖為負(fù)值）?在前視圖中，主銷偏轉(zhuǎn)的角度被稱為主銷內(nèi)傾角，轉(zhuǎn)向主銷與地面的交點(diǎn)至車輪中心平面與地面相交處的距離稱之為主銷偏置量。在前軸所在水平面內(nèi)，從主銷軸心到車輪中心平面的距離稱為主銷偏距（spindlelength）。?在側(cè)視圖中，主銷偏轉(zhuǎn)角度稱為主銷后傾角。如果主銷軸線沒(méi)有通過(guò)車輪中心那么就有了側(cè)視的主銷偏距（sideviewkingpinoffset），就像大部分的摩托車前輪一樣。在地平面內(nèi)測(cè)量從主銷到輪胎接地點(diǎn)中心的距離稱為主銷后傾拖距。前視圖中的主銷定位參數(shù)正如在17章中提到，主銷內(nèi)傾角，主銷偏距還有主銷偏置量在裝配以及性能滿足時(shí)往往是互相妥協(xié)的。一些需要考慮的因素包括以下：當(dāng)主銷偏距是正的時(shí)（一般的車都是正主銷偏距，如圖19.1中一樣）那車輪轉(zhuǎn)離中心位置的時(shí)候車會(huì)有一個(gè)抬升效果。主銷內(nèi)傾角偏離豎直平面越大前輪轉(zhuǎn)向時(shí)車被抬起的效果越明顯。不管車輪往哪個(gè)方向轉(zhuǎn)都會(huì)是一個(gè)抬升的效果，除非主銷是完全垂直的。這個(gè)效果只有在主銷后傾角為零時(shí)才是兩邊對(duì)稱的。見(jiàn)后面關(guān)于主銷后傾角部分。對(duì)于一個(gè)給定的主銷內(nèi)傾角來(lái)說(shuō)，主銷偏距越大轉(zhuǎn)向時(shí)的抬升量也越大。主銷內(nèi)傾角和主銷偏距將車子前端抬起的效果對(duì)于自身來(lái)說(shuō)是有助于低速轉(zhuǎn)向的。在高速轉(zhuǎn)向時(shí)，只要有主銷后傾拖距就可能會(huì)掩蓋掉轉(zhuǎn)向時(shí)抬升和下落的效果主銷內(nèi)傾角影響轉(zhuǎn)向時(shí)車輪的外傾角特性。如果主銷向內(nèi)傾斜（主銷上端傾向車輛中心）當(dāng)車輪轉(zhuǎn)向的時(shí)候，車輪上端將會(huì)向外傾斜，趨向正的車輪外傾角。左右轉(zhuǎn)向都會(huì)導(dǎo)致正的車輪外傾。如果跑道有比較緊的彎這個(gè)作用效果是比較小但卻是有重要意義的。當(dāng)車輪滾過(guò)顛簸不平的路面時(shí)，滾動(dòng)半徑是不斷變化的，將會(huì)導(dǎo)致輪速的改變。這將會(huì)增加車輪中心的縱向力。這些力的反作用與主銷偏距的大小成比例，成為反沖效果進(jìn)入轉(zhuǎn)向系統(tǒng)。如果主銷偏距為零，那么將不會(huì)有由此引起的反沖。在前面提到的一輛通用“P”型車（菲羅車）中做出設(shè)計(jì)改動(dòng)，與較早的一輛『”型車模型相比，減小了主銷偏距，因此而減少了不平路面上的反沖。如圖19.1中所示的主銷偏置量是負(fù)的，正如下面這輛前輪驅(qū)動(dòng)車用的一樣。來(lái)自地面的驅(qū)動(dòng)和制動(dòng)力與主銷偏置量成比例的轉(zhuǎn)化成轉(zhuǎn)向力矩。如果左右輪的制動(dòng)或者驅(qū)動(dòng)力是不等的，那么駕駛者將會(huì)感受到的到這個(gè)轉(zhuǎn)向力矩（假設(shè)轉(zhuǎn)向器有較高的逆效率）。只有在主銷偏置量為零時(shí)才不會(huì)有這個(gè)力矩產(chǎn)生因?yàn)榇藭r(shí)制動(dòng)力或驅(qū)動(dòng)力對(duì)主銷的作用力臂為零。如果輪胎比較寬的話輪胎力通常并不是作用在輪胎中心平面內(nèi)的，因?yàn)檩p微的外傾角變化、路面不平、輪胎有一定圓錐度、或者其他的不對(duì)稱因素存在。這些不對(duì)稱因素可能導(dǎo)致轉(zhuǎn)向反沖，即使沒(méi)有前輪的各個(gè)定位參數(shù)作用。裝配要求通常會(huì)與中心點(diǎn)轉(zhuǎn)向要求沖突因而很多賽車在較平整的賽道上是采用較大的主銷偏置量也是可以的。對(duì)于前輪驅(qū)動(dòng)來(lái)說(shuō)，一個(gè)負(fù)的主銷偏置量有兩個(gè)重要的穩(wěn)定作用：第一，固定方向盤(pán)，如果一個(gè)驅(qū)動(dòng)輪打滑，另外一個(gè)輪將會(huì)外張一定角度，因?yàn)檗D(zhuǎn)向系統(tǒng)內(nèi)有變形。即使兩側(cè)的牽引力不等，不同的牽引力使車輛產(chǎn)生一個(gè)偏航角，這個(gè)負(fù)的主銷偏置量作用也會(huì)使車輛回復(fù)到直線行駛。第二，有良好的反饋?zhàn)饔们闆r下駕駛員從來(lái)不會(huì)真正的固定住方向盤(pán)。在這種情況下方向盤(pán)可能在不等的車輪縱向牽引力作用下而轉(zhuǎn)動(dòng)，因此而增加了負(fù)主銷偏置量的穩(wěn)定效果。制動(dòng)的情況同樣適用。負(fù)的主銷偏置量能使車子回正，即使是在左右輪制動(dòng)力不等的情況下（左右輪的制動(dòng)情況或者路面情況不同時(shí)）。（fsae沒(méi)人用吧）主銷后傾角和后傾拖距如圖19.1中所示，在有后傾拖距時(shí)，側(cè)視圖中輪胎接地點(diǎn)是在主銷之后的?；蛟S最簡(jiǎn)單的例子就是辦公室座椅上的小腳輪（？）一一不管移動(dòng)多遠(yuǎn)，輪子總會(huì)校正使其自身在樞軸之后。主銷拖距越大意味著輪胎側(cè)向力在主銷軸上作用有更大的力臂。這會(huì)產(chǎn)生更明顯的回正作用，并且是作用在主銷上最主要的回正力矩。在選擇主銷后傾角和主銷拖距時(shí)需要考慮的因素如下：主銷后傾拖距越大轉(zhuǎn)向力也越大。對(duì)于所有的車來(lái)說(shuō)，小的后傾拖距都將會(huì)減小轉(zhuǎn)向力。在某些情況下，如果后傾拖距減小接近零的話，人力轉(zhuǎn)向也可能被用于重型轎車（代替助力轉(zhuǎn)向）。像主銷內(nèi)傾角一樣，主銷后傾角伴隨著轉(zhuǎn)向過(guò)程也會(huì)引起車輪的抬起和回落。與內(nèi)傾角不同的是，后傾角對(duì)兩側(cè)的影響是相反的。在有對(duì)稱定位參數(shù)時(shí)（包括左右輪有相等的正的主銷后傾角），左轉(zhuǎn)的效應(yīng)是使車向右側(cè)傾，導(dǎo)致一個(gè)對(duì)角線的重量轉(zhuǎn)移。在這種情況下，左前一一右后對(duì)角線會(huì)承受更大的載荷，有一個(gè)左轉(zhuǎn)時(shí)的過(guò)度轉(zhuǎn)向效應(yīng)。使用的彈簧越硬對(duì)角線的重量轉(zhuǎn)移效果也會(huì)越明顯因?yàn)檫@個(gè)是幾何效應(yīng)。每個(gè)車輪被抬起（或者下落）的距離是恒定的但是重量抬起量和底盤(pán)側(cè)傾角是前后側(cè)傾剛度的作用結(jié)果。這個(gè)對(duì)角線的載荷轉(zhuǎn)移可以通過(guò)把車放在秤上和定位板上來(lái)測(cè)量。記住在實(shí)際比賽中前輪并沒(méi)有轉(zhuǎn)過(guò)很大的角度，除非是非常緊的發(fā)夾彎。例如，在一個(gè)半徑是100英尺（時(shí)速在40-50英里）的彎，一個(gè)10英尺的軸距的中性轉(zhuǎn)向車輛轉(zhuǎn)彎時(shí)前輪只需要轉(zhuǎn)過(guò)0.1rad（5.7°）（轉(zhuǎn)向傳動(dòng)比是16：1時(shí)方向盤(pán)的轉(zhuǎn)角大概在90°）。對(duì)于只往一個(gè)方向轉(zhuǎn)的車來(lái)說(shuō)，因?yàn)檎嚍榱藢で笞畹偷淖钚‰x地間隙，可以使主銷后傾角交錯(cuò)（左右主銷后傾角不同）來(lái)把車?yán)揭贿叀Ｖ麂N后傾角的交錯(cuò)也會(huì)影響上面提到的對(duì)角線重量抬升效應(yīng)。如果兩側(cè)主銷后傾角是相反的（一側(cè)為正一側(cè)為負(fù)且兩側(cè)角度大小相等）那么在轉(zhuǎn)向時(shí)車的前端只會(huì)抬升和下落，而不會(huì)有對(duì)角線的重量抬升主銷后傾角也會(huì)影響轉(zhuǎn)向外傾角，但是