And I am a suspension expert.... And I would not expect the same steer angles in a full vehicle dynamic event as in a static steering test rig.
Vertical travel is one thing, but there is also roll in the full vehicle test. The outer wheel will be jounced and the inner wheel in rebound. That can have a big effect.
Another potential influence is elasto-kinematics. The suspension test rig does not apply any horizontal forces on the tire. In the full vehicle test, tire forces are applied to the suspension. Setting steering system and suspensions to kinematic mode will reduce this effect, but it is an actual thing that we always have to live with.
Yes, it seems same as you said and it's fully convincible.
But to take clear understandings, I have tried few observations as below.
As I have relation between wheel travel and steer angles from suspension analysis, I tried to run both the simulation kinematically at low speed and I am expecting that wheel angle should change within certain range based on the relation with wheel travel.
But what I found is that wheel angle changes are higher and not following the relation with wheel travel. So, it made me to take doubts on my models or techniques.
OR Is there any way I can accurately predict the Turning Radius at early stage using suspension analysis ?
Hi Darshan, one more thing that affects your results:
Unless you have perfect Ackerman compensation (100%) in your steering/suspension, then no matter how slow you are driving, the tires will have a slip and will fight each other. In this case one wheel will steer more and the other less than what the suspension testrig predicts.
Yes. It seems all the points you mentioned here have some contribution on the difference between suspension and full-vehicle analysis and its convincible to me now.
I really thankful to all of you for your help me to understand this issue.