## 1 Introduction  
The dynamic handing performance of a vehicle is one of the most important aspects affecting driving safety. The chassis system of a vehicle consists of three major subsystems, namely, the suspension system, the steering system, and the brake system. Generally speaking, a superior handling quality indicates that the vehicle reaches the motion state required by the driver more accurately and rapidly, while a superior stability indicates that the vehicle is able to rapidly restore the original motion state under external interference when it is running. In practice, the handling quality and vehicle stability are closely related to one another and are fundamentally dependent on the effectiveness of the suspension and steering systems. Consequently, a proper understanding and design of the various parameters associated with the two systems is essential. Computer Aided Engineering (CAE) technology has matured rapidly in recent years and is now used extensively throughout the automobile industry to evaluate and predict the full-vehicle dynamic behavior during the design, development, and prototype stages. Compared to traditional experimental methods, CAE simulations yield a significant reduction in the time and cost of the development process. For example, [PERSON] et al. [1] used ADAMS (Automated Dynamic Analysis of Mechanical Systems) software to conduct the simulated kinematics and compliance testing of a virtual suspension system prior to conducting physical experiments. [PERSON] [2] presented an analytical approach based on Ackerman theory for analyzing and controlling five critical suspension properties, namely, the bump steer, the roll steer, the bump camber, the compliance steer, and the roll center. [PERSON] et al. [3] examined the use of two different measurements for optimizing the Ackermann steering geometry and proposed a single formula for relating the two. [PERSON] et al. [4] analyzed the relationship between the inside and outside steered wheels of an automobile and used the experimental results to correct the theoretical equation for the Ackerman steering angle such that the actual steering angle more closely approached the calculated value. [PERSON] et al. [5] examined the effects of the steering geometry, steering system compliance, steering linkage friction, and tire static friction torque on the steering effort in commercial vehicles. A methodology was then proposed for fine tuning the design and dimensions of the steering linkages in such a way as to minimize the steering effort while satisfying the imposed constraints on the hardpoints. [PERSON] et al. [6] examined the effects of dynamic load variations on the steering geometry of a vehicle and the resulting non-uniform tire wear of the front steered wheels. [PERSON] and [PERSON] [7] used ADAMS software to investigate the effects of changes in the steering hardpoint positions on the full-vehicle motion characteristics of a passenger car. The sensitivity results were then used to optimize the steering system parameters that will help vehicles with the integration of individual modular chassis control systems in order to provide key advantages for vehicle power such as AFS (Adaptive Front-Lighting System), 4 WD (4-Wheel Drive), ECS (electronic control suspension system). It seems to be a more efficient method to provide crucial benefits for vehicle dynamics such as agility, maneuverability or additional stability improvement [8; 9; 10; 11]. The present study conducts a numerical and experimental investigation into the cornering handling performance of a commercial vehicle incorporating a SLA (Short Long Arm) strut front suspension system and a multi-link rear suspension system. A full-vehicle analysis model was constructed and used in a series of CAE simulations to investigate the steady-state and transient-state response of the vehicle handling performance during constant radius cornering tests and impulse steering tests, respectively.