## 5 Conclusions  
The following conclusions emerge from the analyses performed in this research.  
1. The phenomena associated with the kinematics and dynamics of a steered elastic wheel when moving along a curved trajectory and steering in static state are identical. Both when steering in static state and during movement, the tire contact patch participates in transport and relative motions. The difference is only in the value of the radius of the movement trajectory. When steering in static state, the radius depends on the knuckle length, and when moving, it depends on the base of the vehicle and the steer angle.
2. The locked steered wheel, when steering in static state, moves as a complex mechanism with the knuckle, and the tire contact patch rotates about the point where the kingpin axis intersects the support surface.
3. An unlocked steered wheel when steering in static state is not a complex mechanism with a knuckle, and the tire contact patch participates in the transport and relative motions. The transport motion center of the contact patch is the projection onto the support surface of the center of rotation of the wheel. The trajectory of the relative motion of the tire contact patch is determined by the trajectory of the relative motion center. Its position for a specific tire can only be determined experimentally. As the knuckle length increases, the center of relative motion shifts to the edge of the contact patch.  
4. The tire steering resistance torque both when steering in static state and during movement depends on the tire twisting angle. When steering in static state, this angle depends on the magnitude of the steer angle, and during movement, it is directly proportional to the angular speed of rotation of the steering wheel by the driver and to the tire contact patch longitudinal axis, and inversely proportional to the speed of the wheel. During movement, this angle of twisting of the tire does not exceed 5 deg, even under extreme conditions of vehicle movement, and therefore, the tire steering resistance torque never reaches the limit value in terms of adhesion.
5. The limiting steering resistance torque of truck tire occurs when it is steered in static state on dry asphalt concrete at an angle greater than 13 deg, and its value depends on the friction coefficient of the tire to the support surface, the load on the wheel, the shape and size of the tire contact patch, and the position of the center of relative motion of the tire contact patch. Dependencies are given to determine this torque.
6. The tire steering resistance torque during movement is directly proportional to the tire contact patch longitudinal axis, the tire angular stiffness relative to the vertical axis, and the angular speed of rotation of the steered wheel about kingpin axis by the driver, and it is inversely proportional to the speed of the wheel.
7. When steering in static state on dry asphalt concrete, the tire steering resistance torque reaches its maximum value and is up to 90% of the maximum wheel steering resistance torque, the value of which is calculated by the parameters of the truck power steering.
8. In the experimental part, the developed bench made it possible to determine the position of the rotation centers of the tire contact patch of the locked and unlocked wheel. During the experiment, it was also possible to confirm on the bench the reliability of the obtained dependencies for determining the radius of the trajectory of the rigid false wheel contact point with the support surface and the tire steering resistance torque of the unlocked steered wheel when the knuckle length changes in the range of 0.22-0.82. The error between the calculated and experimental values of the tire steering resistance torque does not exceed 4%.