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Cornering
Timothy T. Maxwell
Advanced Vehicle Engineering Laboratory
Texas Tech University
2006
Conduction 3
0 of 4
!o =
( R + t 2)
!i =
( R " t 2)
L
!!
R
( )
! = R #1 " cos L R %
$
&
z2 z4 z6 z8
cos z = 1 ! + ! + !
2! 4! 6! 8!
L2
!=
2R
Slip Angles
Below about
5 slip
relationship
is linear
Fy = C! !
C cornering stiffness
Positive slip angle produces negative force (to the
left) on tire
Thus, C must be negative
SAE defines C as the negative of the slope
Steady State Cornering
Slip Angle
Cornering stiffness depends on several variables
Tire size
Tire type (radial or bias ply)
Wheel width
Tread design
Number of plies
Cord angles
Load
Inflation pressure
Cornering Coefficient
Cornering stiffness divided by load
CC! =
C!
"
$
Fy #lbf y / lbfz / deg %
10
11
Cornering Equations
Apply NSL and description of geometry in turns
Bicycle model
At high speed turn radius >> wheelbase
assume small angles inner and outer slip angles same
Both front wheels represented by one with steer angle
Sum forces in lateral direction
2
MV
! Fy = Fyf + Fyr =
R
Fyf = cornering force at front
12
Cornering Equations
For vehicle to be
in equilibrium
Fyf b ! Fyr c = 0
WfV 2
!r =
WrV 2
C! f gR
C! r gR
$& W f Wr (& + V 2 .
! = 57.3 L R + %
#
)- 0
&' C" f C" r &* , gR /
13
Understeer Gradient
Previous equation is the Understeer Gradient
! = 57.3 L R + kay
Lateral acceleration
V2
gR
Wf
C! f
Wr
"
C! r
14
Understeer Gradient
Neutral Steer
Wf
C! f
Wr
" K = 0 " ! f = !r
C! r
Understeer
Wf
C! f
>
Wr
" K > 0 " ! f > !r
C! r
Oversteer
Wf
C! f
Wr
<
" K < 0 "! f < ! r
C! r
15