POLITECNICO DI TORINO

AUTOMOTIVE ENGINEERING

Motor Vehicle Design

A.Y. 2009/2010

Project 1 Tire characteristics

Team 1

ALMEIDA SILVESTRINI, Pedro Wagner GIBRAN FONSECA, Pedro KARASINSKI, Bruno MAROCHI ALMEIDA, Francis Jos

1. Evaluation of the slope of the Fx- curve in the origin, of the side slip stiffness and of the self-alignment torque stiffness.
a. Slope in the origin of Fx- curve

a.1. Maximum Longitudinal force coefficient xp with a vertical force Fz equal to (2, 4, 6, 8, 10)

xp=Fxp/Fz
Fz(N) Fxp (N) xp 2000 1021,4 0,5107 4000 2042,4 0,5106 6000 3063,7 0,5106 8000 4086,8 0,5108 10000 5113,9 0,5114

When we evaluate the value of xp we can say that it seems to be constant, since if we take the first 3 decimal digits we have the same value 0,511 for all of them. We can conclude that, for this tire, increasing the vertical load does not affect the relation between this load and Fxp. In the other hand, if we make the xp theoretical calculation, we find a pretty different value, - 622. This value does not depend on the force Fz, since our b1 is 0. So, the theoretical value for xp is equal our coefficient b2.

Theoretical Calculation xp=(b1*Fz+b2) b1: 0 b2: 622

Fz(N) xp

2000 0,622

4000 0,622

6000 0,622

8000 0,622

10000 0,622

a.2. The slope in the origin (BCD) of the Fx- curve with a vertical force Fz equal to [2 4 6 8 10] kN;

BCD x Fz
3500 3000 2500
BCD (N)

2000 1500 1000 500 0 0 2 4 6 Vertical Force Fz (kN) 8 10 12

b3 b4 b5 BCD (Fz=2 kN) BCD (Fz=4 kN) BCD (Fz=6 kN) BCD (Fz=8 kN) BCD (Fz=10 kN)

-0,00736 144,82 -0,076614 337,6 786,9 1375,6 2137,6 3114,1

BCD increases with Fz, which means that for high loads, Fx increases faster in respect to , when compared with low loads. Only by visualizing the plot is not possible to define a clear relation between BCD and Fz. We used a trend line toll, and then, we could estimate the graphical relation, which seems to be a quadratic one:

TREND LINE: BCD = 21,925(Fz)2 + 82,093(Fz) + 93,083.

b. Side slip stiffness

b.1. The side slip stiffness BCD with a vertical force Fz equal to [2 4 6 8 10] kN;

Side Slip Stiffness

700,00

Side Slip Stiffness - BCD (N/deg)

600,00 500,00 400,00 300,00 200,00 100,00 0,00 0 2 4 6 Vertical Force Fz 8 10 12

a3 a4 a5 BCD (Fz=0,2 kN) BCD (Fz=1 kN) BCD (Fz=2 kN) BCD (Fz=4 kN) BCD (Fz=6 kN) BCD (Fz=8 kN) BCD (Fz=10 kN)

588,6 2,5212 0 92,8 403,45 573,16 531,02 420,43 337,48 279,06

We considered (ll=0), but as we are going to see latter, camber angle has no effect in BCD, since a5=0. Just analyzing the values of Fz from 2-10kN, was not enough to show the typical behavior of this curve. So we add 2 others values Fz = 1 kN , Fz = 0,2 kN. The general behavior of increasing with high slope and than decreasing with smaller slop, in our tire happens in low Fz, indicating that the tire as not best designed to perform when supporting high vertical loads.

b.2. The maximum lateral force coefficient yp with a vertical force Fz equal to [2 4 6 8 10] kN;

yp=Fyp/Fz
Fz(kN) Fyp (kN) yp 2 2,0248 1,012 4 3,623 0,906 6 4,7804 0,797 8 5,3138 0,664 10 5,2551 0,526

Max. lateral force coefficient yp

1,2 1 0,8

yp

0,6 0,4 0,2 0 2 4 6 Vertical Force Fz (kN) 8 10

Theoretical calculation of yp, using the coefficients:

yp=(a1*Fz+a2) a1: Fz(kN) yp 2 1,012 -53,31 4 0,906 a2: 6 0,799 1119,00 8 0,692 10 0,586

The theoretical model and the experimental data present very close results, when the theoretical results are corrected by the factor of 1000 (1N=1000kN). If we write down the experimental data trend line, we obtain the following equation: BCD = -0,0608(Fz)+1,1455, which correct by the factor of 1000 is pretty closer to the theoretical one. b.3. The effect of the camber angle on the side slip stiffness with a vertical force Fz equal to 5 kN (consider camber angle in the range 20)

BCD = a3.sin(arctan(Fz/a4))(1-a5.ll)
According to the Pacejka Model, the camber angle has no effect on the Side-Slip Stiffness, since a5=0.

c. Self-alignment torque stiffness

c.1. The stiffness BCD of the self-alignment torque with a vertical force Fz equal to [2 4 6 8 10] kN;

Stiffness BCD of Self-Alignment Torque

c3
0 0 -20
BCD (Nm/deg)

0,500088 -556,696 -0,25964 -0,00129724 -15,35 -40,30 -73,12 -100.01 -75,94

c4
2 4 6 8 10 12

c5 c6

-40 -60 -80 -100 -120 Vertical Force Fz (kN)

BCD (Fz=2 kN) BCD (Fz=4 kN) BCD (Fz=6 kN) BCD (Fz=8 kN) BCD (Fz=10 kN)

The Self-alignment torque stiffness BCD is greatly affected by the changes in the vertical force.

c.2. The effect of camber angle on the slip stiffness with a vertical load Fz equal to 5 kN (consider camber angle in the range 10)

Using the model given in the project, we calculate BCD in function of the Camber Angle, and could in this way find the relation between them.

Effect of camber angle on BCD (complete scale)

-10 -9 -8 -7 -6 -5 -4 -3 -2 -1 0 1 2 3 4 5 6 7 8 9 10 0 -2000
BCD (Nm/deg)

-4000 -6000 -8000 -10000 -12000 Camber Angle (deg)

Fz (kN) Camber Angle -10 -8 -6 -4 -2 0 2 4 6 8 10

5 BCD -10017,5 -10043,9 -10070,2 -10096,5 -10122,9 -10149,2 -10175,5 -10201,9 -10228,2 -10254,5 -10280,9

As the coefficient C6 is too small, the stiffness BCD is not greatly affected by the camber angle. We can se that in a range of 20, it has a absolute variation of 260 Nm/deg, which means only 2.5%.

2. Tire nonlinear model

2.1. Evaluate and plot the longitudinal force coefficient x as function of slip ratio with a vertical force Fz equal to [2 4 6 8 10] kN; Fx = Fz x x

0,6 0,4 0,2

xp as function of slip ratio

Ux (Fz=2kN) Ux (Fz=4kN)

xp

0 -1 -0,9 -0,8 -0,7 -0,6 -0,5 -0,4 -0,3 -0,2 -0,1 0 0,1 0,2 0,3 0,4 0,5 0,6 0,7 0,8 0,9 1

Ux (Fz=6kN) Ux (Fz=8kN) Ux (Fz=10kN)

-0,2 -0,4 -0,6

Slip Ratio

In a given Slip ratio, the relation between Fx and Fz is the same, and equal x, independent of Fz. 2.2. Evaluate and plot the lateral force coefficient y as function of slip angle with a vertical force Fz equal to [2 4 6 8 10] kN; (=0)

y as funtion of side slip angle

1,5 1 0,5 y 0 -20 -18 -16 -14 -12 -10 -8 -6 -4 -2 0 2 4 6 8 10 12 14 16 18 20 Uy (Fz=2kN) Uy (Fz=4kN) Uy (Fz=6kN) Uy (Fz=8kN) Uy (Fz=10kN) -1 -1,5 Side Slip Angle (deg)

-0,5

For each value of vertical load Fz, we have a different behavior of y. The relation y / side slip angle becomes more linear and with a smaller range in higher loads, which possibly indicates that this tire was not designed for working in high loads.

2.3. Evaluate and plot the lever arm t of the force Fy which creates the self-alignment torque Mz (Mz=Fyt) as function of the slip angle with a vertical force Fz equal to 4 kN, (=0),

Level Arm t, Fz=4kN

0,05

0 0 5 10 15 20 25

Lever arm (m)

Side Slip angle (deg)

-0,05

-0,1

-0,15

-0,2

We can see in the plot the moment where the self-alignment torque changes it sign (the discontinuity on the curve). For great angles the plot present a very low slope. For angles between (-8) to (8) in presents the typical behavior. It can possibly indicates that the tire does not present a satisfactory performance in high side slip conditions. 2.4. Realize the Gough Diagram

Gough Diagram
6000

4000

2000 Fz=2kN

Lateral Force - Fy (N)

0 -600 -400 -200 -2000 0 200 400 600

Fz=4kN Fz=8kN Fz=10kN Fz=6kN

-4000

-6000 Self Align Torque - Mz (Nm)

3. Evaluation of the interaction of the tire-road forces in longitudinal and lateral direction
In order the evaluate the tire-road forces in longitudinal and lateral direction, we use the elliptical approximation, using Fz=4kN and Camber angle = 0:

Elliptic aproximation
4000 3500 3000 2500 alfa=2

Fy

2000 1500 1000 500 0

alfa=4 alfa=6 alfa=8 alfa=10

-2500

-2000

-1500

-1000

-500

0 Fx

500

1000

1500

2000

2500

We can notice the ellipse dimension increases when increasing alfa. It indicates that greater alfa, greater is the value of Fy for the same Fx.