車輛輪胎

(Vehicle Tires)

主講人： 林海平 教授

PI861117.PPT#3
 Tire Functions

y Tire functions:
-- supports the vertical load: cushioning, z direction
-- develops longitudinal forces: accleration & braking,
x direction
-- develops lateral forces: cornering, y direction
y Non-linear system: visco-elastic material
-- Tyre modeling is difficult
Tyre construction
 Tyre construction

y bias-ply: trucks
-- angle of cords on carcass is not vertical
-- greater angle: soft for ride comfort
-- smaller angle: best for directional stability
y radial: passenger cars
-- flexible sidewall and a soft ride, but no
directional stability, directional stability is
supplied by belts.
 Force Generation

y Rolling resistance: vertical force distribution non-uniform

bias to leading edge ⇒ rolling resistance
 Force Generation

y Tractive and Lateral force:

shear force of contact patch
 Tractive Properties
rω
y Slip S (%) = (1 − ) * 100 %
V
S: longitudinal slip ( “-” for traction, “+” for
braking )
r: tyre effective rolling radius
ω : wheel angular velocity
V: forward speed
S = 0. For free rolling, S = 100% for wheel
locking
 Tractive Properties
y Braking force versus slip
S = 15—20% , F f ⇒ max.
dry Ff max = 70—90 %
of normal load
wet Ff max = 25—50 %
ice Ff max = 10—15 %
 Tractive Properties

y Friction Coefficient µ
(tractive force / normal
load)
y µ p : peak
µ s :slide
 Tractive Properties
y µ and µ s are function of some variables
p

-- vertical load:
-- inflation pressure, p:
dry: not so sensitive
wet: p ↗, µ ↗
-- road surface: skid number
-- speed: V ↗, µ ↘
wet sensitive: at high speed, the
difficult of displacing water in contact
patch.
 Lateral Force

y Slip Angle α :
--Fy: net lateral force
--e: pneumatic trail
--Mz: aligning moment, M z = Fy * e
Lateral Force Response to Steer Input

y Time lag: at highway,

about 0.05 sec
y relaxation length:
about 1/2 revolution,
“sluggishness”
 Cornering Stiffness
∂F
=
y
C
y definition: α
∂α α = 0

y lateral force produced per slip angle

y SAE convention
 Cornering Force

y Main factors: normal force and slip angle

Fy = Fy ( Fz ,α )
 Cornering stiffness

y Cα = Cα (tyre pressure, size, no. of plies, cord

angles, wheel width, tread,…)
y For a given tyre, Cα = Cα (Fz, inflation pressure p)
y radial tyre has higher cornering stiffness than bias-
ply tires
y cornering coefficient = Cα / Fz
 cornering coefficient
y cornering coefficient = Cα / Fz
--for radial tyre Cα / Fz ≈ 0.15 lb/lb/deg
--for bias-ply tyres Cα / Fz ≈ 0.10 lb/lb/deg
--lower-aspect-ratio performance tyres (0.60) on passenger cars,
cornering coefficient 0.25—0.30, much quicker and precise
cornering properties
 Effect of Fz on cornering properties

y Cornering stiffness
y Cornering coefficient
Other effects on cornering properties

y Inflation pressure p: when p ↗ Æ Cα ?

p ↗, Cα ↗
y Size and width: wider tyre Æ Cα ?
wider tyre , Cα ↗
 Camber Thrust

y Camber: Tyre rolling at non-vertical orientation

y Lateral force Æ camber thrust
y The force is always oriented in the direction
the tire is inclined.
y Motorcycle obvious
 Camber Thrust

y Camber stiffness
y Camber coefficient
 Aligning Moment

y Aligning moment, Mz: Mz = Mz ( Fz, α, γ )

 Combined Braking & Cornering

y S ↗, Fy ↘
y α ↗, Fx ↘
 The End

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