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Tyres, road wheels and hubs
Published in M.J. Nunney, Light and Heavy Vehicle Technology, 2007
For any given vertical wheel loading, the cornering force generated by a tyre is in fairly close proportion to the slip angle up to the limit of adhesion. The cornering force for each slip angle attains a peak value that coincides approximately with the rated load of the tyre, thereby ensuring that the cornering ability of the tyre is least affected by moderate changes in vertical loading. Apart from the influence of tyre construction and road surface condition, the cornering force generated by a tyre is increased by raising inflation pressure and by adopting wider wheel rims and tyre sections. Tyre cornering force is also increased if the wheel leans into a curve in motor-cycle fashion, and conversely reduced if it leans away from the curve; these effects are referred to as camber thrust. Another factor that affects the cornering ability of a tyre is traction; the cornering force decreases as the tractive force between the tyre tread and road surface is increased. The same consideration also applies to braking force. Other terms that describe the cornering ability of a tyre are cornering power and cornering coefficient, the former referring to the cornering force per degree of slip angle and the latter to the cornering power per unit of vertical load.
Analysis of camber control and torque vectoring to improve vehicle energy efficiency
Published in Maksym Spiryagin, Timothy Gordon, Colin Cole, Tim McSweeney, The Dynamics of Vehicles on Roads and Tracks, 2018
P. Sun, A. Stensson Trigell, L. Drugge, J. Jerrelind, M. Jonasson
During cornering, a force, the cornering resistance, is generated in the opposite direction of travel due to lateral tyre slip. By tilting the tyre, i.e. introducing a camber angle, lateral force is generated in the direction of the camber angle which is called camber thrust (Pacejka, 2012). For conventional suspension designs, the camber angles of cars and trucks are very small and can often be neglected. Different from passively tilting the wheel according to suspension geometry, the camber angle of the wheels can be controlled by using camber actuators, such as in the Wheel Corner Module suspension design (Zetterström, 2002).
Wheels and Tyres
Published in G. K. Awari, V. S. Kumbhar, R. B. Tirpude, Automotive Systems, 2021
G. K. Awari, V. S. Kumbhar, R. B. Tirpude
Camber thrust is the movement of a tyre perpendicular to the direction it is rolling in. In simple terms, camber thrust, or camber force, acts on a tyre in the direction of a tyre’s sidewall. If a tyre is mounted on a vehicle, camber thrust forces a tyre left or right.A positive camber reduces the cornering force for a given slip angle relative to that achieved with zero camber, but a negative camber raises it.
Contributions of vehicle dynamics to the energy efficient operation of road and rail vehicles
Published in Vehicle System Dynamics, 2021
Jenny Jerrelind, Paul Allen, Patrick Gruber, Mats Berg, Lars Drugge
The importance of tyre slips on energy consumption opens up energy saving possibilities by minimising slips. This can be achieved by tilting the tyre, i.e. introducing a camber angle γ. In doing so, a force, Fγ, (camber thrust) will be generated in the direction the tyre is leaning, see Figure 3 (right). This lateral force is created without the generation of a slip angle. As a result, the lateral force during cornering can partly be generated by camber thrust and thus reduces the required lateral force generated by lateral slip, thereby lowering the cornering resistance.