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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.
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
Tyres are subjected to vertical forces as well as side (lateral) forces when the wheels are in motion due to road camber, side winds, weight transfer and centrifugal force caused by travelling round bends and steering the vehicle on turns. During the action of lateral force, the tyre tread contact patch and road surface will oppose any sideways motion. This resisting force generated at the tyre–road interface is known as cornering force; its magnitude is equal to the lateral force but it acts in the opposite direction of lateral force.
Impact coefficient analysis of track beams due to moving suspended monorail vehicles
Published in Vehicle System Dynamics, 2022
Yulong Bao, Wanming Zhai, Chengbiao Cai, Xuancheng Yuan, Yongle Li
In order to simulate the mechanical characteristics of running tires more accurately, the vertical stiffness, damping characteristics, and cornering characteristics are considered in the study. With the simplified method [28,29], the cornering force of the running tire can be calculated through the existing creep and frictional coefficients. Thus, the longitudinal and lateral force of the running tire can be expressed as where and are the longitudinal and lateral slip, respectively; is the total theoretical slip of the tire; , are the vertical load and frictional coefficient for the graph of lateral force against the lateral slip; , are the dynamic frictional coefficients for the calculation of the longitudinal and lateral force; and are the differing frictional behaviour of the tire in the X-axle and Y-axle direction respectively; and represent the initial characteristic of the tire under the static conditions in the longitudinal and lateral direction.
Passive radial mechanism of a bogie with the auxiliary steering device for the straddle monorail vehicle
Published in Vehicle System Dynamics, 2021
Yuanjin Ji, Lihui Ren, Youpei Huang
In the linearised tire model, the cornering force and the aligning torque had a linear relationship with the sideslip angle when it was less than 4°–5°, that is: where , and and are the cornering forces of the left and right running wheels on the same axle, respectively; and are the aligning torques of the left and right running wheels on the same axle, respectively; and are the cornering stiffness and aligning stiffness of running wheels, respectively; is the sideslip angle of the running wheels; and , where is the speed of the vehicle.
Radial adjustment mechanism of a newly designed coupled-bogie for the straddle-type monorail vehicle
Published in Vehicle System Dynamics, 2020
Han Leng, Lihui Ren, Yuanjin Ji, Youpei Huang
In the linearised tire model, the cornering force and the aligning torque have a linear relationship with the sideslip angle when it is less than 4°–5°, that is: where and are the cornering force of the left and right running wheels on the same axle, respectively; and are the aligning torque of the left and right running wheels on the same axle, respectively; and are the cornering stiffness and aligning stiffness of running wheels, respectively; is the sideslip angle of the running wheels; and , where is the speed of the vehicle.