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AUTOMOTIVE ENGINEERING
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.
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)
b3 b4 b5 BCD (Fz=2 kN) BCD (Fz=4 kN) BCD (Fz=6 kN) BCD (Fz=8 kN) BCD (Fz=10 kN)
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:
b.1. The side slip stiffness BCD with a vertical force Fz equal to [2 4 6 8 10] kN;
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)
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
yp
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.1. The stiffness BCD of the self-alignment torque with a vertical force Fz equal to [2 4 6 8 10] kN;
c4
2 4 6 8 10 12
c5 c6
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.
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%.
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
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)
-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),
0 0 5 10 15 20 25
-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
-4000
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
-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.