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Design Report: Tyre Analysis

This document summarizes the analysis of a tire used by a racing team in partnership with Pirelli. There were a few notable changes to the tire for the 2019 season, including a bigger contact patch and increased stiffness. The analysis examines various tire parameters like lateral and longitudinal force, camber, load, and pressure. Three methods were used to process the data: Matlab libraries, a Simulink model, and a plotter for validation. Key plots analyzed longitudinal force vs slip ratio, lateral force vs slip angle, cornering stiffness, and handling diagrams to understand tire limits and optimize vehicle performance. Rolling resistance and self-aligning moments were also examined.

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Andrea Fontana
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105 views5 pages

Design Report: Tyre Analysis

This document summarizes the analysis of a tire used by a racing team in partnership with Pirelli. There were a few notable changes to the tire for the 2019 season, including a bigger contact patch and increased stiffness. The analysis examines various tire parameters like lateral and longitudinal force, camber, load, and pressure. Three methods were used to process the data: Matlab libraries, a Simulink model, and a plotter for validation. Key plots analyzed longitudinal force vs slip ratio, lateral force vs slip angle, cornering stiffness, and handling diagrams to understand tire limits and optimize vehicle performance. Rolling resistance and self-aligning moments were also examined.

Uploaded by

Andrea Fontana
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
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Download as DOCX, PDF, TXT or read online on Scribd
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Design report

Tyre analysis
Introduction
One of the main advantages of being in partnership with the tyre manufacturer Pirelli is the
chance to make a proper analysis of the tyre features not only based upon the data they provide
us, but also on the mutual sharing of information. Because of the good results achieved in 2018,
for the 2019 season we both agreed on sticking with the low radius tyre that was manufactured
the previous season for the first time, but apart from size and compound, both unaltered since
2018, there are a few noteworthy changes:

 A bigger and more stable contact patch


 Slightly less sensitivity to pressure and load
 Increased vertical stiffness
 Increased lateral stiffness

This kind of analysis is aimed to find the tyre limits and really understand the optimal working
range in order to achieve their full potential under any circumstance. In order to do so, it is
fundamental to take into account all the different parameters that fully define the behaviour of
the tire, such as camber, load, pressure, etc.. Fortunately, one of the main features that the
improved Pacejka 6.1 tyre model makes available is the possibility to handle inflation pressure
changes and camber variations.

Data processing
To get all the plots three different methods were used since each one has been useful for a
particular task and to verify data consistency.

1. Matlab library MF-Tyre MF-Swift 6.2.0.3. The dteval function is very powerful and versatile
since it is the best way to quickly retrieve data, but its downside is that it does not support
pressure sensitivity.
2. Simulink model. Implemented in the 14 D.o.f DP11 model, pressure sensitivity.
3. Vi-Grade plotter: mainly used for data validation.

1 – Pure longitudinal and lateral forces


Many different information can be obtained by analysing the amount of force the tyre is capable
of producing during pure lateral/longitudinal motion both in the linear and non-linear range.

For example, the value of α or κ at which the peak value of force is reached at a given load, and
the trend of the peaks as the load increases/decreases and whether those peaks remain constant
or fall off slowly at high slip angle/ slip ratio values.
Longitudinal force
Studying how 𝐹𝑥 varies with slip ratio has been particularly useful in setting up traction control.
Having the curve that describes the force transferred at wheels by the engine, it is possible to
compare those values with the 𝐹𝑥 vs κ plot and find the force values that exceed the tyre limit of
adherence. Thus the traction control is set up so that tyres always remain bounded in a range of
slip ratios that avoids, or at least minimizes wheel spin.

1 – Longitudinal force (Fx) vs slip ratio (κ) at different vertical loads (Fz)

One of the facts that stand out from this plot and will be later discussed is that the different curves
are equally spaced for a linear variation of the vertical load.
Lateral force
The 𝐹𝑦 vs α plot is fundamental in describing the car behaviour during cornering and optimizing
the parameters of suspensions and anti-roll bars by analysing the load transfers.

2 – Lateral force (Fy) vs slip angle (α) at different vertical loads (Fz)
3 - Fy/Fz ratio vs slip angle (α) (normalized lateral force) at different vertical loads (Fz)

There are two other plots related to the previous that really come in handy in describing the car
behaviour during a turn. The first one is the cornering stiffness plot, i.e. the derivative of the 𝐹𝑦
plot. It helps understanding how quick is the transition between one state to another, for example
how smoothly the force drops going past the peak. This fact is crucial in understanding whether
the car behaviour is predictable.

4 - Cornering stiffness at 800N of vertical load

The second one is the handling diagram, which describes the car’s tendency to under/oversteering
in different conditions of pressure etc. It can be particularly useful to get an idea of the theoretical
behaviour of the car varying the pressure.
In this example plot, the two curves are obtained for two different combinations of inflation
pressure: the blue line represents 1 bar for both front and rear, whereas the red one obtained for
1 bar front and 1.2 bar rear. The ‘red’ configuration is the more balanced than the second one,
which tends towards understeer.

2 - Tire moments
Another important parameters of the tyre are two of the three moments, about y and z axis
(respectively rolling resistance and self-aligning moment).

 Mz, self-aligning moment

5 - Self-aligning moment vs slip angle at different vertical loads

This plot can provide useful information about steering torque. (Aggiungere altro)

 My, rolling resistance moment


The rolling resistance plot can be really useful for the acceleration, where it is important to maximise grip on
the rear tyres by lowering pressure. This piece of data may be used to find the right balance between
maximising longitudinal force while minimizing rolling resistance.

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