TYRE DYNAMICS

TYRE DYNAMICS
Tyre Dynamics
Tyre forces and moments, Tyre structure, Longitudinal and
Lateral force at various slip angles, rolling resistance, Tractive
and cornering property of tyre. Performance of tyre on wet
surface. Ride property of tyres. Magic formulae tyre model,
Estimation of tyre road friction. Test on Various road surfaces.
Tyre vibration.
Functions of wheels
To support the weight of the vehicle by exchanging vertical
forces with the road surface
To provide sufficient traction for driving and braking
To exchange with the road surface longitudinal and side forces,
which are able to move the vehicle and control its path( Steering
and directional stability)
To cushion the vehicle over surface irregularities
Tire Marking
1st Letter Two number code in [in]
P - Passenger car to indicate rim diameter
ST - Special trailer that the tire is designed
LT - Light truck to fit on.
T - Temporary
Three-number code is the The load index is a

width of the unloaded tire representation of the
from sidewall to sidewall maximum load each tire
measured in [mm]. is designed to support.
R - Radial ply Two number code is the Speed rate indicates the
maximum speed that the tire
B - Bias ply aspect ratio of the tire
can sustain for a ten minute
D - Diagonal section height to tire width, endurance without breaking
expressed as a percentage down.
A higher aspect ratio provides a softer ride and an increase in deflection under the load of the
vehicle. However, lower aspect ratio tires are normally used for higher performance vehicles.
They have a wider road contact area and a faster response. This results in less deflection under
load, causing a rougher ride to the vehicle.
Tire axis system
The origin of the axis system is the center of tire contact..
Longitudinal shift = Rolling resistance moment / normal

load.
Lateral shift = Overturning moment / normal load.
The integration of longitudinal shear stresses over the

entire contact patch represents the tractive or braking
force.
Slip angle α is the angle formed between the direction of

wheel travel and the line of intersection of the wheel plane
with the road surface.
Camber angle ᵞ is the angle formed between the XZ plane

and the wheel plane.
The lateral force at the tire-ground contact patch is a function of both the slip angle and the camber angle.
Rolling resistance of tyres
Tyre carcass at the ground interface is deflected due to vertical load and
forward rolling effect
Leading edge will increase the contact patch area due to compression
Trailing edge reduces the contact patch area due to expansion
Residual strain stays along with the tyre
Rolling resistance is defined as per SAE document J670
the force which must be applied to the wheel at the wheel centre with a line of
action parallel to the X axis so that its moment with respect to a line through the
centre of tire contact and parallel to the spin axis of the wheel will balance the
moment of the tire contact forces about this line.
Causes
Hysteresis in tyre materials (90-95%)
Friction between tyre and road (2-10%)
Resistance due to air circulating inside the tyre
Fan effect of the rotating tire on the surrounding air (1.5-3.5%)
Coefficient of rolling resistance is ratio of rolling resistance to
the normal load
Factors affecting rolling resistance – Tyre Construction
Thicker treads and sidewalls and an increased number of
carcass plies tend to increase the rolling resistance because
of greater hysteresis losses.
Tires made of synthetic rubber compounds generally have
higher rolling resistance than those made of natural rubber.
Tires made of butyl rubber compounds, which are shown to
have better traction and roadholding properties, have an
even higher rolling resistance than those made of
conventional synthetic rubber.
It is found that the rolling resistance of tires with tread made
of synthetic rubber compounds and that made of butyl
rubber compounds are approximately 1.06 and 1.35 times
that made of natural rubber compounds, respectively.
Factors affecting rolling resistance – Surface condition
Surface conditions also affect the
rolling resistance.
On hard, smooth surfaces, the
rolling resistance is considerably
lower than that on a rough road.
On wet surfaces, a higher rolling
resistance than on dry surfaces is
usually observed.
Factors affecting rolling resistance – Inflation pressure
Inflation pressure affects the flexibility of the tire.
Depending on the deformability of the ground, the inflation
pressure affects the rolling resistance of the tire in different
manners.
On hard surfaces, the rolling resistance generally decreases with
the increase in inflation pressure. This is because, with higher
inflation pressure, the deflection of the tire decreases, with
consequent lower hysteresis losses.
On deformable surfaces, such as sand, high inflation pressure
results in increased ground penetration work, and therefore higher
rolling resistance,
Conversely, lower inflation pressure, while decreasing ground
penetration, increases the deflection of the tire and hence internal
hysteresis losses. Therefore, an optimum inflation pressure exists
for a particular tire on a given deformable surface, which minimizes
the sum of ground penetration work and internal losses of the tire.
Factors affecting rolling resistance – Driving speed
Rolling resistance is also affected by driving speed because of
the increase of work in deforming the tire and of vibrations
in the tire structure with the increase in speed.
For a given tire under a particular operating condition, there
exists a threshold speed above which the phenomenon
popularly known as standing waves will be observed.
Standing waves are formed at high speed, the tire tread does
not recover immediately from distortion after it leaves the
contact surface, and residual deformation initiates a wave.
The amplitude of the wave is greatest immediately on
leaving the ground, and is damped out in an exponential
manner around the circumference of the tire.
Standing wave greatly increases energy losses, cause
considerable heat generation that lead to tire failure.
Factors affecting rolling resistance – Tire Temperature
Tire temperature affects the rolling resistance
in two ways:
By changing the temperature of the air and
thereby changing the operating inflation
pressure;
By changing the stiffness and hysteresis of the
rubber compounds.
Factors affecting rolling resistance – Tyre diameter
The effect of tire diameter is negligible on hard surfaces
(concrete), but is considerable on deformable or soft ground.
Factors affecting rolling resistance – Tread wear
Rolling resistance decreases with wear
Hysteresis losses takes place mainly in
treads
Critical speed is increased for cross ply due
to reduction in mass
Radial ply behavior at high speed is
degraded due to reduction in centrifugal
stiffening
Factors affecting rolling resistance – Tractive and Braking effort
Cornering properties of tyre
Slip angle or lateral slip: The angle between a
rolling wheel's actual direction of travel and the
direction towards which it is pointing
Cornering Stiffness: The cornering force required
to develop one degree of slip angle
Pneumatic trail: The distant at which the resultant
cornering force is acting from the centre of the
contact zone
Cornering Coefficient: Ratio of cornering stiffness
to the normal load acting on the tyres
Cornering Characteristics
Cornering property – Effect of Normal load
Cornering coefficient with inflation pressure
Self-aligning torque with cornering force of a ca
Self-aligning torque with normal load and slip angle
Camber and Camber Thrust
Camber stiffness: It is the derivative of the camber
thrust with respect to the camber angle evaluated at
zero camber angle
Camber stiffness coefficient: Ratio between

the camber stiffness and the normal load
Camber thrust vs camber angle and normal load for a car tire

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TYRE DYNAMICS - Part 1 PDF

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Three-number code is the The load index is a

Longitudinal shift = Rolling resistance moment / normal

Lateral shift = Overturning moment / normal load.

The integration of longitudinal shear stresses over the

Slip angle α is the angle formed between the direction of

Camber angle ᵞ is the angle formed between the XZ plane

Camber stiffness coefficient: Ratio between

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