Tyre and Vehicle Dynamics

Couverture
Butterworth-Heinemann, 2006 - 642 pages
2 Avis
In this new paperback edition of Tire and Vehicle Dynamics, theory is supported by practical and experimental evidence. Pacejka provides both basic and advanced explanations of the pneumatic tyre and its impact on vehicle dynamic performance. The book shows the way in which tyre models are incorporated in vehicle models and how important tyre influence is on overall vehicle behaviour. Those working in any industry involving equipment with tyres will continue to find this book both extremely relevant and useful.
 

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Table des matières

Chapter 1 Tyre Characteristics and Vehicle Handling and Stability
1
Chapter 2 Basic Tyre Modelling Considerations
61
Chapter 3 Theory of SteadyState Slip Force and Moment Generation
90
Chapter 4 SemiEmpirical Tyre Models
156
Chapter 5 NonSteadyState OutofPlane StringBased Tyre Models
216
Chapter 6 Theory of the Wheel Shimmy Phenomenon
295
Chapter 7 Single Contact Point Transient Tyre Models
339
Chapter 8 Applications of Transient Tyre Models
364
Chapter 11 Motorcycle Dynamics
517
Chapter 12 Tyre steadystate and dynamic test facilities
586
References
595
List of Symbols
606
Sign Conventions for Force and Moment and Wheel Slip
612
TreadSim
613
SWIFT Parameters
629
Index
637

Chapter 9 Short Wavelength Intermediate Frequency Tyre Model
412
Chapter 10 Swift and Road Unevennesses
483

Autres éditions - Tout afficher

Expressions et termes fréquents

Fréquemment cités

Page 599 - Off tracking of tractor-trailer combinations, The Automobile Engineer (March 1963). 9. McHenry, RR, An analysis of the dynamics of automobiles during simultaneous cornering and ride motions, Proc. Inst. Mech. Engng, Vol. 183, Pt 3H (1968-69). 10. Metcalf, WH, Effect of a time-varying load on side force generated by a tire operating at constant slip angle, SAE Paper 713C (1963).
Page 597 - Gong, S., Savkoor, AR, and Pacejka, HB (1993): The influence of boundary conditions on the vibration transmission properties of tires. SAE Paper 931280, 1993.
Page 599 - Short wavelength and dynamic tyre behaviour under lateral and combined slip conditions", PhD thesis, Delft University of Technology, 2000.
Page 92 - A with sliding velocity decreasing ju (not considered by Frank) causes the creation of a peak in the Fy(a) curves and a further slight decay. This has often been observed to occur in practice, especially on wet and icy roads. In the longitudinal force characteristic the peak is usually more pronounced. The influence of different but symmetric shapes for the vertical force distribution along the ^-axis has been theoretically investigated by Borgmann (1963). He finds that, especially for tyres exhibiting...
Page 119 - ... picturised here as a part of an imaginary ball. When lifted from the ground, the intersection of wheel plane and ball outer surface forms the peripheral line of the tyre. When loaded vertically, the ball and consequently the peripheral line are assumed to show no horizontal deformations, which in reality will approximately be the case for a homogeneous ball showing a relatively small contact area. We apply the theory of a rolling and slipping body and consider equations (2.55, 2.56) and restrict...
Page 92 - ... connected with the asymmetric pressure distribution of the rolling tyre (due to hysteresis of the tyre compound) resulting in a small forward shift of the point of application of the normal load (giving rise to rolling resistance) and, consequently, at full sliding also of the resulting side force. Another important factor causing the moment to become positive is the fact that the coefficient of friction is not a constant but tends to decrease with sliding velocity. As may be derived from eg...
Page 121 - For the special case that ^,= 0, this will occur when the point of intersection and the path centre coincide. As the lateral deflection shows a symmetric distribution, the moment must be caused solely by the longitudinal forces. The generation of the moment may be explained by considering three wheels rigidly connected to each other, mounted on one axle. The wheels rotate at the same rate but in a curve the wheel centres travel different distances in a given time interval and when cambered, these...
Page 121 - In case of pure camber, the force on the wheel is directed towards the point of intersection of the wheel axis and the road plane, while the moment tries to turn the rolling wheel towards this point of intersection. No resulting force or torque is expected to occur when (1- sj)smy = re/R.
Page 120 - After introducing c'px and c'py denoting the stiffness of the tread rubber per unit area in x and y direction respectively and assuming small spin and hence vanishing sliding, we can calculate the lateral force and the moment about the vertical axis by integration over the contact area. We obtain...
Page 595 - Biral, F., and Da Lio, M. (2001): Modelling drivers with the optimal maneuvre method.

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À propos de l'auteur (2006)

Hans Pacejka is Professor Emeritus at Delft University of Technology, The Netherlands.

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