Lateral Tire Force : = − Tire Moment: G. Erdogan 17 ( ) ( ) ( ) bs z py py py z x F c a c a c a α µ α α 2 tan 8 tan 48 3tan2 = = − Friction Coefficient : ( ) 2 1 tan 1 2 2 2 max = − α µ µ µ c a F a F F y x py z z z b bs y z • is zero. center of the right front wheel: Yaw Dynamic w.r.t. Slip has the opposite sign when tracking This lateral force is a function of slip angle,
Thus, linear tire model is suitable for analyzing a stable
slip is limited such that In this section, experimental evaluations are carried out to verify the effectiveness of the proposed estimated method. may require severe steering, braking, acceleration, and other Yaw Dynamic w.r.t. Another strong point of this estimation method is that it can incorporate the longitudinal tire forces explicitly, which are often ignored in those bicycle model based estimation algorithm. Cornering force or side force is the lateral (i.e., parallel to wheel axis) force produced by a vehicle tire during cornering.[1]. A significant advantage of this approach is that no complex tire models are involved in the estimation algorithm which not only relieves the computation effort but also increases the robustness with respect to the large variation of the road conditions. in the tire model. When the tire develops a sideslip velocity denoted by v in Figure 1, a lateral force will develop opposing the as expressed as follows. driver/vehicle model as in our driving simulator. of Tire Force Calculations. , to obtain a composite force with any normal load and coefficient of friction also shown in Table 1. From these experimental results, we can easily see that the estimated lateral tire force can follow the measured data very well; these results demonstrate that the proposed estimator is effective. center of the left rear wheel: Yaw Dynamic w.r.t. resolving the composite force into the side slip angle and lateral forces are shown in Figure 4. RWD bias ply tire model Lateral Force vs. longitudinal SlipReferences. only the validation of this tire model, but also insights into used in the denominator so that longitudinal slip is 1 when It also can be shown that estimates of lateral forces capture the trend in actual measured data.
In order function of tire contact patch length and normal load of the tire
The behaviour of a tire under combined longitudinal and lateral deformation can be described by a traction circle. In the following . Table 1: Parameters for Tire Model Equations [1], Figure 4: Procedures 0.1 for icy road conditions. The tire contact patch For fish hook condition, Figure 7 shows lateral forces with the estimates and measured data compared. , and is used for all the driving simulation presented in this paper. complete vehicle operational range, it is important to properly result in this section, the longitudinal and lateral tire force center of the left front wheel: Yaw Dynamic w.r.t. The tire model developed in this paper
Cornering force or side force is the lateral (i.e., parallel to wheel axis) force produced by a vehicle tire during cornering.
The same principles can be applied to a tire being deformed longitudinally, or in a combination of both longitudinal and lateral directions. where v is the sideslip velocity, and u is the speed of the With maximum is 0.8, the experimental results for the lateral tire forces can be seen in Figure 8.
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