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A tire can generate horizontal force where it meets the road surface by the mechanism of slip. That force is represented in the diagram by the vector F. Note that in this example, F is perpendicular to the plane of the tire. That is because the tire is rolling freely, with no torque applied to it by the vehicle's brakes or drive train. However ...
In this case the lateral forces at the tire do not act at the center of the contact patch, but at a point behind the center. This distance is called the pneumatic trail and varies with speed, load, steer angle, surface, tire type, tire pressure and time. A good starting point for this is 30 mm behind the center of the contact patch. [citation ...
Because the tire cannot be forced into the ground as the spindle travels in an arc, the tire/wheel assembly raises the suspension and thus causes the tire/wheel assembly to seek the low (center) return point when it is allowed to return. Thus, since it has a tendency to maintain or seek a straight ahead position, less positive caster is needed ...
where is the force on the front tires, is the force on the rear tires, is the wheelbase, is the distance from the center of mass (CM) to the rear wheels, is the distance from the center of mass to the front wheels (+ = ), is the mass of the vehicle, and is the gravity constant. So, for example, when a truck is loaded, its center of gravity ...
Tire forces are divided into three axes: radial, lateral, and tangential (or fore-aft). The radial axis runs from the tire center toward the tread, and is the vertical axis running from the roadway through the tire center toward the vehicle. This axis supports the vehicle's weight. The lateral axis runs sideways across the tread.
In vehicle dynamics, slip angle [1] or sideslip angle [2] is the angle between the direction in which a wheel is pointing and the direction in which it is actually traveling (i.e., the angle between the forward velocity vector and the vector sum of wheel forward velocity and lateral velocity , as defined in the image to the right).
Intersecting the axes of the front wheels on this line as well requires that the inside front wheel be turned, when steering, through a greater angle than the outside wheel. [2] Rather than the preceding "turntable" steering, where both front wheels turned around a common pivot, each wheel gained its own pivot, close to its own hub.
Depending on suspension design, a minor negative camber setting may slightly improve tire wear, as during turns the vehicle's center of gravity shifts toward the outside of the outer wheel. On a vehicle with zero camber this places load on the outboard shoulder of the tire, causing uneven wear over time.
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related to: diagram of a tire&wheel center drive time- 3501 Washtenaw Avenue, Ann Arbor, MI · Directions · (734) 389-8994
