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For example, a 10% change in load or inflation pressure usually does not result in a 10% change in the contact patch area [3] because the load or pressure on a tire can be altered freely, and the contact patch area is affected by the tire geometry and stiffness. Further, the size of the contact patch cannot be simply calculated as load divided ...
[9] Tyres of the 1960s and early 1970s had a rounder profile, but as they grew in width from the mid-1970s, the cross section became more oval, and the greater width of the tyre meant the contact patch was further off centre, increasing either steering effort or turn radius, at a given lean angle and speed, than it would have been with a ...
This realtime version of FTire was shown in 2018 to run on a 2,7 GHz 12 Core Intel Xeon E5 (2014, 22 nm process, about $2000), with 900 contact road/contact patch elements, a sample frequency of 4.0 kHz including thermal and wear simulation. [8] The typical tire model sampling rate used in automotive simulators is 1 kHz. [9]
If the kingpin axis intersection point is outboard of the center of the contact patch, it is negative; if inside the contact patch, it is positive. The term scrub radius derives from the fact that either in the positive or negative mode, the tire does not turn on its centerline (it scrubs the road in a turn) and due to the increased friction ...
Contact patch: The contact patch, or footprint, of the tire, is the area of the tread that is in contact with the road surface. This area transmits forces between the tire and the road via friction. The length-to-width ratio of the contact patch affects steering and cornering behavior. [26]
Because real tires have a finite contact patch with the road surface that can generate a scrub torque, and when in a turn, can experience some side slipping as they roll, they can generate torques about an axis normal to the plane of the contact patch. Bike tire contact patch during a right-hand turn. One torque generated by a tire, called the ...
The size and shape of the contact patch itself and of its adhesion and slip areas are generally unknown in advance. If these were known, then the elastic fields in the two bodies could be solved independently from each other and the problem would not be a contact problem anymore.
Cornering force is generated by tire slip and is proportional to slip angle at low slip angles. The rate at which cornering force builds up is described by relaxation length. [2] Slip angle describes the deformation of the tire contact patch, and this deflection of the contact patch deforms the tire in a fashion akin to a spring.
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