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In (automotive) vehicle dynamics, slip is the relative motion between a tire and the road surface it is moving on. This slip can be generated either by the tire's rotational speed being greater or less than the free-rolling speed (usually described as percent slip), or by the tire's plane of rotation being at an angle to its direction of motion (referred to as slip angle).
Slip ratio is a means of calculating and expressing the slipping behavior of the wheel of an automobile.It is of fundamental importance in the field of vehicle dynamics, as it allows to understand the relationship between the deformation of the tire and the longitudinal forces (i.e. the forces responsible for forward acceleration and braking) acting upon it.
The ratios between the slip angles of the front and rear axles (a function of the slip angles of the front and rear tires respectively) will determine the vehicle's behavior in a given turn. If the ratio of front to rear slip angles is greater than 1:1, the vehicle will tend to understeer, while a ratio of less than 1:1 will produce oversteer. [2]
Production car tires typically develop this maximum lateral force, or cornering force, at a slip angle of 6-10 degrees, although this angle increases as the vertical load on the tire increases. [ 1 ] Formula 1 car tires may reach a peak side force at 3 degrees [ 2 ]
'Deflected' tread path, sideslip velocity and slip angle Graph of cornering force vs slip angle. Cornering force or side force is the lateral (i.e., parallel to wheel axis) force produced by a vehicle tire during cornering. [1] Cornering force is generated by tire slip and is proportional to slip angle at low slip angles.
Self aligning torque , slip angle , and camber angle are also shown. Self aligning torque ( SAT ), also known as aligning torque or aligning moment ( Mz , moment about the z direction ), is the torque that a tire creates as it rolls along, which tends to steer it, i.e. rotate it around its vertical axis.
Mathematically, the Slip factor denoted by 'σ' is defined as the ratio of the actual & ideal values of the whirl velocity components at the exit of the impeller. The ideal values can be calculated using an analytical approach while the actual values should be observed experimentally.
The main advantage of a limited-slip differential is demonstrated by considering the case of a standard (or "open") differential in off-roading or snow situations where one wheel begins to slip. In such a case with a standard differential, the slipping or non-contacting wheel will receive the majority of the power (in the form of low-torque ...