DINMICA DE VEHCULOS

Ricardo Prado Gamez Metalsa

ENERO 2016
 MECANICA DE LLANTAS
Introduccin
Resistencia al Rodamiento
Mdulo 1 Frenado
Cornering
Modelacin Pacejka
Entregable 1
MANIOBRABILIDAD EN ESTADO ESTABLE
Angulo de Ackerman
Sub-Viraje y Sobre Viraje
Mdulo 2
Trminos derivativos
Velocidad crtica, caracterstica, tangente y mxima
Entregable 2
EXAMEN DE MEDIO TRMINO
MANIOBRABILIDAD EN ESTADO TRANSITORIO
Modelo de maniobrabilidad en espacio de estados
Mdulo 3
Efecto de masas e inercias en la maniobrabilidad
Entregable 3
ROLL Y TRANSFERENCIA DE CARGA
Concepto de transferencia de Carga
Ganancias y fuerzas verticales de reaccino (Jacking Forces)
Mdulo 4
Distribucin de rigidez torsional
Efecto de barra estabilizadora
Entregable 4
COMFORT
Umbrales de tolerancia y percepcin
Frecuencias naturales en manejo primario y secundario
Mdulo 5
Modelo de cuarto de vehculo
Modelo de medio vehculo
Entregable 5
EXAMEN FINAL
PERIOD 1: Up to the early 1930's)
Empirical Obervation about vehicle dynamic behaviour
Concerns about wheel shimmy
Ride comfort recognized as an important aspect of vehicle performance

PERIOD 2: (1930-1952)
Simple tyre mechanics/slip angle understood
understeer/oversteer defined
Steady concering understood
Simple two degrees of freedom equations developed
Ride experiments begun K2 rig and flat ride ideas proposed
Independent front suspension introduced (1936)

PERIOD III: (1952-Onwards)

Understanding of tyre behaviour developed through rig results and modeling
Three degree of freedom equations developed
Analysis extended to include stability and directional response properties
Ride predictions using random vibraiton theory initiated
Periods I, II
1905 Design philosophy focused on Engineering (not passengers)
ww1 1914 World War 1 (WW1)
1918 Rolls Royce started to manufacture cars in USA
1920 Rolls Royce concerned in ride
1929 Wall Street Crash
1930 Maurice Olley (From Rolls Royce) joined GM Cadillac as a chief engineer
1931 MO recognized problems on of shimmy, axle tramp, excessive vibration as a result of bad American Roads
1932 K2 Rig was built and Flat Ride Concept
Great MO acknowledges importances of tyre and request Goodyear Force/Moment Tyre data
Depresion 1933 GM acknowledges the importance of Independent Front Suspension (IFS)
1934 Chrysler showed interest on IFS
Goodyear provides available Force/Moment Tyre Data to explain Understeer
SAE Paper "Independent Suspension; its whys and wherefores"
1939 World War 2 (WW2)
ww1 Vauxhaull impelmented IFS
1946 Paper "Road Manners of the modern car"
1952 Maurice Olley/Bob Schilling (Research and Development)
First Corvette Chassis/Air Spring
"We should do it"
25000 USD First contract with GM Research Lab Division
1953 Contract increased up to 125,000 USD
1954 Contract increased up to 250,000 USD
1955 Contract increased up to 500,000 USD
1956 IME Papers
K-Rig Concept

Source
Chassis Design
Principles & Analysis
William Milliken
Front Axle Car Problems

Road Maners from a

Moden Carn
Maurice Olley
 IME Papers

Leonard Segel
Maurice Olley

William Milliken
MAGIC NUMBERS

INDEPENDENT FRONT SUSPENSION

More Space for engine

K-Rig Improvement
Reduction (Elimination) of wheel shimmy
Reduction of CG
Styling
Mass reduction
Unsprung mass reduction Higher frequency spread
Lower Roll Center
Small tread change More Roll camber i.e less recovery
Roll Center Constant Excesive Roll (Bottoming)
 Small tread change
Roll Center Constant

+
Anti roll Bar
Lower Roll
Center
Higher spring rates Deteriorate comfort

-
Higher front track More oversteer behaviour
+
More Roll camber (less recovery)
Excesive Roll (Bottoming)
No hay nada mas prctico que una
buena teora
Kurt Lewin

El aprendizaje mas grande en la

historia de la Ingeniera Mecnica es
mediante errores, no ha lugar para
prima donas
Maurice Olley
Mecnica de Llantas
 X
Braking
Y

Braking &
ay cornering

Acceleration
& cornering
Braking Acceleration
ax

Acceleration

Ricardo Prado
The inertial forces should be in
equilibrium of the tyre forces.

Ricardo Prado
The control of the vehicle, is all about understanding the twelve vectors between
tyre patches and road.

Handling Braking

Aceleracin Cruise

Lat
Long

Vert
Objective:
To understand the the main principles underlying the handling
and comfort of a vehicle.

Tyres
Load Transfer (Roll)
Handling (Steady State)
Handling (Maneouvers)
Confort
Objective:
To understand the forces and moment generation at the tyres
during car motion and handling.

Motivation
Materials, Properties and type of Tyres
Rolling Resistance
Force Generation (Braking/Acceleration)
Force Generation (Cornering)
Relaxation Length
Combined Cases.
Modelling (Pacejka)
 Fx longitudinal
force.

Fy lateral force.

Fz vertical force.

Mx overturning
moment
direccin

My rolling
de la rueda

resistance moment.

Mz auto aligning
moment.
 Must support vehicle load
Flexibility Mechanical property restriction
Must absorb local surface
irregularities Developable Surface Geometrical restriction
Must provide grip during
brake/accel
Must guide the vehicle during Solid tyre made to Gas inflated tyre
High geometrical precision High geometrical precision
maneouverings (lateral grip) Low modulus Low modulus
Highly elasticity Highly elasticity
Substantial deformation Capable of substantial deformation
Must provide free motion on
smooth surfaces
-Solid in a perfectly straight guide way
-Height of an axle must be constant
No appreciable change of size upon inflation
Ability to envelop obstacles without sustaining
Must be durable to cyclic damage
loads Ability to deform from a surface of double curvature
to a plane surface
Enough rigidity to develop substantial forces
 Angle and orientation Tyre deformation
ngulo de los cables

Highier
More deformation in lateral direction;
capas
i.e. Less Lat. Stiffness and Better
comfort.
(a)
Bias Ply

capas ngulo de los cables

Small
Less deformation in lateral direction; i.e.
more lateral stiffness but the road
irregularities are taken by the mid layers.

(b)
Radial Ply
 Two force generation mechanisms

Adhesion
Hysteresis. caucho

adhesion
hysteresis
 Hysteresis
F

Hysteresis

Reference
Harty M & Blundel M.
The Multibody Systems Approach to
Vehicle Dynamics
Objective:
To understand the forces and moment generation at the Tyres
during car motion and handling.

Motivation
Materials, Propiedades y Types of Tyres
Rolling Resistance
Force Generation (Braking/Acceleration)
Force Generation (Cornering)
Relaxation Length
Combined Cases.
Modelling (Pacejka)
 Rolling Resistance Moment
(My)

Fr
Fr x
Fz

Fz
x

Rolling Resistance
Superficie
Coefficient ( x )

Gravel 0.02
Highway 0.008 -- 0.010
Villages 0.03
Rough 0.05
Sand 0.15 -- 0.30
Reference
Harty M & Blundel M.
The Multibody Systems Approach to
Average values of rolling resistance coefficient for
Vehicle Dynamics different roads and tyres
 pn pn

s
pb pb
pn pn

s s
coeficiente de resistencia al rodamiento
ruedas bias-ply
Fr = fr Fz

fr =ruedas
c0 + c1radial
v2 ply

Fr Fr Velocidad del vehculo [km/h]

UP TO NOW.

The equilibrium of inertial forces are at the tyre patches

Two types of Tyres

Bias Ply Several Cord Either high lateral stiffness Higher rolling
Layers in angle (handling) or soft long. resistance
Stiffness (confort)
Radial Angled layers + Higher flexibility to achieve Lower rolling
radial layer handling and confort resistance

Forces generation mechanism: Adhesion & Hysteresis

Rolling resistance force is as a result of tyre hysteresis properties

 Workshop: 1
Estimate the necessary power (hp) to keep in a driver controlled cruise speed of
40 and 100 km/h a 2 ton pick up truck with bias ply and radial tyres. Use data
below to estimate the rolling resistance coefficient. Note: Aerodynamic and grade effects ignored

0.022

f r 0.0169 0.19 106 v 2

0.021

0.02

0.019

0.018
Axis Title

0.017

f r 0.0136 0.4 107 v 2

0.016

0.015

0.014

0.013

0.012
0 20 40 60 80 100 120 140 160
Km/hr

Bias Ply Radial

Workshop: 2
Use the SAE formula below to estimate the variation of the
rolling resistance coefficient with respect to different payloads
(Fz).

K 5.5 10 5 90 Fz 1100 0.0388Fz 2

fr 5.1 V
1000 p p

K takes value between 0.8 (llantas radiales) y 1.0 (ply)

Fz (Newtons)
P (Pa) Newtons/m2
V (m/s).
Standing Waves (High Speeds)
Why is this important?

Ref. SAE paper 2010-01-0763

Why is this important?
Goodyears own test results show that its new EfficientGrip summer tire
provides 15% lower rolling resistance.

Tire manufacturer Goodyear introduced a new high-performance summer tire at

the Geneva Motor Show. The tire is said to offer lower fuel consumption, long
service life, and good wet braking performance.
Goodyears own test results show that the new tire provides 15% lower rolling
resistance, braking distances reduced by 3% in the wet, and 3% better wet
handling characteristics. The company claims that the tire will also offer up to
25% greater mileage.
The EfficientGrip tire incorporates Goodyear FuelSaving Technology, which
consists of a number of developments that reduce the tires rolling resistance.
These include a lightweight structure, reduced heat generation, advanced
compound materials, and new manufacturing techniques.
Goodyear reports weight reductions of around 10% for the tire compared with
its predecessor. EfficientGrip features a lower polyester ply end and less
material in the sidewall. Lower heat regeneration results from Goodyears
patented CoolCushion Layer. This involves the use of a new thermoplastic
ingredient used as a reinforcing agent, which is a partial substitute for carbon
black.
EfficientGrip compounds are produced using the latest generation of polymers.
These feature improved energy dissipation characteristics, helping to reduce
rolling resistance. The tread pattern includes a set of four wide grooves around
the circumference. The shape and position of these are said to deliver better
water dispersal characteristics and reduce the possibility of aquaplaning.
To date, Renault has specified the new tire as original equipment for the
Megane 3, and Mercedes-Benz has specified it for the E-Class. EfficientGrip is
available in a range of sizes from 14- to 18-in diameter.
A new Bridgestone tire uses proprietary technologies to lessen the friction and
heat buildup that can contribute to increased levels of rolling resistance, an
enemy of fuel efficiency.
Using Bridgestone's NanoPro-Tech, the Ecopia EP100the first aftermarket
product in North America's Ecopia tire linecontrols the interaction between
polymers, filler materials, and rubber chemicals used to manufacture the tire.
"A tire that builds up a lot of heat increases rolling resistance, thereby
increasing the amount of fuel that the vehicle consumes. When carbon
particles rub against each other, that creates friction and heat, but NanoPro-
Tech keeps the carbon particles consistently spaced apart so there is not as
much heat and friction generation," Kurt Berger, Manager of Consumer
Products Sales Engineering for Bridgestone Americas Tire Operations, said at
Ecopia EP100's unveiling at the 2009 Chicago Auto Show.
The Ecopia EP100 is the first tire produced using NanoPro-Tech initiatives,
but the new tire showcases other low rolling resistance attributes. "There are
also interconnected tread blocks that prevent movement of the tread elements.
The tread is essentially a continuous string of elements that are locked
together, thereby minimizing movement, which contributes to rolling
resistance. In addition, the interconnected tread blocks provide for enhanced
wet performance," said Berger.
Design elements of the Ecopia EP100 serve a role in helping to elicit better
tire performance. For instance, high angle lateral grooves help prevent
hydroplaning. Consistent surface contact via a special tread block design
helps improve wet and dry handling and reduces irregular wear. And, 3-D cut
circumferential ribs help reduce irregular wear as well as lessen road noise.
The Ecopia EP100 is a summer replacement tire fitment available in H- and
V-speed ratings and six different sizes, ranging from 14- to 16-in. "As
Bridgestone's lowest rolling resistance tire to date, we expect the Ecopia
EP100 to be a popular aftermarket choice for hybrid-electric and other fuel-
efficient vehicles," said Berger.
Yokohama debuted its new ADVAN ENV-R1 orange oil-infused
racing tire at the Porsche GT3 Challenge at Sebring a few
months back. At the time, the company promised to have
new tires using the eco-friendly technology on the market for
consumer use in short order. Apparently, that time is now.
According to Dan King, Yokohama vice president of sales:
The eco-focused dB Super E-spec mixes sustainable orange oil
and natural rubber to drastically cut the use of petroleum,
without compromising performance. It also helps consumers
save money at the gas pump by improving fuel efficiency via a
20-percent reduction in rolling resistance. With these
innovations, the dB Super E-spec could very well be the most
technologically-advanced tire ever produced.
At launch time, the new green orange tires will be
available in four sizes. Not coincidentally, those sizes will
fit popular hybrids like the Toyota Prius, Honda Civic
Hybrid/Civic GX NGV, Toyota Camry Hybrid and Honda
Accord Hybrid. Click past the break for the official press
release.
Objective:
To understand the forces and moment generation at the Tyres
during car motion and handling.

Motivation
Materials, Propiedades y Types of Tyres
Rolling Resistance
Force Generation (Braking/Acceleration)
Force Generation (Cornering)
Relaxation Length
Combined Cases.
Modelling (Pacejka)
Braking
ixs: Slide during braking
vr: Rolling speed
wb: Braking angular speed
re: Effective radius

[0, +1]

SAE

[0, -1]
Acceleration
id: Acceleration slide
vr: Rolling speed
wd: Tractive angular speed
re: Effective radius

SAE

[0, >1]

If wdre = 2vr id = +1
However id can be up to > +1
 Braking Curve

AB: 10-15% of slide (ixs).

BC: Unstable region.

as
ddx a

rodamiento rueda
libre bloqueada

OA: Linear region

Fx
Longitudinal Stiffness Cs
ixs i xs 0

1
.9 Dry tarmac

Wet tarmac

.1.2

Snow

Slide
.1.15 1
 Hand Calculation Excersise: 1

Assume that a car is travelling at 25 mph with a tyre of 310 mm

effective radius. After applying brake pedal, the wheel speed sensor
indicates an actual tyre speed of 34 rad/sec (0.593 rpm).

Find the angular velocity of the tyre as a result of the travelling

speed (wr)

Find the slip (ixs)

Find the braking force (use the grpah next slide)

 Hand
5000
Calculation Excersise: 1
4500

4000

3500

3000

2500
N

2000

1500

1000

500

0
0 20 40 60 80 100 120
ix (%)
 Hand Calculation Excersise: 1 (cont)

Assume that the wheel decelerates at a rate of 0.3g, obtain the force
after 2 seconds after the application of brake pedal. Assume that
the tyre contact point velocity is still the same (11.1736 m/s).

Repeat the same calculation but now assuming a higher

deceleration of twice the above (0.6g)
 Fuerzas Longitudinales en Llantas
16000

14000

12000

10000
Fz=2105N
8000 Fz=3995N
N

Fz=6120N
6000 Fz=7950N
Fz=10000N

4000

2000

0
0 0.2 0.4 0.6 0.8 1
%
Objective:
To understand the forces and moment generation at the Tyres
during car motion and handling.

Motivation
Materials, Propiedades y Types of Tyres
Rolling Resistance
Force Generation (Braking/Acceleration)
Force Generation (Cornering)
Relaxation Length
Combined Cases.
Modelling (Pacejka)
The cornering Forces depends mainly on the following parameters

Slipe angle (a)

Vertical Payload (Fz)

Road Conditions ()

Longitudinal Loads (Fx)

Inflation Pressure

Temperature
Fy( a , , Fz , Fx , p ,T )
Fy( a , , Fz , Fx , p ,T ) Auto Aligning Moment

Lateral force

Deformation shape

Tyre deformation sliding

Slip angle a
Wheel Plane

Forward Velocity V

Lateral (slip) = tan (a)

 2000 Limit of adhesion

1800

Fy 1600

1400 Adhesion Coefficient

1200 The curve depends on tyre adhesion properties and the

road in the lateral direction
1000

800

600
Fy( a , , Fz , Fx , p ,T )
400

200

0 a(deg)
0 1 2 3 4 5 6 7 8

Linear Fy
K
a a 0
y
Fy
Cornering Stiffness Cornering Coefficient Lateral Stiffness
Fy( a , , Fz , Fx , p ,T )
Fy( a , , Fz , Fx , p ,T )

Fz
Fy( a , , Fz , Fx , p ,T )
Fy( a , , Fz , Fx , p ,T )

800/820-15 Tyre (Fy vs Fz)

3000

2500

2000
1 deg
2 deg
Lbs

1500
3 deg
4 deg
1000 5 deg
6 deg
500

0
0 5 10 15 20
Lbs

*Obtained from Pacejka parameters

Fy( a , , Fz , Fx , p ,T )
P275/40 ZR17 Eagle ZR (Street Corvette)*
3000

Fy
2500

2000

1 deg
2 deg
Lbs

1500
3 deg
4 deg
5 deg
1000
6 deg

500

0
0 500 1000 1500 2000 2500 3000 3500 4000 4500
Fz
Lbs *Obtained from Pacejka parameters
 Auto Aligning The first tyre-contact to surface
is initially undeformed
Moment
MZ = FYdp
The tyre roads but the point
remains in contact with respect
to the floor.

T. Gillespie, Fundamentals of Vehicle Dynamics

SAE Press, 1992, p 348. The point is deformed along the
road with the tyre keeps rolling.
The line of action of Fy lies behing the contact
point, causing a Moment Mz which tends to
provide stability towards the stable trim
(Direction of travel).
The force distribution is
integrated along the length of
The relative distance between the line of action the footprint to obtain a
of Fy with respect to the contact point is called resultant force Fy
Pneumatic Trail
 Fyx = Fy*Sin a

Fy

Fyx
Curve resistant
(Drag Component)

Reference
Harty M & Blundel M.
The Multibody Systems Approach to Vehicle
Dynamics
Hand Calculation Excersise: 2 (Part 1)
Characterize qualitatively the differences between GoodYear Tyre P275/40
ZR17 and Eagle and Goodyear Indy 27.0x14.5-15 Champ; considering:

Which one has higher adherence?

Which one has higher cornering stiffness?

Which one has higher auto aligning torque?

Hand Calculation Excersise: 2 (Part 2)
Obtain the friction coefficient

Obtain the cornering coefficient

Obtain the auto aligning torque coefficient

Observe the trends and make your observations

 9000
9000

8000
8000

7000 7000

6000 6000

5000 5000
N

N
4000 4000

3000 3000

2000 2000

1000 1000

0 0
0 2 4 6 8 0 2 4 6 8
deg deg

1804 N 4097 N 6258 N 8712 N Fz: 4008 N Fz: 6013 N Fz: 8017 N
 180 300

160
250
140

120
200

100
Nm

Nm
150
80

60
100
40

20 50

0
0 2 4 6 8
0
deg
0 1 2 3 4 5 6 7
deg
Fz: 1804 N Fz: 4097 N
Fz: 6258 N Fz: 8712 N Fz: 4008 N Fz: 6013 N Fz: 8017 N
Hand Calculation Excersise: 3
The Eagle ZR tire shown in the figure, Is used on a Corvette with a
test weight of 3500 lbs, and having a 52/48 weight distribution. Use
the cornering stiffnesses (i.e. a linearized tyre) and the actual curves
themselves (a nonlinear tire) to calculate the cornering force at a slip
angle of 1.5 deg on the front and rear tires. What is the percent of
error between linearized and nonlinear models? Repeat the
calculation at 4.0 deg. Interpolation between load curves will be
necessary. For simplicity, ignore the weight transfer.
Hand Calculation Excersise: 3
9000

8000

7000

6000

5000
1804 N
N

4097 N
4000
6258 N
8712 N
3000

2000

1000

0
0 1 2 3 4 5 6 7
deg
Hand Calculation Excersise: 4

Consider a Corvette car with tyres P275/40ZR17 (see fig, next slilde). Obtain the
total resistance force of the car if the kerb weight is 3000 lbs and all the tyres are
operating with an slipe angle a = 3o and with a rolling resistance of fr = 0.022.

Obtain the required power (hp) to drive this vehicle at 30 mph. Assume for
simplicity that the weight is evenly distributed along all the roads and ignore any
aerodynamic effect.
Hand Calculation Excersise 4 (cont)
9000

8000

7000

6000

5000
1804 N
N

4097 N
4000 6258 N
8712 N

3000

2000

1000

0
0 1 2 3 4 5 6 7
deg
Pneumatic and Mechanical Trail
Pneumatic and Mechanical Trail
Hand Calculation Excercise: 5
Consider a car with tyres P215/60-R15 Goodyear Eagle GT-S (see fig.), which in
make a turns. Each front tyre is operating with a slip angle of a=3 deg. Due to
the load transfer, the inside tyre has a normal force Fz of 900 lbs and the front
outside of 1350 lbs. The mechanical trail is of 1.125 inches as a result of the
caster angle inclination of the kingping axis. Obtain the total torque around the
kingping axis considering also the effect of the pneumatic trail.

m = 1.125
Hand Calculation Excersise: 5 (cont)
9000

8000

7000

6000

5000
N

4000

3000

2000

1000

0
0 1 2 3 4 5 6 7
deg

Fz: 4008 N Fz: 6013 N Fz: 8017 N

Hand Calculation Excersise: 5 (cont)
9000

8000

7000

6000

5000
N

4000

3000

2000

1000

0
0 1 2 3 4 5 6 7
deg

Fz: 4008 N Fz: 6013 N Fz: 8017 N

Objective:
To understand the forces and moment generation at the Tyres
during car motion and handling.

Motivation
Materials, Propiedades y Types of Tyres
Rolling Resistance
Force Generation (Braking/Acceleration)
Force Generation (Cornering)
Relaxation Length
Combined Cases.
Modelling (Pacejka)
 Fourier Series
Look up table -Polynomial (high degrees)
Tyre testers -Curve fitting (difficult)
-Physical intuition (difficult)
Mathematical Model
Adams
Special functions Matlab
-Pacejka Excell
-Curve fitting (difficult)
-Physical intuition (possible)
-There are more than Pacejka
Brake/Accel:
(Fx vs i) Cornering:
(Fy vs a)

Auto aligning Moment:

(Mz vs a)
Tyre Testers
Y D * Sin( Bx ) Pacejka Model & Parameters
Y: Fy, Fx, Mz
Y D * sin( Arctg ( Bx )) x: Argument (a, i)
C: Shape factor
D: Peak Value
Y D * sin( C * Arctg ( Bx )) BCD: Slope @ a=0 or i=0
E: Shape factor
Y D * sin( C * Arctg ( B )) S v B: BCD/CD (Stiffness factor)
Sv: Vertical offset
Sh: Horizontal offset
where :
Typical Starting Parameters
E
( 1 E )* x * Arctg ( Bx ) C= 1.3 Cornering
B
( 1 E )* x S h * Arctg B x S h C= 2.4 Auto Aligning Moment
E
B
C = 1.65 Brake/Acceleration
Workshop 3 (excell)
Find the Pacejka parameters of the P275/40 ZR17 Eagle tyre
shown in the figure
9000

8000

7000

6000

5000
N

4000

3000

2000

1000

0
0 1 2 3 4 5 6 7
deg

1804 N 4097 N 6258 N 8712 N

Fy( a , , Fz , Fx , p ,T )

Fz
Cornering Forces, Auto Aligning Moment and Longitudinal
Force are also dependent on vertical load (Fz)
D a1FZ 2 a2 FZ Fz (kN)
BCD a3 sin( a4 tg 1( a5 FZ ))
Cornering (Fy)
a3 sin( a4 tg 1( a5 FZ ))
BCD Aligning Torque (MZ)
e a5 FZ Longitudinal Force (Fx)

E a6 FZ 2 a7 FZ a8
 Reference values from SAE Paper 870421

Fz B C D E Sh Sv BCD
(kN)
Fy 4 0.249 1.29 3850 -0.678 -0.049 -156 1038
8 0.122 1.46 6877 -2.16 0.125 -240 1017

Mz 4 0.244 2.78 -50.56 -0.46 -0.082 -11.7 -30.45

8 0.137 2.51 -193.3 -3.21 0.009 -4.22 -58.55

Fx 4 0.181 1.79 4436 0.619 0.000 70.6 1224

8 0.224 1.88 7911 0.783 0.000 104 2937

a1 a2 a3 a4 a5 a6 a7 a8
Fy -24.1 1211 1178 1.82 0.208 0.000 -0.354 0.707
Mz -4.72 -3.28 -1.96 -2.73 0.110 -0.070 0.643 -4.04
Fx -23.3 1344 51.6 226 0.069 -0.006 0.056 0.486

"Tyre Modelling for Use in Vehicle Dynamics Studies," Bakker E, Nyborg L,

Pacejka HB, SAE Paper No. 870421
Reference values from Mechanics of Pneumatic Tires; Wong

Fz B C D E Sh Sv BCD
(kN)
Fy 2 0.24 1.5 1936 -0.132 -0.28 -118 780.6
4 0.239 1.29 3650 -0.678 -0.049 -156 1038
6 0.164 1.27 5237 -1.61 -0.126 -181 1091
8 0.112 1.36 6677 -2.16 0.125 -240 1017
Mz 2 0.247 2.56 -15.53 -3.92 -0.464 -12.5 -9.82
4 0.234 2.68 -48.56 -0.46 -0.082 -11.7 -30.45
6 0.164 2.46 -112.5 -2.04 -0.125 -6.0 -45.39
8 0.127 2.41 -191.3 -3.21 0.009 -4.22 -58.55
Fx 2 0.178 1.55 2193 0.432 0.0 25.0 605
4 0.171 1.69 4236 0.619 0.000 70.6 1224
6 0.21 1.67 6090 0.686 0.000 80.1 2136
8 0.214 1.78 7711 0.783 0.000 104 2937

a1 a2 a3 a4 a5 a6 a7 a8
Fy -22.1 1011 1078 1.82 0.208 0.000 -0.354 0.707
Mz -2.72 -2.28 -1.86 -2.73 0.110 -0.070 0.643 -4.04
Fx -21.3 1144 49.6 226 0.069 -0.006 0.056 0.486

Mechanics of Pneumatic tires," Wong

Workshop 4 (excell)
Use the excel file provided by the teacher to find the Pacejka
parameters a1, a2, a3, a4 and a5 in order to adjust the four curves
of Fy and Mz using the table below
Fz B C D E Sh Sv BCD
(kN)
Fy 2 0.24 1.5 1936 -0.132 -0.28 -118 780.6
4 0.239 1.29 3650 -0.678 -0.049 -156 1038
6 0.164 1.27 5237 -1.61 -0.126 -181 1091
8 0.112 1.36 6677 -2.16 0.125 -240 1017
Mz 2 0.247 2.56 -15.53 -3.92 -0.464 -12.5 -9.82
4 0.234 2.68 -48.56 -0.46 -0.082 -11.7 -30.45
6 0.164 2.46 -112.5 -2.04 -0.125 -6.0 -45.39
8 0.127 2.41 -191.3 -3.21 0.009 -4.22 -58.55

Use the following parameters as starting point

a1 a2 a3 a4 a5
Fy -22.1 1011 1078 1.82 0.208
Mz -2.72 -2.28 -1.86 -2.73 0.110