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Min Qian Lu

Min Qian Lu

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namerear steer dynamics.pdf

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ASC Paper Notes

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titleIntro Notes, Scattered and some may not be useful but I want to keep it here anyways

  • Aspects of stability

    • rear end stability in turning and crosswinds

    • high-speed straight-line ability; reducing steering corrections

    • resistance to tipping in turns and sudden changes in road surfaces (from slippery to grippy)

    • “swapping ends” under hard braking? not quite sure what this means

  • CG must be a design specification

  • Slip angle stuff

    • Slip angle is a function of the lateral load, as well as the vertical load (on that tire)

    • generally, automotive tires have a max slip angle of around 10 degrees. further than that, and the vehicle will lose grip and slide

    • The plot of bike tire slip angles, showcasing how increasing load increases the lateral load for an X slip angle

      • this increase in grip is not proportional, however, with doubling the load from 67-135lb only yielding a 66% increase in lateral load

      • this is known as “load sensitivity”

      • coefficient of lateral load is the ratio of lateral to the vertical load

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titleThe Neutral Steer Point

The distance of the NSP from the front axle is determined by the following equation

Assuming the tires in the front and back are the same model, and thus the cornering stiffness values are the same, the equation simplifies down to 1/3WB.

The location of the CG relative to the NSP determines the characteristic of the yaw response. This can be summarized in variables known as the static margin and the understeer coefficient

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titleStatic Margin (SM)

The Static Margin (SM) is defined as “the distance from the CG rearward to the NSP divided by the wheelbase and is expressed with the following equation (somehow…?)

In our case, with 3 wheels of the same cornering stiffness, this can be simplified down to

Image RemovedImage Added

Neutral steer is when SM = 0, which means LG = WB/3 in our case.

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