CAMBER AIRFOIL PATCH
CAMBER AIRFOIL FREE

Indeed, part three shows that the elastic forces will reach their maximum at the contact patch centre. Consideration of the paths shows that at, for example, point ‘C’ the element will have been displaced to the right in the diagram and will therefore be exerting an elastic force on the tyre in the direction shown in part three of the diagram. Part two of the diagram shows the path enlarged for clarity. In the diagram, these two paths are very close together and hard to discern.

CAMBER AIRFOIL FREE

If the tyre were in free space and the road not present, then the passage of the element would take as the dotted path from ‘B’ to ‘E’ instead, because the tyre is indeed in contact with the road, the element must take the straight path shown with the solid line since it is this path that allows it to remain at rest on the road surface as the wheel rolls on. Negative camber changes have an opposite effect and change the vehicle steer characteristic to OS at the front wheels and US at the rear wheels.Īs the wheel rotates, the element reaches point ‘B’ where it enters the contact patch and so adheres firmly to the road surface and must from now on remain at rest with respect to the road surface. Consequently, the positive camber change alters the vehicle steer characteristic to US at the front wheels and OS at the rear wheels. The vehicle steer characteristics are determined by the relative magnitude of the front- and rear-wheel side-slip angles. Here, the cornering force and the wheel side-slip angles can become smaller. In contrast, negative camber angles produce a camber thrust that acts in the opposite direction to the centrifugal force. In this case, larger wheel side-slip angles are needed to achieve steady-state cornering at the same radius and speed as when camber change is not considered.

Positive camber angles produce a camber thrust that acts in the same direction as the centrifugal force. In steady-state cornering, the camber thrust becomes one of the forces that balances the centrifugal force at the C.G. This is proportional to the camber angle, as described in Chapter 2. In either case, the camber change results in a force that acts in the lateral direction (camber thrust). Here, it is assumed the first case gives positive camber change, and the second gives a negative camber change.

The wheel camber could occur in either the same or the opposite direction to the roll direction, as described in Section 6.2.3. Masato Abe, in Vehicle Handling Dynamics (Second Edition), 2015 6.3.2 Camber Change Effect Mathematically, this is written as follows: This requires the intersection to the y-axis ( C M-axis), denoted by C M0, to be larger than zero. Additionally, it must develop upward lift that opposes the weight. Its C Mα (longitudinal stability derivative) must be negative. The graph shows that for the aircraft to be stable it must have a negative slope. The line drawn through the two points is the pitching moment curve. The conditions consist of α > 0 and M 0 in the right image. To see this, the two conditions in Figure 24-11 have been plotted in Figure 24-13. It is not enough for the aircraft to just be stable, it must also be trimmable-it must develop zero moment while generating lift that equals the weight. An airplane whose stabilizing surface (here the HT) generates enough lift force to force the aircraft to a specific trim AOA is called a stable aircraft. This means that somewhere between the two extremes is an AOA for which there is no tendency for the HT to increase or decrease the AOA. The low AOA causes the HT to generate a downward L HT that will increase the AOA. The right image of Figure 24-11 shows the opposite. The generation of longitudinal stability.

Camber airfoil