Introduction
The purpose of this technical report is to communicate the results of the Pneumatic Tyre Characteristics laboratory by investigating the effect of cornering force on slip angle. The technical report is presented to the academic staff of the Engineering Systems Department at the Royal Military College of Science, Shrivenham. It is assumed that the reader is fully familiar with the experiment and with the equipment on which it is preformed.
Experimental Conditions
• For this particular experiment the gain of the output for the strain gauges are set to 1 as 0 to 8 degrees slip angle is been measured. If smaller angles are measured a larger gain may be required.
• The total displacement of the trolley that runs along the track is approximately 2.17 meters. However, this may slightly vary in the results, especially with higher slip angles due to the reaction force acting on the reversible hydraulic motor that drives the track. For consistency the corresponding point for each distance is taken in the results.
• The current details and condition of the tested tyre are given.
- Manufacture: Avon.
- Dimension: 710 / 22.0 – 13.
- Condition: Generally worn all around with patches of the tyre (approximately 60mm in diameter) in worse condition on the inside of the wheel.
• The tyre was tested at 14, 16 and 18 psi pressure. For each test at each angle increment the air valve is pointing downwards purely for consistency as the tyres circumference may vary. The increments for each test are as follows.
- 0 – 5 degrees in 0.25 degree increments.
- 5 – 8 degrees in 0.5 degree increments.
• The experimental equipment is set to output 1000 points of displacement and side force. The computer capture rate is set to 50Hz and a total run time of 20sec
• Final experimental conditions that should be mentioned include:
- Before the conduction of the experiment the camber of the wheel should be checked and adjusted to zero degrees.
- The track is manufactured to have a sand paper surface. This is important to exert a sufficient side force on the tyre and is in good condition.
- For each experiment, initially slip pads are used under the wheel as the mechanical mechanism used to apply the vertical force is applied at a radius and therefore would give an unwanted offset.
- A constant vertical load of 1.5kN is applied to the tyre. This load is kept consistent by a mechanism which includes a beam and counter balance weights.
This can be simplified to Vrock=WDR Where D is the distance from the road at the point of contact in terms of R, the Radius. That is to say, that the velocity at the top of the tire would be Vrock=W(2R) =2Vcenter
Possible sources of error in this experiment include the inaccuracy of measurements, as correct measurements are vital for the experiment.
After completing the experiment, the data was transferred from DataStudio to Excel file, Lab9. Next, the points in the data when it started to increase were removed from the data points because that was when the 3-step pulley spun the opposite way of its original direction. This caused the mass hangar to be pulled back up and our experiment focuses on the just the drop. After deleting the excessive data, a scatter plot was created for all five trials for both the No Ring and the Ring. Then a trendline was added for the trials and the option to show the linear equation was selected. From the graph, the angular acceleration was determined by taking the slope from the equation shown on the graph of each trial.
In the experiment these materials were used in the following ways. A piece of Veneer wood was used as the surface to pull the object over. Placed on top of this was a rectangular wood block weighing 0.148-kg (1.45 N/ 9.80 m/s/s). A string was attached to the wood block and then a loop was made at the end of the string so a Newton scale could be attached to determine the force. The block was placed on the Veneer and drug for about 0.6 m at a constant speed to determine the force needed to pull the block at a constant speed. The force was read off of the Newton scale, this was difficult because the scale was in motion pulling the object. To increase the mass weights were placed on the top of the ...
... this experiment, the shape of the wake behind the cylinder was determined and the water tunnel was calibrated. The conclusions are listed below:
Mechanical Engineering 130.2 (2008): 6 - 7. Academic Search Complete. Web. The Web. The Web.
The circle of traction is a important racing concept with applications from physics. From newtons equation f=ma we know that the more force we apply to an o...
When an attempt is made to push a car from rest on concrete, the coefficient of static friction is so high (almost 1). However, once the car starts to move, it is easier to keep pushing it because the coefficient of kinetic friction is lower (almost 0.8). Similarly, when an attempt is made to push a car from rest on a wet road, the coefficient of static friction is not that high (almost 0.6). However, once the car starts to move, it is easier to keep pushing it because the coefficient of kinetic friction on wet road is lower (almost 0.4). Furthermore, when an attempt is made to push a car from rest on snow, the coefficient of static friction is lower (almost 0.3). However, once the car starts to move, it is easier to keep pushing it because the coefficient of kinetic friction on snow is lower (almost
Wind tunnels can be divided into three categories according to the range of air speed. In the low air speed section of the wind tunnel where air speeds range from (0.1 – 1.5) m/s, has a test section with large cross-sectional area, is adopted to generate a low-speed environment for calibration of anemometers [3]. Occasionally, the low-speed wind tunnel contains ...
My hypothesis is the higher we put the ramp the more forces will act upon the car giving less friction meaning the car will accelerate more traveling to a further distance.
== 1. The flywheel was set as shown with the axle of the flywheel horizontal. A polystyrene tile was placed on the floor to avoid the impact of the mass on the floor. 2. The vernier caliper was used to measure the diameter d of the axle.
Regardless if one is riding on hard solid pavement or soft dirt, the same basics of cont...
Gilles, J. (2005). Automotive chassis: Brakes, steering & suspension. Santa Barbara, California: Thomson Delmar Learning.
Force to accelerate the flywheel was calculated by subtracting friction force and force to accelerate the mass from the force due to the earth gravity.
Then the ITS test is performed on the sample at 77°F (25°C) at a loading rate of 2in/min.